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Iran Dena Cargo Systems Operating Manual
Issue: Final Draft
CARGO OPERATING MANUAL
List of Contents:Issues and UpdatesMechanical Symbols and Colour SchemeIntroduction
Part 1: Cargo System Description
1.1 Cargo Tanks Layout
1.2 Cargo Piping System 1.2.1 System Description 1.2.2 Cargo Measuring and Sampling 1.2.3 Slop Tank Usage 1.2.4 Slop Tank Heating
1.3 Cargo Pumps 1.3.1 Main Cargo Pumps 1.3.2 Stripping Pump and Eductors 1.3.3 Automatic Cargo Stripping System 1.3.4 Cargo Valves 1.3.5 High Velocity Pressure/Vacuum (PV) Valve and Purge Pipe
1.4 Inert Gas System - Main and Top-up 1.4.1 System Descriptions and Operation 1.4.2 Inert Gas Topping Up Generator 1.4.3 Maintenance (routine maintenance in operation only)
1.5 Crude Oil Wash and Tank Cleaning System 1.5.1 System Description 1.5.2 Maintenance (Routine Maintenance in Operation Only)
1.6 Hydraulic Systems 1.6.1 Cargo and Ballast Valve Hydraulic Remote Control 1.6.2 Deck Anchoring and Mooring Hydraulic System
1.7 Ballast System 1.7.1 System Descriptions 1.7.2 Automatic Ballast Stripping Operation 1.7.3 Venting
Illustrations 1.1a Cargo Tanks Layout 1.2.1a Cargo Piping System 1.2.2a Cargo Measuring and Sampling 1.3.1a Main Cargo Pumps 1.3.1b Main Cargo Pump Characteristic Curves
1.3.2a Stripping Pump 1.3.3a AUS Cargo System Screen Display 1.3.3b Automatic Cargo Stripping System 1.3.5a High Velocity Pressure/Vacuum Valve 1.3.5b Purge Pipe 1.4.1a Inert Gas System in the Engine Room 1.4.1b Inert Gas System on Deck 1.4.1c Main Inert Gas Control Panel 1.4.2a Topping Up Generator Mimic Panel 1.4.1d Inert Gas Sub-Control Panel 1.5.1a Crude Oil Washing and Tank Cleaning System 1.6.1a Cargo Valve Remote Control System 1.6.2a Deck Anchoring and Mooring Hydraulic System 1.7.1a Cargo Ballast System 1.7.2a Automatic Ballast Stripping System 1.7.2b AUS Automatic Stripping System Screen Display 1.7.3a Ballast Tank Venting
Part 2: Cargo Handling Procedures
2.1 Cargo Handling Operation Sequence Diagrams 2.1.1 Loading 2.1.2 Discharging 2.2 Inerting Cargo Tanks 2.2.1 Initial Inerting 2.2.2 Use With or Without Vapour Emission Control (VEC) 2.2.3 Loading 2.2.4 Discharging
2.3 Loading Cargo 2.3.1 Loading a Single Grade Cargo 2.3.2 Loading a Two and Three Grade Cargo
2.4 Discharging Cargo 2.4.1 Full Discharge 2.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre COT, No.4 Wings COT and Both Slop Tanks 2.4.3 Discharging a Three Grade Cargo, Full COW 2.4.4 Part Cargo Discharge 2.5 Crude Oil Washing and Tank Cleaning System 2.5.1 Tank Cleaning System 2.5.2 Tank Cleaning Machine Description 2.5.3 Crude Oil Wash 2.5.4 Water Wash, (Cold or Hot) 2.6 Gas Freeing 2.6.1 Gas Freeing for Entry 2.6.2 Gas Freeing for Hot Work
2.7 Ballasting and Deballasting Operations 2.7.1 Heavy Weather Ballasting 2.7.2 Line Cleaning 2.7.3 Oil Discharge Monitoring Equipment
Illustrations 2.2.1a Initial Inerting of Cargo Tanks 2.2.2a Vapour Emission Control System 2.2.4a Inerting Cargo Tanks During Discharge 2.3.1a Loading Cargo - Single Grade 2.3.2a Loading Cargo - Two Grades 2.3.3a Loading Cargo - Three Grades 2.4.1a Full Cargo Discharge 2.4.2a Full Cargo Discharge, One Grade 2.4.2b Discharge Single Grade and Partial COW 2.4.3a Full Cargo Discharge, Group Three 2.4.3b Full Cargo Discharge, Group Two 2.4.3c Full Cargo Discharge, Group One 2.4.3d Discharge COW of Grade One Tanks 2.4.3e Full Discharge COW of Grade Two Tanks 2.4.3f Full Discharge COW of Grade Three Tanks 2.4.4a Part Cargo Discharge 2.5.1a Tank Cleaning System 2.5.2a Tank Cleaning Machine 2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet Length Pressure Graph 2.5.2c Tank Cleaning Machines 2.5.3a Crude Oil Wash 2.5.4a Closed Cycle Washing, No.3 Centre 2.5.4b Slop Tank Heating and Deck Steam System 2.6a Gas Freeing 2.7a Ballasting Operations 2.7b Deballasting Operations 2.7.1a Heavy Weather Ballasting 2.7.1b Heavy Weather Deballasting 2.7.2a Line Draining 2.7.2b Line Cleaning No.3 Main Cargo Pump 2.7.2c Line Cleaning No.2 Main Cargo Pump 2.7.2d Line Cleaning No.1 Main Cargo Pump 2.7.2e Line Cleaning Tank Cleaning Pump 2.7.2f Line Cleaning Stripping Pump 2.7.3a Oil Discharge Monitoring Equipment
Front Matter Page 1
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Iran Dena Cargo Systems Operating Manual
Issue: Final Draft
Part 3: Cargo Operations - Control and Instrumentation
3.1 Control Systems 3.1.1 System Overview 3.1.2 Mimic Panels 3.1.3 Control of Valves and Pumps 3.1.4 Super Cargo - XL Cargo Handling System (SC-XL) 3.1.5 Ballast Exchange Program
3.2 Cargo Control Room, Console and Panels
3.3 Cargo Tank Instrumentation System 3.3.1 SAAB Tank Level Measurement System 3.3.2 Remote Sounding and Draught Gauge System 3.3.3 Gas Detection and Tank Overfill Alarm Systems 3.3.4 Cargo Loading Computer
Illustrations 3.1.1a Super Cargo XL Main Menu Display 3.1.1b System Overview Screen 3.1.2a Cargo Mimic Panel 3.1.2b Ballast Mimic Panel 3.1.4a Guidance Message Flow Diagram for Automatic Loading Control 3.1.4b Guidance Message Flow Diagram for Automatic Unloading Control 3.1.5a Ballast Exchange Plan and Control Screen 3.1.5b Ballast Exchange Control Sub-Memu 3.2a Cargo Control Room 3.2b Cargo Control Console 3.2c Cargo Control Room Panels 3.3.1a Tank Level Measurement and Alarms 3.3.1b SAAB Tank Level Monitor Display 3.3.1c SAAB Temperature Monitor Display 3.3.3a Omicron Gas Sampling and Overfill Control Units 3.3.3b Omicron Vapour Alarm and Gas Warning System Control Units 3.3.4a Loading Calculator 3.3.4b Hull Condition Screens
Part 4: Emergency Systems and Procedures
4.1 Emergency Procedures - Deck 4.1.1 Fire Hydrant System 4.1.2 Deck Foam System 4.1.3 Discharge of Cargo from Damaged Tank 4.1.4 Oil Spill and Pollution Prevention - Cargo 4.1.5 Emergency Inerting of Ballast Tanks Illustrations 4.1.1a Fire Hydrant System 4.1.2a Deck Foam System 4.1.5a Emergency Inerting of Ballast Tanks 4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)
Front Matter Page 2
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Iran Dena Cargo Systems Operating Manual
Issue: Final Draft
INTRODUCTION
General
Although the ship is supplied with shipbuilder’s plans and manufacturer’s instruction books, there is no single handbook which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the Iran Dena has been carefully collated in relation to the systems of the vessel and is presented in three on board volumes consisting of BRIDGE SYSTEMS OPERATING MANUAL, CARGO SYSTEMS OPERATING MANUAL and MACHINERY SYSTEMS OPERATING MANUAL.
In addition to containing detailed information of the cargo and related systems, the CARGO SYSTEMS OPERATING MANUAL contains safety procedures, and procedures to be observed in emergencies and after accidents.
The Cargo Systems Operating Manual is designed to complement Marpol 73/78, ISGOTT and Company Regulations.
The vessel is constructed to comply with Marpol 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995.
Officers should familiarise themselves with the contents of the International Convention for the Prevention of Pollution from Ships, so that they are aware of the category of the cargo being carried and the requirements for cleaning of cargo tanks and the disposal of tank washings/ballast containing residues.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of Cargo Record Book. It is essential that a record of relevant cargo/ballast operations are kept in the Cargo Record Book and duly signed.
In many cases the best operating practice can only be learned by experience. Where the information in this manual is found to be inadequate or incorrect, details should be sent to the N.I.T.C. Technical Operations Office so that revisions may be made to manuals of other ships of the same class.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times.
1. Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately.
2. Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to work.
3. Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs.
4. Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour.
5. Never start a machine remotely from the control room without checking visually if the machine is able to operate satisfactorily.
In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous.
DescriptionThe concept of this Cargo Systems Operating Manual is based on the presentation of operating procedures in the form of one general sequential chart (algorithm) which gives a step-by-step procedure for performing operations required for the carriage of products.
The manual consists of introductory sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. This is then followed where required by detailed operating procedures for the system or equipment involved.
Each cargo handling operation consists of a detailed introductory section which describes the objectives and methods of performing the operation related to the appropriate flow sheet which shows pipelines in use and directions of flow within the pipelines.
A list showing the valves which are OPEN during the different operations is also provided for quick reference.
The valves and fittings identifications used in this manual are the same as those used by the shipbuilder.
Illustrations
All illustrations are referred to in the text and are located either in-text where sufficiently small or above the text, so that both the text and illustration are accessible when the manual is laid open. When text concerning an illustration covers several pages the illustration is duplicated above each page of text.
Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the following colour scheme.
Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages.
NoticesThe following notices occur throughout this manual:
WARNINGWarnings are given to draw reader’s attention to operation where DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTIONCautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR.
(Note: Notes are given to draw reader’s attention to points of interest or to supply supplementary information.)
Front Matter Page 3
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PART 1: CARGO SYSTEM DESCRIPTION
1.1 Cargo Tanks Layout
Illustrations
1.1a Cargo Tanks Layout
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 1.1a Cargo Tanks Layout
Key
Cargo Group 1
Cargo Group 2
Cargo Group 3
Key
Cargo Group 1
Cargo Group 2
27/73% Split
47/27/26% Split
Key
Cargo Group 1
Cargo Group 2
47/53% Split
No.1 Port Wing
No.1 Stb'd Wing
No.1 Centre
No.2 Stb'd Wing
No.2 Centre
No.3 Port Wing
No.3 Stb'd Wing
No.3 Centre
No.4 Port Wing
No.4 Stb'd Wing
No.4 Centre
No.5 Port
Wing
Port
Slop
No.5 Stb'd
Wing
Stb'd
Slop
No.5 Centre
No.2 Port Wing
No.1 Port Wing
No.1 Stb'd Wing
No.1 Centre
No.2 Stb'd Wing
No.2 Centre
No.3 Port Wing
No.3 Stb'd Wing
No.3 Centre
No.4 Port Wing
No.4 Stb'd Wing
No.4 Centre
No.5 Port
Wing
Port
Slop
No.5 Stb'd
Wing
Stb'd
Slop
No.5 Centre
No.2 Port Wing No.1 Port Wing
No.1 Stb'd Wing
No.1 Centre
No.2 Stb'd Wing
No.2 Centre
No.3 Port Wing
No.3 Stb'd Wing
No.3 Centre
No.4 Port Wing
No.4 Stb'd Wing
No.4 Centre
No.5 Port
Wing
Port
Slop
No.5 Stb'd
Wing
Stb'd
Slop
No.5 Centre
No.2 Port Wing
Key
Cargo Group 1
Cargo Group 2
26.5/73.5% Split
No.1 Port Wing
No.1 Stb'd Wing
No.1 Centre
No.2 Stb'd Wing
No.2 Centre
No.3 Port Wing
No.3 Stb'd Wing
No.3 Centre
No.4 Port Wing
No.4 Stb'd Wing
No.4 Centre
No.5 Port
Wing
Port
Slop
No.5 Stb'd
Wing
Stb'd
Slop
No.5 Centre
No.2 Port Wing
1.1 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PART 1: CARGO SYSTEMS DESCRIPTION
1.1 CARGO TANKS LAYOUT
The cargo tanks consist of five centre tanks and six pairs of wing cargo oil tanks (port and starboard). The aftermost pair of wing tanks are designated as the vessel’s slop tanks and have a combined capacity of 9,176m3.
The tanks are divided into main groups as follows:
Number 1 Group
No.1, 2 and 4 and 5 centre and No.3 wings giving a total of 159,156m3 at 98% capacity; 47% total ship capacity.
Number 2 Group
No.3 centre, No.1 and 5 wings giving a total of 90,085m3 at 98% capacity; 26.8% total ship capacity.
Number 3 Group
No.2 and 4 wing tanks and both slop tanks giving a total of 88,960m3 at 98% capacity; 26.2% total ship capacity.
The cargo tanks can also be divided into two groups to give an approximate 47/53% split as indicated below.
Number 1 Group
No.1, 2, 4 and 5 centre COT and No.3 wings COT giving a total of 159,156m3 at 98% capacity.
Number 2 Group
No.1, 2, 4 and 5 wings COT, No.3 centre COT and both slop tanks (port and starboard) giving a total of 179,045m3 at 98% capacity;
or alternatively, to give an approximate 26.5/73.5% split:
Number 1 Group
No.2 and 4 wings COT and both slop tanks giving a total of 88,960m3 at 98% capacity.
Number 2 Group
No.1, 2, 3, 4 and 5 centre COT, No.1, 3, and 5 wings COT tanks giving a total of 249,241m3 at 98% capacity.
Or to give an approximate 27/73% split:
Number 1 GroupNo.3 centre, No.1 and 5 wings giving a total of 90,085m3 at 98% capacity;
Number 2 Group
No.1, 2, 4 and 5 centre COT, No.2, 3, and 4 wings COT and both slop tanks giving a total of 248,116m3 at 98% capacity.
(Note: The above possible configerations are based purely on tank segregation and capacities only. The actual loading quantities to be determined by the cargo specific gravity and resulting stress and stability figures obtained from the loading computer.)
Five pairs of ballast tanks are situated outboard of, and underneath the cargo oil tanks. The fore and aft peak tanks along with the engine room side ballast tanks (port and starboard) are also used for ballast. The total capacity of the ballast tanks, including the fore, aft peaks and engine room side ballast tanks, is 103,539m3 at 100% capacity.
1.1 Page 2 of 2
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1.2 Cargo Piping System 1.2.1 System Description
1.2.2 Cargo Measuring and Sampling
1.2.3 Slop Tank Usage
1.2.4 Slop Tank Heating
Illustrations
1.2.1a Cargo Piping System
1.2.2a Cargo Measuring and Sampling
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
Stripping Line
Sea Water
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
HH
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 1.2.1a Cargo Piping System
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
No.5 StarboardWater Ballast
Tank
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem
FromFire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
H
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.2 CARGO PIPING SYSTEM
1.2.1 SYSTEM DESCRIPTION
Cargo System
If required, three different grades of cargo can be loaded or discharged concurrently with two valve separation.
The cargo is loaded through four cargo manifolds on the main deck, then via three direct loading drop lines, situated in No.3 centre cargo oil tank, to the associated suction main for each group of tanks.
The system can be made common by use of a crossover line situated in the pump room and at the forward end of the bottom lines in No.1 and 2 centre.
Discharge of the cargo tanks is via three steam turbine driven centrifugal cargo oil pumps, each of 5,500m3/h capacity situated in the cargo pump room, discharging to the respective manifolds on deck.
Each cargo pump is connected to an automatic cargo stripping unit consisting of gas separators and vacuum pumping units. The lines from the tanks to the pumps are of a nominal 750mm diameter.
The cargo lines are drained using a steam driven reciprocating stripping pump rated at 450m3/h, situated in the pump room, discharging via the 200mm line (commonly called the ‘MARPOL’ Line), to the manifolds outboard of the manifold valves.
The cargo oil pumping system is designed to discharge the bulk of the cargo oil from all cargo oil tanks, in approximately xx hours, excluding stripping and time for crude oil washing.
Crude oil washing, which is essential if maximum out-turns are to be achieved, is accomplished by using the tank cleaning pump or by bleeding off crude oil from the cargo pump discharge lines to the tank cleaning machines via the tank cleaning line.
The cargo tanks are to be maintained fully inerted during all cargo handling operations.
The bottom suction lines in the pump room can be interconnected on the pump suction side through the sea suction (700/600mm) crossover.
The discharge side of the cargo pumps can also be interconnected through a (650mm) crossover line, terminating in a high overboard discharge outlet on the starboard side and above the deepest water ballast line.
The tank cleaning main is also fed from this line. The overboard line has a sampling probe for the oil discharge monitoring and control system and a flow meter sensor.
The slop tanks are interconnected by a levelling line and valve. Both slop tanks have separate stripping suctions connected to the cargo oil stripping pump and eductor crossover.
The crossover line on the cargo suction main and discharge main lines in the cargo pump room are provided for the flexibility of cargo handling and tank cleaning with sea water. Similarly, crossover lines are provided at the forward end of the tank bottom lines in No.1 and 2 centre tank, with two valve separation.
Each cargo tank has a stripping valve in a suction well situated at the port side aft, while the main suction is fitted with a cone type bellmouth.
Ballast is not carried in the cargo tanks under normal circumstances, but, if it is considered that additional ballast in a cargo tank or tanks may be required during the ballast voyage, under the conditions and provisions specified in Regulation 13 (3) of Annex I in MARPOL 73/78, such ballast water can be handled by the cargo pumping and piping system.
Both slop tanks are fitted with heating coils.
Cargo Stripping System
Stripping of the cargo is performed by the cargo pumps with an automatic stripping system, cargo stripping eductors and a cargo stripping pump.
The cargo oil pumps are fitted with an individual automatic stripping system consisting of four vacuum pumps, sealing water tank and gas separator. Gas and condensate from the automatic cargo stripping system is extracted by means of the vacuum pumps.
Two 700m3/h stripping eductors are installed to take suction from each of the cargo bottom lines, via the eductor/stripping pump crossover, and discharging to the port or starboard slop tank. The eductor drive can be supplied by any of the main cargo pumps.
The manifold area is fitted with drip trays either side which can be drained down to No.3 wing cargo tanks.
One cargo stripping discharge line with a diameter of 200mm, as required by MARPOL 73/78, is led to the upper deck and connected outboard of the manifold valves on each side.
The cargo stripping pump is used for discharging the contents of the cargo pump room bilge to the starboard slop tank, or directly overboard via the ODME. Manual control of the pump room stripping pump bilge suction isolator valve CL084V is via a deck valve stand fitted at upper deck level.
1.2/1.2.1 Page 2 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 1.2.2a Cargo Measuring and Sampling
No. 2 C.O.T. (Starboard)No. 3 C.O.T. (Starboard)No. 4 C.O.T. (Starboard)No. 5 C.O.T. (Starboard)Slop Tank
(Starboard)
Slop Tank
(Port)
No. 1 C.O.T. (Starboard)
No. 2 C.O.T. (Port)No. 3 C.O.T. (Port)No. 4 C.O.T. (Port)No. 5 C.O.T. (Port) No. 1 C.O.T. (Port)
No. 2 C.O.T. (Centre)No. 3 C.O.T. (Centre)No. 4 C.O.T. (Centre)No. 5 C.O.T. (Centre) No. 1 C.O.T. (Centre)
Vapour Control Valve (50mm)
Temperature Sensor
Vapour Control Valve (37.5mm)
50mm Seal Valve
37.5mm Seal Valve
37.5mm Seal Valve
Test Lifting Rod
Stop Plate
50mm Seal Valve
Used for :
1. Ullage
Oil Water Interface
Temperature
2. Hand Dipping
Ullage Zero Level
Upper Deck
Cap
Accurate to
Ullage Height
T
Omicron Overfill Alarm
SAAB Radar Beam Level GaugeR
O
Transmitter
Cleaning
Hatch
SAAB Radar
Transmitter
Omicron Independent Level Alarm Unit
Antenna
Axis
Minimum Xo
Main Deck
Inner Bottom
Bottom Shell
Level
Transmitter
Temperature
Sensor
R
R
T T T
T T T
TTT
RR
O
OO
O
O
OOO
O
RT O
RT O
RT
OR
R
T
O
R
T
O
R
R
T
O
R
T
OR
T
OR
R R
FloatReed Switch
Magnets
1.2/1.2.2/3/4 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.2.2 CARGO MEASURING AND SAMPLING
Cargo and slop tank levels, with high level alarms, are relayed to the cargo control room (CCR) by Saab Tankradar transmitters and are displayed on a CRT monitor. Ballast, fuel and diesel oil tank levels are displayed in the CCR using electro-pneumatic type equipment. Two ND37.5 (1.5'') seal valves plus one ND50 (2'') seal valve are fitted to each cargo oil tank, and one ND25 plus one ND50 to each slop tank. These seal valves provide hand dipping points, independent ullage checks, temperatures and oil/water interface using the MMC portable cargo monitoring device. The seal valve allows for the connection and disconnection of the portable cargo monitoring devices without having to broach the inert gas in the cargo tanks. Sufficient hand dipping points are fitted for checking the dryness of the tank in accordance with the requirements of the IMO.
An independent Omicron high level (98% overfill) alarm is fitted to each cargo oil and slop tank. The alarm indicator panel is situated in a dedicated cabinet in the CCR along with the Omicron gas sampling, vapour alarm and gas warning system. The overfill panel has indication of AC and DC power failure and failure reset button, system on/off switch, accept alarm flash, accept horn and LED indication for each cargo oil and slop tank. The alarm status is also fed to the Super Cargo XL system, mimic OMICRON SYSTEM ALARM (1/2). Alarm indication on deck is given by air operated horns and red indicator rotating lights located at the midships lighting posts at the manifold area on the port and starboard sides.
Prior to cargo operations the Omicron high high level alarms are tested by removing the cap nut and pulling out the test rod on each individual unit. There is a 10~15 second time delay prior to the activation of the high high level alarm after lifting the test rod. Alarm indication is also relayed to the ECR on the alarm monitoring and control system if the alarm is not acknowledged within 120 seconds from the CCR.
1.2.3 SLOP TANK USAGE
There are two slop tanks fitted on board with five uses. These are detailed as follows:
• Cargo carrying tanks.
• Crude oil washing (COW) when utilising the eductors.
• Water washing prior to tank inspection or refit.
• As part of the ODME system, the flow is automatically diverted, as necessary, to the port slop tank when decanting slops or discharging heavy weather ballast to sea.
• Tank volume (product) heating.
Loading of the slop tanks is completed in the normal manner from the No.3 group bottom lines.
Discharge of the slop tanks is normally via the main suctions during bulk discharge and then from the direct suctions in the pump room during draining. During COW, if the slop tanks and eductors are being utilised, fresh crude oil can be drawn from the either slop tank by any of the cargo oil pumps. Crude oil is pumped up the COW line and through the eductor system simultaneously. Both eductors can discharge to either the port or starboard slop tanks.
During water washing, both slop tanks are normally utilised. Clean water is drawn from the starboard slop tank and the drainings from the eductor’s discharge are directed to the port slop tank. Clean water flows across to the starboard slop tank via the balance line to achieve ‘closed cycle’ washing. Careful management of the slop tanks is essential at all times.
The following useful guidelines should be noted:
If the slop tanks are utilised for COW, it is necessary to decant the water from all COTs, including the slop tanks, subject to grade segregation. The slop tanks are discharged and refilled with dry crude oil prior to the commencement of COW. During COW, fresh crude oil can be drawn from the starboard slop tank via the main suction. The levels to which the slop tanks are recharged are arbitrary, but sufficient ullage is required in the clean slop tank to allow for the cargo pump to maintain suction and the balance line to remain covered if both slop tanks are used.
Oxygen content readings of the slop tank atmospheres must be taken prior to COW or water washing and monitored at regular intervals. Readings must not exceed 8%.
The slop tanks are aft and are of relatively small volume, therefore care must be taken when loading these tanks as they can fill rapidly.
1.2.4 SLOP TANK HEATING
A tank cleaning heater is fitted on this vessel for heating the wash water when tank cleaning with water. There are isolating valves and spectacle blanks fitted on the inlet and outlet sides of the heater.
WARNINGUnder normal COW operations, the tank cleaning heater inlet and outlet valves and spectacle blanks must be in the closed position with the heater bypass valve open in order to isolate the possibility of crude oil entering the engine room via the steam system in the event of a tube failure.
Heating coils are fitted in both slop tanks. These are capable of heating the contents from from 44ºC to 60ºC when 50% full in 24 hours, with a sea water temperature of 5ºC and an ambient air temperature of 2ºC.
1.2/1.2.2/3/4 Page 2 of 2
Slop Tank Steam Heater Header
CondensateReturn Isolator
Steam Heating Supply Inlet
SAAB Tank Temperature
Measuring Device
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1.3 Cargo Pumps 1.3.1 Main Cargo Pumps
1.3.2 Stripping Pump and Eductors
1.3.3 Automatic Cargo Stripping System
1.3.4 Cargo Valves
1.3.5 High Velocity Pressure/Vacuum (PV) Valve and Purge Pipe
Illustrations
1.3.1a Main Cargo Pumps
1.3.1b Main Cargo Pump Characteristic Curves
1.3.2a Stripping Pump
1.3.3a Automatic Cargo Stripping System
1.3.3b AUS Cargo System Screen Display
1.3.5a High Velocity Pressure/Vacuum Valve
1.3.5b Purge Pipe
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Engine Room
Illustration 1.3.1a Main Cargo Pumps
Governor
Exhaust
Steam
Combined Steam Regulating
and Emergency Shut Off Valve
Pump Room
Temperature
Sensor
Gas Tight
Shaft Seal
Bearing
Temperature
Sensor
Pump Vibration
Sensor
Pump Casing
Temperature
Sensor
Bearing
Temperature
Sensor
Pump Discharge
Pump Suction
1.3/1.3.1 Page 1 of 4
Cargo Oil Pump Turbine
MotorisedSteam Supply
Valve
MotorisedSteam Exhaust
Valve
LO PrimingPump
Trip Resets
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.3 CARGO PUMPS
1.3.1 MAIN CARGO PUMPS
Cargo Pumps
Manufacturer: Shinko Industries LtdType: Steam turbine driven vertical centrifugal pumpNo. of sets : 3 Capacity: 5,500m3/hModel (Pump): KV 500-2 (Turbine): RVR-2Speed (Pump): 1,090 rpm ±3% (Turbine): 6,983 rpmRating: 2,680kW
Tank Cleaning Pump
Manufacturer: Shinko Industries LtdType: Steam turbine driven vertical centrifugal pumpNo. of sets : 1Capacity: 3,000m3/hModel (Pump): KV450-3 (Turbine): RX2Speed (Pump): 1,410 rpm ±3% (Turbine): 7,093 rpmRating: 1,470kW
General
The main cargo pump system consists of three vertical centrifugal single stage cargo pumps. They are situated at the bottom of the pump room and are driven by a three stage impulse steam turbine and intermediate shaft passing into the pump room through a bulkhead gland. The pumps are each equipped with an automatic unloading system.
Procedure for the Operation of Cargo PumpsPre-Operation Checks
a) The chief officer/duty deck officer should notify the duty engineer of cargo pump requirements. The duty engineer will then make the cargo oil pumps ready for operation.
b) Before the cargo pumps, including the COW pump, are run up the duty cargo officer is to:
• Ensure the pump discharge valves are closed
• Open the pump and line suction valves fully
• Ensure the pump volute casings are vented until liquid appears
See section 1.3.3 for the precautions necessary to prime the lines to the COPTs.
Starting
When the auxiliary systems for the operation of the cargo pump turbines are in operation and steam lines are fully warmed through and the drains clear, control can be passed to the CCR. At the local control panel(s) at the turbine side the control selection switch(s) must be set to REMOTE. The steam inlet and exhaust valve on each turbine will now be fully open. The warming through operation of the turbines will now be performed from the Super Cargo XL mimic panels in the CCR.
a) From the Cargo Pump Turbine mimic screen select the COPTs to be warmed through ready for operation. Place the mouse cursor over the COPT icon and right click with the mouse button, the pump command faceplate will now open. The top left hand corner will indicate the control mode the COPT is in, either MANUAL, LOCAL or REMOTE. For control of the COPTs from the CCR the system must be set in REMOTE at the local control panel.
b) With the cursor click on the WARMING UP button on the COPT faceplate. This will initiate the warming up cycle, the pump speed will be maintained at approximately 250 rpm during this period and the WARMING UP button will flash. On completion of the warming up phase the WARMING UP button will go to a steady light.
c) During the warm up period if the discharge pressure rises above 4kg/cm2, open the pump discharge valve gradually.
The duty engineer will check that there is no abnormal noise or vibration in the turbine and the reduction gear. If an abnormal state is noticed, the turbine will be stopped immediately and the problem investigated.
d) The duty engineer will trip the turbine(s) by operating the hand trip knob to confirm that the governor control valve closes immediately. The trip will then be reset. The pump discharge valve should be shut before the pump is run up again. The COPTs should also be tested from the CCR.
e) When all of the COPT trips have been tested initiate the WARMING UP again on the required pumps to be used. As the turbines are already in a warmed up condition, the warming up phase will only take approximately one minute. When the pump discharge pressure rises above 4kg/cm2 open the pump discharge valve gradually.
f) When the warming up operation is complete the pumps can be set to minimum speed by pressing the START button on the faceplate with the mouse cursor. The pump’s speed will now run up to the minimum governor setting.
g) The INC. (increase speed) and DEC. (decrease speed) buttons on the COPT faceplate are used to regulate the pump speed; the pump speed is increased or decreased by 10 rpm for every click of the corresponding button.
Stopping
a) Decrease the turbine speed gradually from the COPT faceplate using the onscreen DEC. button.
b) Stopping is possible by operating either the remote stop(s) or the hand trip on the turbine. The pump discharge valve should be shut before the pump turbine is stopped.
c) Close the pump suction valves.
If a COPT is stopped for more than 30 minutes then a full warm-up cycle must be completed.
1.3/1.3.1 Page 2 of 4
NO.3 COP X
Remote
SPEED (rpm)SPEED (rpm)
15001500
10001000
500500
00
FLOWFLOWFLOWFLOW DISCH.DISCH.DISCH.DISCH. SUC.SUC.SUC.SUC.
Run
PSPS 290290PSPS
290290FBFBFBFB --------- - 2.02.0 1.11.1
3750037500
2500025000
1250012500
00
25.025.0
20.020.0
15.015.0
5.05.0
0.00.0
44
22
00
-30-30
-60-60
Inc.Inc. Dec.Dec. StartStart StopStop
DataDataAutoAuto
ManualManualB.W.L.HH Trip Overr ideB.W.L.HH Trip Overr ide
Warming
Up
Warming
Up
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Characteristic Curve: Data From Sea Water as Pumping Fluid
1,000
0
1,000
2,000
3,000
100
120
140
160
180
200
0
2
4
6
8
0
10
20
30
40
50
60
70
80
90
2,000 3,000
Capacity m3/h
NPSH (m) Normal Operations
Power: 2,679 kW
Pump Efficiency: 86%
NPSH: 4.2m
Capacity: 5,500 m3/h
NPSH (m)
Efficiency %
Shaft
Horsepower
(kW)
Total Head
(m)
4,000 5,000 6,000 7,000
Shaft Horsepower (kW)
Total Head (m)
Efficiency (%)
10
Steam Consumption
(ton/h)
Output Power (kW)
Steam Consumption Curve
20
22.78
30
1,000 2,0002,680
3,000
Illustration 1.3.1b Main Cargo Pump Characteristic Curves
1.3/1.3.1 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
EMERGENCY STOPPING
Local Stopping
Pull the hand trip knob so that the spindle moves outward and the governor valve closes through activation of the trip mechanism causing the turbine to stop.
Remote Stopping
Press the REMOTE STOP buttons provided at the remote stop station in the pump room and at the midship manifolds so that the trip mechanism activates to close the governor valve and stop the turbine.
Resetting the Emergency Trip
Before resetting the emergency trip, ensure the following conditions are fulfilled:
• The pump is at the minimum load, i.e. the pump discharge valve is fully closed
• The governor speed setting is at the minimum speed
• The turbine steam inlet valve is fully closed and the turbine is stopped
Alarm and trips for the cargo, tank cleaning and ballast pump turbines are as follows:
• Overspeed trip
• LO low pressure trip (0.5kg/cm2)
• LO low pressure alarm (0.6kg/cm2)
• LO tank low level alarm
• High exhaust steam back pressure trip (1.0kg/cm2)
• High exhaust steam back pressure alarm (0.7kg/cm2)
• Pump casing high temperature trip (80°C)
• Pump bearing high temperature trip (90°C)
• Pump pressure discharge high trip (10% above rated total head)
• Bulkhead stuffing box high temperature trip (80°C)
• Low inert gas pressure trip
• Pump shaft seal leakage detection alarm
Indication is given on each pump turbine faceplate of the pump speed, discharge pressure and suction pressure.
The pump is normally stopped by reducing the speed to minimum setting and pressing the STOP button on the faceplate panel.
Resets for trip and alarm functions are provided at the turbine side.
Electric pushbutton emergency stops are situated at the following locations for the cargo pumps and tank cleaning pump:
• Cargo control room
• Pump room lower level
• Pump room entrance port and starboard sides
• Cargo manifolds at the deck stores, port and starboard
• Steam turbine side
• Engine control room
• Wheelhouse
CAUTIONThe 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 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.
CAUTIONRunning the pump in the manual condition i.e. with the automatic stop of the pump at finish of stripping deactivated, may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals.
1.3/1.3.1 Page 4 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PA
IP
PA PA PA
Engine
Room
Super Cargo XL Stripping Pump Faceplate
Cargo
Control Room
PA
Pump
Room
Deck
Cargo
Stripping
Pump
450 m3/h
Steam
Pressure
Transmitter
Suction
TransmitterDischarge
Transmitter
Illustration 1.3.2a Stripping Pump
Steam
Exhaust
CL082V
CL084V
HS004V
HS011V HS010V
HS032VHS031V
HS009V
CL083V
CL077V CL076V
CL055V
Accumulator
Stroke
Transmitter
From Pump
Room Bilges
Cargo Pumps
Stripping Isolator
Suction from
Port Slop
TankSuction from
Starboard Slop
Tank
Suction from
Stripping
Main
Suction from
Tank Cleaning
Pump
Suction from
Cargo Line
No.3
Suction from
Cargo Line
No.2
Suction from
Cargo Line
No.1Suction from
No.2 stripping
Eductor
Suction from
No.1 stripping
Eductor
Steam
Supply
Stop Valve
Speed Control Valve
Control Air
Key
Stripping Line
Control Air
Saturated Steam 18kg/cm2
Exhaust Steam
To Port Slop
Tank via ODME
Line
'MARPOL' Line
Discharge To
Manifold
H
CL096V
CL097V
CL071V
CL056V
CL078V
CL079V
CL053V
H
H
H
H
H
H
H H
CL075V CL074V
H H
CL073V CL072V
H H
H
H
H
H
H
C.O. STRTIPPING PUMP X
6060
3030
00
FLOWFLOWFLOWFLOWSTROKESTROKESTROKESTROKE DISCH.DISCH.DISCH.DISCH. STEAMSTEAMSTEAMSTEAMSUC.SUC.SUC.SUC.
PSPS 99 (%)PSPS 00
1414 (rpm)
(bbl /h)
21.021.0
(kg/cm2)
1.31.3
(kg/cm2)
9.99.9
(kg/cm2)
FBFBFBFB
1050010500
70007000
35003500
00
20.020.0
15.015.0
10.010.0
5.05.0
0.00.0
25.025.0
20.020.0
15.015.0
10.010.0
5.05.0
0.00.0
25.025.044
22
00
-30-30
-60-60
Inc.Inc. Dec.Dec. StartStart StopStopStart ing
Up
Start ing
Up
1.3/1.3.2 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.3.2 STRIPPING PUMP AND EDUCTORS
Stripping Pump
Manufacturer: Shinko Industries Ltd.No. of sets: 1 Model: KPH425Type: Double stroke steam recipricatingSpeed maximum: 33 rpmCapacity: 450m3/h at 15kg/cm2
Steam condition: 18kg/cm2
Crude Oil Stripping Eductors
Manufacturer: TeamtecNo. of sets: 2Type: 10-13-14 d86Capacity: 750m3/h at 30 mthDriving fluid: 1,005m3/h at 12kg/cm2
Water Ballast Stripping Eductors
Manufacturer: TeamtecNo. of sets: 2Type: 12-12-14 d142Capacity: 350m3/h at 25mthDriving water: 1,595m3/h at 3.65kg/cm2
Bosun’s Store/Chain Locker/Void Space Bilge Eductor
Manufacturer: TeamtecNo. of sets: 1Type: 11/2-2-21/2 d12Capacity: 10m3/hDriving water: 15m3/h at 7kg/cm2
Stripping PumpGeneral
The stripping pump is a double stroke steam reciprocating pump, controlled from the Super Cargo XL screen displays in the cargo control room (CCR).
The stripping pump can be used to drain the cargo lines and the pump room bilges to the port slop tank, to overboard via the ODME or to shore via the 200mm line (MARPOL line). This connects to the manifolds outboard of the manifold valves.
Operation of the Stripping Pump
a) Check that the steam supply from the engine room is available, the system is warmed through and that all the drains have been run clear of any condensate locally in the pump room. Ensure that the steam inlet and exhaust isolators at the stripping pump are open, HS031V and HS004V.
b) From the Super Cargo XL control mimic set the pipeline for the operation required. Open the pump discharge valve.
To Start the Pump
a) With the mouse cursor on the mimic panel, point to the stripping pump, using the right reference button, single click to open the faceplate.
b) With the mouse cursor point to START, using the right button, single click to request the task.
c) The pump will now run up to a default setting 10 strokes per minute. The steam inlet pressure to the pump, pump suction and discharge pressures, pump stroke and flow are all indicated at the top of the faceplate both digitally and as bar graphs.
To Change the Speed of the Pump
a) With the stripping pump faceplate open, use the mouse cursor to select either the INC. or DEC. buttons. It is also possible to control the stripping pump speed from the digital read out/control panel on the cargo control console.
(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.)
b) Each single click with the mouse cursor on the selected button will increase or decrease the pump speed by 1 rpm.
To Stop the Pump
a) With the stripping pump faceplate open, use the mouse cursor to select the STOP button.
b) With the mouse cursor over the STOP button, single click to request the task. The pump will now stop.
Instrumentation
Indication of steam pressure, suction pressure, discharge pressure and stroke rate are available on the Super Cargo XL system. Additionally, a pump stroke meter and stroke rate increase/decrease buttons are available on the main control console.
The pump has emergency stop buttons situated in the following positions:
• Cargo control room
• Engine control room
• Locally at the floor level in the pump room
EductorsOperation
a) From the Super Cargo XL control mimic set the pipeline for the operation required. Open the eductor drive valve.
b) Open the discharge to the slop tank(s).
c) Supply driving fluid to the eductor from the cargo, ballast or tank cleaning pumps.
d) When the required pressure is reached open the suction valve from the Super Cargo XL mimic. The in-use eductor faceplate will show the discharge, suction and drive pressures.
CAUTIONIf draining cargo tanks ensure that there is sufficient room in the slop tank to take BOTH the quantity to be drained and the drive liquid.
e) Open the stripping suction on the tank to be drained.
(Note: If the driving fluid pressure is too low, fluid may flow back to the tank via an open suction valve.)
1.3/1.3.2 Page 2 of 2
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Issue: Final Draft
CL167V
CL118V
CL085V CL088V
CL089V
Test/
Adjustment
To Slop
Tank
No.2
No.1
No.3
Sealing
Fresh Water
LP
HP
A3
A17
A11
A12
A10
A13
A4
A9
A5
CL184V
A8
PI
PI
PI PI
HP
LP
H1
No.1
SeparatorManhole
Main
Cargo Line
Tank Cleaning
Line
A20
A1
Drain Tank
Mudhole
To Stripping Pump
No.1
Cargo Oil
Pump
CL177V
Sealing
Fresh Water
Key
Fresh Water
Cargo Oil
Cargo Vapour
Valve Normally Closed
A
Illustration 1.3.3a Automatic Cargo Stripping System
No.1 VP Unit
To Stripping Pump
Cargo Pump
Suction
H5H8
H15
H6
H7
H7
H4
H9
C17
C20 C20
C35 C109
C109
C8
009V 010V 006V 007V
C16
C12
C67
C12
C5 C3
C67
C12
C67
C12
C2C2
C2
B1
C2
C1C1
C3
C67
C22
No.1
Motor
No.2
Motor
C9C9-1 C9-1
C10
No.3
Motor
No.4
Motor
C132
C30
C30
C30
No.2 VP Unit
C17
C35
C8C22
C9
C10C132
H3
10kg/cm2 Air
Control Signal
Control Signal
Control Signal
Control Signal
Control Signal
Control Signal
No.2VacuumPump
No.1VacuumPump
No.3VacuumPump
No.4VacuumPump
019V
018V
020V
012V
013V
014V 015V
H H
H
1.3/1.3.3 Page 1 of 5
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.3.3 AUTOMATIC CARGO STRIPPING SYSTEMManufacturer: Shinko Industries LtdModel: AUS502-34
Introduction
The automatic cargo stripping system is provided to improve the efficiency of stripping the cargo oil tanks. It utilises the cargo oil pumps to complete the stripping operation which reduces unloading time. The operation is fully automated.
The basic principle of the system is to automatically prevent the suction of gas into the pump, thus enabling the cargo oil pump to complete the discharge without using a conventional small capacity reciprocating pump.
The gas drawn in from the bellmouth tank suction and the cargo oil vapour produced in the suction line are separated from the cargo oil in the separator, on the suction side of the cargo oil pump. The gases gather at the top of the separator from where they are extracted by the vacuum pump system.
When a large volume of gas enters the separator during the stripping stage, the liquid level in the separator drops. This would normally cause the pump to lose suction and stop pumping. To prevent this condition, the opening of the discharge valve of the cargo oil pump is controlled in proportion to the liquid level of the separator and adjusts the flow rate accordingly. The lower the liquid level falls, the more the discharge valve closes. If the liquid level falls below the minimum set value, the discharge valve closes fully.
Component Description
Separator (A1)Manufacturer: Shinko Industries Ltd.No. of sets: 3 Volume per separator: 4.86m3
The separator is a tank on the suction side of the cargo oil pump. It contains an integrated lattice screen (A20), which assists in the separation of the gas from the liquid and protects the pump from damage by ingress of debris. The vapour collects at the top of the separator where it is extracted by the vacuum pump system (C1). A level transmitter (A3) is mounted on the side of each separator. The transmitter converts the liquid level to a pneumatic signal which controls the discharge valve (B1), vacuum pumps (C2) and gas extraction valve (C30).
Discharge Control Valve (B1)
No. of sets: 3Type: Pneumatically operated, non-tight butterfly valve
The discharge control valve (B1) is a butterfly type valve driven by a pneumatic cylinder and controls the pump capacity. The valve is controlled remotely either by the automatic control signal from the level transmitter (A3) on the separator, or by the manual control signal from the manual loader on the control panel in the cargo control room. The selector switch is used to select automatic or manual control of the discharge valve. Three-way cocks are situated locally to enable the discharge valve to be opened in an emergency.
A valve position gauge on the cargo mimic in the cargo control console indicates the position of this valve.
Vacuum Pump Unit (C1) and Vacuum Pumps (C2)
Manufacturer: Shinko Industries Ltd.Model: NSW100Capacity: 630m3/hMaximum vacuum: 550mm HgNo. of pumps: 4
There are two sets of vacuum pump units which can draw off vapour from the seporators. Each set comprises of a sealing tank and two vacuum pumps, selection of the duty vacuum pump unit is made on the control panel in the cargo control room. The vacuum pumps are the horizontal water ring type, each driven by an electric motor through an intermediate shaft which passes through the bulkhead from the engine room. The pumps extract the gas from the top of the separators (A1) and discharge it to the port slop tank. The pumps (C2) are automatically started and stopped by a pressure switch which is operated by the pneumatic signal from the level transmitter (A3). The pumps can also be started and stopped by means of the control switch on the control panel in the cargo control room.
Each pump is equipped with a screw-down non-return suction valve (C16) to prevent sealing water and gases from flowing back to the gas extraction line. The sealing water tank (C6) separates the gas from the sealing water and acts as a reservoir for the supply of sealing water to the vacuum pumps.
Gas Extraction Valve (C30)
No. of sets: 3
The gas extraction valve (C30) is a pneumatically operated piston type valve. This is installed in the gas extraction line leading from the top of the separator (A1), and is opened and closed by a solenoid valve controlled through a pressure switch, which is operated from the level transmitter (A3).
This valve opens when the separator level is less than 50% and closes when it returns to 70% or more.
Drain Tank (H1)
Any liquid (fresh water or cargo oil) which overflows or is drained down from the vacuum pump unit is stored in this tank which is emptied by the stripping pump via non-return valve on the tank and valve CL270V on the stripping pump suction line. The level in this tank is indicated on the control panel in the cargo control room. The drain tank has a capacity of 2m3.
1.3/1.3.3 Page 2 of 5
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
MONITORING1
MONITORING2
OPERATION
4/Jan/2003 20:42REPOSE
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
SYSTEMUTILITYAUS FOR CARGO (1/4)AUS FOR CARGO (1/4)
VACUUM PUMP UNITVACUUM PUMP UNIT
AutoAuto
AutoAuto
NO.1
V.P.
NO.1
V.P.
NO.2
V.P.
NO.2
V.P.
ManualManual
ManualManual
StartStart
StartStart
StopStop
StopStop
1.V.P. 2.V.P.1.V.P. 2.V.P.
2.V.P. 1.V.P.2.V.P. 1.V.P.
V.P.
Start
Sequence
(Auto)
V.P.
Start
Sequence
(Auto)
AutoAuto
AutoAuto
NO.3
V.P.
NO.3
V.P.
NO.4
V.P.
NO.4
V.P.
ManualManual
ManualManual
StartStart
StartStart
StopStop
StopStop
3.V.P. 4.V.P.3.V.P. 4.V.P.
4.V.P. 3.V.P.4.V.P. 3.V.P.
V.P.
Start
Sequence
(Auto)
V.P.
Start
Sequence
(Auto)
V.P. Unit
Suction Press.
V.P. Unit
Suction Press.(cmHg)(cmHg)
00
-25-25
-50-50
-76-76-18.7-18.7
18.6617.28
16.6115.15
A 3.51
P 0.66
NO.3 AUSNO.3 AUS
AUS CONTROLAUS CONTROL
StartStart StopStop
DISCH. VALVEDISCH. VALVE
OffOffOffOffOnOn
AUTO FINISHAUTO FINISH
KeepRunKeepRunKeepRunKeepRun
AutoStopAutoStopAutoStopAutoStop
NO.3 C.O.P.NO.3 C.O.P.
G.E.V.G.E.V.
AutoAutoManu.
Close
Manu.
Close
AutoAuto Manu.Manu. ResetReset
After StrippingAfter Stripping
00
2525
5050
7575
100100
Valve
(%)
Valve
(%)
Sep. Level
(%)
Sep. Level
(%)
00
2525
5050
7575
100100
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
StrippingFinishStrippingFinishStrippingFinishStrippingFinish
SeparatorLevel LowSeparatorLevel LowSeparatorLevel LowSeparatorLevel Low
CL120VCL120V A
NO.1V.P.Unit
NO.1V.P.Unit
NO.1V.P.Unit
NO.1V.P.Unit
NO.2V.P.Unit
NO.2V.P.Unit
NO.2V.P.Unit
NO.2V.P.Unit
NO.2 AUSNO.2 AUS
AUS CONTROLAUS CONTROL
StartStart StopStop
DISCH. VALVEDISCH. VALVE
OffOffOffOffOnOn
AUTO FINISHAUTO FINISH
KeepRunKeepRunKeepRunKeepRun
AutoStopAutoStopAutoStopAutoStop
NO.2 C.O.P.NO.2 C.O.P.
G.E.V.G.E.V.
AutoAutoManu.
Close
Manu.
Close
AutoAuto Manu.Manu. ResetReset
After StrippingAfter Stripping
00
2525
5050
7575
100100
Valve
(%)
Valve
(%)
Sep. Level
(%)
Sep. Level
(%)
00
2525
5050
7575
100100
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
StrippingFinishStrippingFinishStrippingFinishStrippingFinish
SeparatorLevel LowSeparatorLevel LowSeparatorLevel LowSeparatorLevel Low
CL119VCL119V A
NO.1 AUSNO.1 AUS
AUS CONTROLAUS CONTROL
StartStart StopStop
DISCH. VALVEDISCH. VALVE
OffOffOffOffOnOn
AUTO FINISHAUTO FINISH
KeepRunKeepRunKeepRunKeepRun
AutoStopAutoStopAutoStopAutoStop
NO.1 C.O.P.NO.1 C.O.P.
G.E.V.G.E.V.
AutoAutoManu.
Close
Manu.
Close
AutoAuto Manu.Manu. ResetReset
After StrippingAfter Stripping
00
2525
5050
7575
100100
Valve
(%)
Valve
(%)
Sep. Level
(%)
Sep. Level
(%)
00
2525
5050
7575
100100
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
StrippingFinishStrippingFinishStrippingFinishStrippingFinish
SeparatorLevel LowSeparatorLevel LowSeparatorLevel LowSeparatorLevel Low
CL118VCL118V A
LevelHighLevelHighLevelHighLevelHigh
Level
(%)
Level
(%)
V.P. Unit
Suction Press.
V.P. Unit
Suction Press.(cmHg)(cmHg)
00
-25-25
-50-50
-76-76-5.8-5.8
00
2525
5050
7575
100100
DRAIN TANKDRAIN TANK
SYSTEMUTILITY
Illustration 1.3.3b AUS Cargo System Screen Display
1.3/1.3.3 Page 3 of 5
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Operating Procedure
Setting Up the System for Automatic Stripping
a) Ensure that there is sufficient water in the vacuum unit sealing tank. The level can be topped up by opening the filling valve from the domestic supply C17.
b) Ensure that the control air supply is available and the air supply unit is drained of any condensate.
c) Check that the exhaust suction isolating valves are open on the vacuum pumps
d) Confirm that the drain tank is empty, if necessary empty the tank with the stripping pump.
e) Through the Super Cargo XL control display set the cargo oil pump automatic stripping system as follows:
• Set the AUS CONTROL to START.
• Set the DISCH VALVE to MANU.
• Set GEV to MANU CLOSE. It is very important that this valve is closed while the separator is being filled, due to the head of cargo oil that will come flooding into the cargo oil line from the cargo tanks.
• Set AUTO FINISH to OFF.
• Set the AFTER STRIPPING to AUTO STOP or KEEP RUN.
• Select the duty vacuum pump unit, either No.1VP unit or No.2 VP unit.
• Select the vacuum pumps No.1 and No.2 (No.1 VP unit) or No.3 and No.4 (No.2 VP unit) to MANUAL operation. It is very important at this stage when the separator and cargo oil lines are being filled that the pumps are in the off position, so that cargo oil cannot be carried over from the separator into the vacuum pumps due to the head of fluid.
• Select the run order for the vacuum pumps, either No.1 lead and No.2 lag, or vice versa for No.1 VP unit, or No.3 and No.4 or vice versa for No.2 VP unit.
• Reset the VP and GEV interlocks.
f) Set the cargo lines in order to slowly prime the separators to the normal working 70% level and pump casings When the lines are set, open one cargo suction valve slightly to prime the lines, separators and pump casings. Open each pump discharge valve slightly to vent off any air from the casing.
g) When the system is fully primed open the required cargo oil tank suction valves.
h) Commence discharging the required cargo oil tanks. When the system has become stable set the VP and GEV icons on the Super Cargo XL display to AUTO.
i) Set the vacuum pump No.1 VP and No.2 VP or No.3 and No.4, which ever is the selected duty system to AUT. This allows the vacuum pump to be available as required.
While the liquid level in the cargo oil tanks is sufficient to ensure that the separator level remains above 70%, the automatic unloading system is not required.
As the cargo oil tank level falls, the suction pressure also falls and approaches the vapour pressure of the liquid being pumped. Part of the liquid will turn to vapour and accumulate at the top of the separator (A1) and, as a result, the separator level begins to fall.
When the separator level falls below 50%, a pressure switch is actuated by the pneumatic signal from the level transmitter (A3) and the vacuum pump (C2) starts. At the same time the gas extraction valve (C30) opens and the discharge valve (B1) is throttled in by a corresponding amount.
The vacuum pump extracts the gases and the separator level rises. When the separator level recovers above 70%, the gas extraction valve (C30) closes, and 20 seconds later, the vacuum pump stops. The discharge valve (B1) then opens. As the tank level falls further towards the bottom of the tank, turbulence occurs around the suction pipe and gas begins to be drawn into the bellmouth of the tank suction. This gas is separated in the same manner as previously described. The vapour is vented off from the vacuum pump seal tank to the port slop tank.
When the tank level falls further, the liquid surface around the bellmouth, becomes violently disturbed and a large volume of gas can be sucked from the bottom of the bellmouth. Under these conditions the liquid in the separator falls to a level where the signal air pressure, from the level transmitter, causes the discharge valve to close and decrease the flow. The speed of liquid flowing into the bellmouth decreases and the disturbance around the bellmouth also decreases, thus the amount of gas being drawn into the bellmouth decreases.
When the volume of gas being drawn in to the bellmouth becomes less than the extraction capacity of the vacuum pump, the separator level begins to rise and at the same time the discharge valve begins to open gradually and the pump discharge flow begins to increase. In order to achieve the best deballasting conditions when the ballast tank level has become low, reduce the pump speed in order to maintain the discharge valve open position at above 40%.
This cycle will repeat until the discharge valve is opening only slightly while the amount of gas drawn in is increasing. When the separator level falls to below 5%, the SEPARATOR LEVEL LOW, on the control display lights up, showing that unloading has reached the stripping stage.
As the stripping of the cargo tanks tank advances, even though the vacuum pump is running continuously, the level in the separator does not rise. As a result the discharge valve remains closed most of the time. Under these conditions it is advisable to reduce the speed of the cargo pump to avoid overheating of the pump casing and possible failure of the pump seals.
When the SEPARATOR LEVEL LOW lamp has remained on for three minutes the STRIPPING FINISH flashes and the buzzer sounds, signifying completion of discharge.
If the AFTER STRIPPING icon has been set to AUTO STOP then the cargo pump will stop automatically at this stage. However, if the icon has been set to KEEP RUN, then the cargo pump will continue to run. If the residual liquid appears to warrant more stripping it is possible to control the pump and the discharge valve manually, in which case set the AUTO FINISH ON/OFF selector to OFF to release the trip condition of the vacuum pump and the gas extraction valve. This operation will allow the vacuum pump and gas extraction valve to return to automatic control if conditions warrant it. When it can be judged that there is no advantage in operating the pump continuously, the pump can be stopped manually.
To transfer over to discharging another tank, reduce the pump speed to minimum and set the AUTO STRIPPING icon to AUTO STOP or KEEP RUN.
Set the pump discharge valve setting to 0% and MANUAL control. If necessary, due to the head of cargo oil in the next tank, it is advisable to prime the separator and pump as previously described ie., the vacuum pumps set to OFF and the GEV valves closed, to stop priming the separator up to the vacuum pumps and in order to protect the system from fluid hammer. If the cargo oil tanks are low, open the required cargo tank suction valve fully and set the AUTO FINISH to OFF, then reset the VP and GEV interlocks. Cargo will now be drawn into the separator, when the level in the separator reaches 70% the vacuum pumps will stop.
When stripping of all the required tanks is completed, stop the cargo oil pumps and set the AUS CONTROL on the Super Cargo display to OFF. Empty the drain tank with the stripping pump to the slop tank or ashore via the MARPOL line.
1.3/1.3.3 Page 4 of 5
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
CAUTIONRunning the pump in the manual condition may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals.
When the vessel carries high vapour pressure cargo (HVPC) which is classified as a cargo which has a Reid pressure above 8 psi, there is the risk of excessive pump cavitation during discharge. This is due to the cargo boiling off under the effect of a low suction vacuum pressure. Figure 1 gives the relationship between the Reid pressure and the true vapour pressure (absolute).
When an HVPC type cargo is carried, strict observation should be made to the cargo pump suction pressure to ensure it does not fall below the minimum suction pressure. As the level in the cargo tanks falls to a low level, the suction pressure will increase. If this pressure falls below the minimum valve excessive vapour will be generated in the pump casing with resultant pump cavitation. The relationship between Reid vapour pressure, pump speed and minimum suction pressure for an HVPC cargo can be seen in figure 2. In order to maintain the discharge within the limits there are two possible operations that can be used:
• Reduce the pump speed thereby lowering the minimum suction value. This will achieve the desired affect although it will increase the time taken to finish the cargo operations. The pump speed should be reduced in steps corresponding to the increase in the suction pressure. Consideration should be made of any limitations placed on the ship by the receiving terminal to maintain a minimum discharge pressure.
• Close in on the pump discharge valve when the minimum speed has been reached in order to maintain a required discharge preesure.
In order to help reduce the problems in pumping HVPC cargoes, consideration should be given to the tanks into which it is loaded. As a guide it is best to load these cargoes in the forward wing tanks if possible, so that when the ship has a stern trim, the head from these tanks will be maintained for a longer period.
4 5 6 7 8 9
True Vapour Pressure (Absolute psi)
Minimum Suction Pressure (mmHg, kg/cm2)
Liquid
Temperature
10 11 12 13 14 15 16 17 18 193
40°C
50°C
10°C
20°C
30°C
40°C
50°C
10°C
20°C
30°C
Reid Vapour
Pressure = 10 psi
Reid Vapour
Pressure = 8 psi
Reid Vapour
Pressure = 6 psi
Figure 1
4 5 6 7 8 9
True Vapour Pressure (Absolute psi)
Liquid
Temperature
Pump
Speed (rpm)
10 11 12 13 14 15 16 17 18 193
40°C
50°C
10°C
600
545
700
800
900
1000
1090
600
545
700
800
900
1000
1090
20°C
30°C
40°C
50°C
10°C
-500
-500 -500 -300 -200 -100-600
-400 -300 -200 -100 0 0.1
0 0.1
0.2 0.3 0.4
20°C
30°C
Reid Vapour
Pressure = 10 psi
-113mmHg
650 rpm
850 rpm
-60mmHg
11.1 psi
Reid Vapour
Pressure = 8 psi
Reid Vapour
Pressure = 6 psi
Figure 2
1.3/1.3.3 Page 5 of 5
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.3.4 CARGO VALVES
All the principal cargo valves are hydraulically operated from control signals from the Super Cargo XL screen displays in the cargo control centre. The Super Cargo XL operating system is described in section 3.1.
An indicator mimic display is located on the cargo control console which gives indication of the cargo valve positions.
Wafer type butterfly valves are generally used throughout, with lugged type butterfly valves used for ship side valves and manifold connections. All manually operated valves are supplied with a manual indicator.
Hydraulic pipes are led directly to each valve from their respective solenoid valve cabinets. In the case of a solenoid control power failure of the valve, it is possible to operate the valves by manually operating the respective pushbuttons on the solenoid rack. For emergency use, two portable hydraulic hand pumps are supplied.
The following valves have a throttling function with an intermediate position indicator and can be stopped at any position between open and closed:
• Cargo oil tank main suctions
• Cargo oil tank stripping suctions
• Cargo oil pump discharge valves, automatic control via the AUS stripping system
• Ballast tank main suctions
• Ballast tank stripping suctions, automatic control via the AUS stripping system
• Ballast pump discharge valves
• Tank cleaning pump discharge
• Cargo manifold valves
The remaining hydraulic valves do not have a throttle facility and are either fully open or fully shut.
Procedure to Operate a Valve using the Super Cargo XL Mimic Screen
a) On the required mimic panal place the mouse curser on the valve required, using the left reference button, single click to open the faceplate.
b) For the intermediate controlled valves, place the curser on the slider bar and while holding down the left mouse button drag the slider bar to the required position. The valve open or shut indicator will flash until it reaches the required position, thereafter the light indication will become steady. A green bar graph indicator next to the valve on screen will also show its approximate position. When no colour is shown in the bar graph it indicates that the valve is shut.
When a valve faceplate is active on the screen the valve number will be highlighted. If a number of valve faceplates are open on the screen at the same time, clicking on a desired valve will bring that valve to a highlighted condition ready for operation.
The faceplate for each cargo pump discharge valve controlled by the AUS system will also indicate the separator level as indicated below.
c) Valves with only fully open or fully closed funtions only display the following buttons:
d) To operate the valve select either the OPEN or SHUT button with the cursor and left click with the mouse, the button will flash until the fully open or shut condition is reached after which the light will become steady.
1.3/1.3.4 Page 1 of 1
OpenOpenShutShut TankTankAutoAuto
ManualManual
V. NO. CL011V X
PS
%
FB LO 50 100
OpenOpenShutShutAutoAuto
ManualManual
V.NO.CL120V X
AUSS/C Man.
SEP
LEVEL
(%)
0 50 100
MAX.MAX.
PS
%
FB 0 50 100
OpenOpenShutShutAutoAuto
ManualManual
V.NO.CL050V X
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 1.3.5a High Velocity Pressure/Vacuum Valve
Plug
Vacuum Disc
Vacuum Seat
Filter Elements
Shaft
Disc Unit
Upper Valve House
Cover
Checklift Handle
Plug
1.3/1.3.5 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.3.5 HIGH VELOCITY PRESSURE/VACUUM (PV) VALVE AND PURGE PIPE
Main Cargo Tanks
Manufacturer: Pres-VacModel: HS-ISO, DN350 (fitted to the centre cargo tanks) HS-ISO, DN300 (fitted to the wing cargo tanks) HS-ISO, DN200 (fitted to the slop tanks)
Total No. of sets: 5 HS-ISO, DN350 10 HS-ISO, DN300 2 HS-ISO, DN200Operating pressure: Overpressure: +1,400mm WG Vacuum: -350mm WG
Combined high velocity PV valves are fitted to each cargo oil and slop tank based on the vapour emission control system in accordance with USCG requirements. The purpose of the PV valve is to provide automatic control of pressure differentials during cargo operations and during the voyage and to avoid damage to the cargo tanks.
Function
During the loading of a cargo the pressure build up in the tanks lifts the pressure disc from its seat and the excessive tank pressure is relieved to a preset level. On attaining the preset pressure the disc reseats itself.
During the unloading of a cargo, should the vacuum build up in the tanks, the vacuum disc lifts from its seat and the tank vacuum drops to a preset limit. On attaining this preset limit the disc reseats itself.
As per SOLAS requirements, both the high velocity PV valves must be tested before the commencement of cargo operations.
To check the operation of the overpressure valve, operate the check lifting handle on the side of the body.
Check that lifting of the vacuum valve is accomplished by pushing up on the check lift bar and releasing. Both valves are self-closing when in the properly maintained condition.
During cold weather operations, regular checks should be made to ensure that the pressure/vacuum valves do not get blocked by ice coverings which would otherwise inhibit the correct functioning of the valves. Flame screens can also become blocked when humid air vented from a cargo tank condenses and freezes on the gauze flame screens.
Each cargo tank is fitted with a purge pipe which extends into the tanks, terminating 1m above the tank bottom. The purge pipes are fitted with a swing lid and a flame screen.
Fitted to the riser pipe leading to the high velocity PV valves is a spur with a purge pipe type lid fitted. This pipe can be used in assisting in the tank purging process.
Illustration 1.3.5b Purge Pipe
Flame Screen
Flame Screen
1.3/1.3.5 Page 2 of 2
Cargo Oil Tank Purge Pipe
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1.4 Inert Gas System - Main and Top-Up
1.4.1 System Descriptions and Operation
1.4.2 Inert Gas Topping Up Generator
1.4.3 Maintenance (Routine Maintenance in Operation Only)
Illustrations
1.4.1a Inert Gas System in the Engine Room
1.4.1b Inert Gas System on Deck
1.4.1c Main Inert Gas Control Panel
1.4.1d Inert Gas Subcontrol Panel
1.4.2a Topping up Generator Mimic Panel
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PI
CI
PI
PS
LS
CI
LS
LS
LS
LS
LS
LS
LS
LSLS
LS
LS
PI
PS
TI
PS
PI
FIPI
PS
LS
TS
SG
LS
TI
TI
TI PX
PI
TI
TI
PI TX TS
TI
TI
TAH
PI
PI
PI
LSSLS
LS
S
S
S
S
No.1Blower50%
No.2Blower50%
No.3Blower50%
CombustionAir Blower
SS
S
S
Minimum
2500mm
Deck
Seal
Lower
Grating in
Pump Room
Steam
Supply
Steam
Return
TI
TI
TI
Illustration 1.4.1a Inert Gas System in the Engine Room
Key
Inert Gas
Sea Water
Saturated Steam
Exhaust Gas
Condensate
Control Air
Instrumentation
WS031V
WS032V WS041V
WS033V
Bilge, Fire
and GS
Pumps
No.1 Auxiliary Boiler
Exhaust Gas Uptake
From No.1 Auxiliary Boiler
FD Fan Duct
To Funnel
Top
From No.2 Auxiliary Boiler
FD Fan Duct
Outside
Engine Room
Outside
Engine Room
Oxygen
Analyser
Scrubber
Topping
Up
Generator
No.2 Auxiliary Boiler
Exhaust Gas Uptake
From 7kg/cm2
Steam System
for Sootblowing
Light
Source
Receive
Unit
NG005V
NG006V
NG001V
NG002V NG003V
NG004V
NG007V
NG028V
NG027V
Light
Source
Receive
Unit
From
Marine Diesel Oil
Service Tank
Inert Gas Top Up Generator Marine Diesel Oil Pump
(50kg/h x25bar)
Scrubber
Cooling Sea
Water Pump
(300m3/h)
Top-Up IGG
Cooling Sea
Water Pump
(35m3/h)
WS054V
WS056V
WS053V
WS055V
NG025V
NG008V
NG011V NG018V
NG024V
NG027V
NG029V
NG041V
NG017V
NG012V
NG013V
NG009V
NG010V
No.1No.2 Inert Gas Deck Seal
Sea Water Pumps
(3m3/h)
Sea Water Connection Cross Main
P
P P
P
P
P P
P
P
P
P
P
WS040VNG020V
1.4/1.4.1 Page 1 of 7
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.4 INERT GAS SYSTEM - MAIN AND TOP-UP
General Description
Manufacturer: Hamworthy KSEType: Moss Flue Gas SystemCapacity: 20,625m3/h
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue gas and an independent topping up inert gas plant generator, to provide a gas explosion protection system for the cargo oil tanks and slop tanks. This is achieved by maintaining a slight overpressure in the tanks at all times.
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by inert gas. At all times, pressure of the inert gas in the tanks is maintained slightly above atmospheric pressure.
The IG used on this vessel is produced either by a conventional flue gas plant, which cools and cleans exhaust gas from the boiler uptake, or by an independent topping up generator system, which burns marine diesel oil at a very low excess air setting. The resulting exhaust gas is cooled and cleaned before being fed into the cargo tanks.
The main system is designed to maintain a positive tank pressure of 400mmWG, with a tank O2 content of 5% maximum.
The system is used during:
• Cargo oil unloading
• Hydrocarbon gas purging
• Tank cleaning
• Crude oil washing
• Reducing the O2 content in the tank volume
1.4.1 SYSTEM DESCRIPTIONS AND OPERATION
The flue gas from the boiler uptakes is led into the plant, then cooled and cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks via a deck water seal and distribution piping. The system is used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with an inert gas, keeping the oxygen content below 5% by volume.
When the boilers are operating efficiently, the composition of the IG by volume should be:
Carbon dioxide (CO2) 13.0%
Oxygen (O2) 5.0%
Sulphur dioxide (SO2) less than 100ppm
Nitrogen (N2) Balance
However, during low boiler load operation, the oxygen content of the boiler exhaust gas will tend to rise, due to the higher excess air required for good combustion.
WARNINGWhen running with the boiler on a low load, the flue gas blower may draw air down the boiler funnel uptake resulting in an out of range O2 acceptability. The system consists of the following components:
Scrubber
Manufacturer: Hamworthy KSENo. of sets: 1Type: Moss Triplex
The scrubber is of the 3 stage tower type and consists of:
1st stage: Central tube with water injection 2nd stage: Mesh wet filter 3rd stage: Open water mist spray tower
Hot flue gas drawn from the boiler uptake, is sprayed with sea water in the central venturi tube. In this 1st stage in the scrubbing process the flue gas is pre-washed and cooled.
Efficient cooling of the gases is achieved due as a result of evaporation occurring to some of the supplied water when mixed with the hot combustion gases.
At the lower end of the central tube the gases are deflected by a deflection screen giving a minimum of pressure loss and the best possible distribution of the gases to the wet filter, thus avoiding gases channelling through the scrubber.
In the 2nd stage the combustion gases are further cooled and cleaned in a mesh type wet filter of the scrubber tower, which effectively prevents water droplets from being carried over with the outlet gas flow.
The extensive wire/surface volume ratio secures a high cooling/cleaning effect with a very low height of the pad. The filter is effectively self-cleaning, being flushed with water from the open spray tower, which is the 3rd stage in the cooling/cleaning process.
The water mist from the sprays is very efficient in removal of the sulphur content in the gases.
The mesh demister situated at the top of the tower prevents water droplets from being carried over into the outlet gas flow.
An independent cooling sea water supply pump supplies the scrubber. Auxiliary cooling water can be provided from a crossover with the Bilge, Fire / GS pumps. The effluent water from the scrubber tower is discharged directly overboard.
Inert Gas Blowers
Manufacturer: Flebu TiconNo. of sets: 3Type: Centrifugal single stageCapacity 10,300m3/h
Three electrically driven IG fans are supplied each rated at 50% capacity. In normal operation there will be two fans running delivering 100% of the plant capacity with the third fan acting as a standby unit. They draw the gas from the boiler uptakes, through the scrubber and deliver to the deck distribution system with sufficient overpressure to form a high velocity gas jet at the inlet to the cargo tanks. The each blower casing is provided with water spray nozzles and a drain for cleaning the blower impeller when the blowers are shut down.
1.4/1.4.1 Page 2 of 7
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Issue: Final Draft
NG041V
NG029V
Illustration 1.4.1b Inert Gas System on Deck
ND027
ND009
ND002
ND025 ND022
ND023 ND014 ND011
ND005
ND029 ND030
ND031 ND032
Spill Tank (Starboard)
Spill Tank (Port)
ND006
ND007 ND008
ND020
ND004
ND026 ND024
BA341
Minimum
2500mm
Deck
Seal
Lower
Grating in
Pump Room
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank (Port)
No.5 Water Ballast Tank (Starboard)
No.3 Cargo Oil
Tank (Centre)
No.2 Cargo Oil
Tank (Centre)
No.1 Cargo Oil
Tank (Centre)
No.4 Cargo Oil
Tank (Centre)
Vent
Riser
No.5 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.1 Cargo Oil
Tank (Port)
Slop Tank
(Port)
No.5 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.1 Cargo Oil
Tank (Starboard)
Void
Slop Tank
(Starboard)
No.4 Water Ballast Tank (Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Starboard)
Upper Deck
To
Transmitter
Panel
Pump Room
Water Ballast Main Line
Deck Seal
Water
Supply
Steam
Supply
Steam
Return
Shore
Connection
Port
Shore
Connection
Stb'd
Engine Room
Bulkhead
ND001 ND003
ND043ND042
To Cargo Oil Main Line
Key
Inert Gas
Sea Water
Steam
Condensate
Purge Pipe Locations
ND019
ND021ND018
ND013
ND015
ND010
ND012
PV
Breaker
ND016
NG017V
NG018V
P P
ND017
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Issue: Final Draft
Deck Water Seal
Manufacturer: HamworthyNo. of sets: 1Type: DisplacementSealing height: 2,500mmWG
The deck water seal is of the displacement type. The water inside the inner chamber is displaced into the outer chamber by the IG pressure during operation. In the event of a loss of gas pressure, the water immediately falls back and closes the seal, thereby preventing any back-flow of cargo gases.
Any back pressure from the cargo tank area will induce an overpressure in the reservoir chamber above the water level and force water into the centre tube. The water level in the centre tube will rise and thus prevent gas from leaking past the seal.
The deck water seal is equipped with a steam heating coil for use in cold weather conditions. A sight glass fitted with a swing down protection plate is provided to enable the level in the water seal to be checked. A pressure switch, fitted in the sea water supply line, initiates a low pressure alarm and shuts down the IG plant in the event of a water supply failure. A low level alarm float switch is fitted to the deck seal chamber. Overfilling of the deck water seal is prevented by a weir and overboard discharge. The deck seal is constantly supplied with sea water from one of two supply pumps, the standby pump will be set to automatic cut-in should the running pump fail.
When the plant is operating and IG is admitted to the deck distribution system, the pressure from the blowers will force the contents of the centre tube into the reservoir, letting the gas flow freely through the top part of the reservoir chamber.
Pressure/Vacuum Breakers
No. of sets: 1Type: Dual pipe, liquid filledOpening pressure: 1,890mmWGOpening vacuum: -630mmWGCapacity rating: 20,625m3/h
A pressure/vacuum breaker is fitted to a branch off the main IG line on deck, with the purpose of safeguarding against over or under pressurisation of the cargo tanks. Under normal conditions it is filled with a 50% fresh water to 50% ethylene glycol concentration.
Flue Gas Isolating Valves
As the flue gas isolating valves are subject to high temperature variations they are therefore non-tight in the shut position. Gas leakage into the system is prevented by the automatic provision of an air sealing from the boiler FD fan when the flue gas system is shut down and the boiler is operating.
A manually operated valve is mounted close to each boiler uptake duct. Soot cleaning nozzles are provided on the boiler side of each uptake valve, steam supply is from the 7kg/cm2 range. Double acting cylinders, controlled by solenoid valves, pneumatically operate the master steam soot cleaning valve. The flue gas isolating valves should be steam cleaned before flue gas is directed into the inert gas system.
Sealing Air Valve
To prevent boiler flue gas leaking past the boiler uptake valves when the plant is shut down, a sealing air supply line is fitted. This runs from the discharge side of the boiler forced draught fans, to the pipeline between the boiler flue gas isolating valve and the downstream main valve. When the boiler uptake valves are open, the sealing air pneumatic piston operated valve is closed and vice versa.
Flow Control Valves
Butterfly control valves operated by pneumatic actuators, will control the flow through the system. To protect the blower motors, the valves are held in the closed position during blower start-up period.
Blow Off Valve
A butterfly valve, NG017V is provided for gas venting. It is pneumatically operated and used to control the inert gas main pressure. When the plant is started with a blower running and the main deck line control valve closed, the blow off valve will open, relieving the gas from the blower outlet to atmosphere, thus preventing overheating of the running blower.
IG Main Control Valve
A main control valve, NG018V driven by a pneumatic double acting actuator, is provided on the main line. During start up and shut down the valve is held in the closed position. When the IG is within the minimum requirements this valve will open and direct IG onto the IG main. An air reservoir located adjacent to the oxygen analyser ensures closing of the valve in the event that instrument air pressure is lost. When the IG system is shut down a vent line valve between the main control valve and the deck seal will open and relieve the pressure, thus ensuring the deck seal is effectively sealed.
Oxygen Analyser
Manufacturer: PanametricsModel: XM02
It is of the utmost importance that the oxygen content of the IG is kept below 5% by volume. A fixed oxygen analyser is installed, which samples the inert gas after it has passed through the individual blowers and on the IG discharge from the topping-up generator.
Two OX82 portable oxygen analysers and two RIKEN NP-237H portable hydrocarbon gas analysers are also supplied.
Recorder
Manufacturer: FUS1 Electronic
A two pen strip chart recorder fitted into the sub-control panel in the cargo control room continuously charts the O2 content and the deck IG main pressure. Deck pressure low and O2 content high alarm limits are preset at the two pen recorder.
Operation of Main System
The flue gas system main control panel is situated in the engine control room (ECR). On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications and pushbuttons for starting/stopping the deck seal pumps, scrubber pump, IG blowers, selection of boiler uptake, mode selection, delivery to deck or recirculation, plus alarm stop and acknowledgement.
A sub-panel in the cargo control room contains pushbuttons, used for starting and stopping the supply of gas to the deck main line. The system is represented in the form of a mimic diagram with indicators and LEDs. The panel also contains a two pen recorder/indicator unit.
A sub-panel on the bridge contains indication of the deck main inert gas pressure and an alarm indicator.
1.4/1.4.1 Page 4 of 7
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Issue: Final Draft
Illustration 1.4.1c Main Inert Gas Control Panel
FUEL OIL
h 83
PAI185
PAH180
TAH191
mm WG
mm WG
O2
°C
PAI180
PAI184-G
PAI183
h/s 53
h/s 103-1
h/s 125-1
h/s 125-2
h/s 104-1
h/s 105-1
h/s 128
h 27
LAh193-G
IAI181-1
TAh188
PAI187
PAII182
PAh182
AAh/I204
LAI181-2
IAI181-3
LAI194
PAI189
IG-45 IG-44
RUN
h 29
h 25
h 19
h 14
I-12V
h 4
h 5-F
h 12
h 1
149
h 126-1
h 126-2
h 11
h 10
h 103
h 104
h 105
h 300
h 6
h 7
h 8 h 2
h 9
h 24-2
PAI184-F
TAh192
LAh193-F
h 129
RUN
h 109
h 5-G
h-124
h 24-1
h 26h 260
BA 200
AIR
COMBUSTIONAIR
INSTRUMENTAIR
SEAWATERSUPPLY
BOILER 1UPTAKE
BOILER 2UPTAKE
BOILER SOOTBLOWING
SEALING AIR
SEAWATERAUX. SUPPLY(NO.2 BILGE FIRE/G.S. PUMP)
SEAWATERSUPPLY
SEAWATER
SEAWATER
NO.1 D.W.S P/P
NO.2 D.W.S P/P
BLOWER 3
BLOWER 2
BLOWER 1
SCRUBBER
STEAM FOR VALVECLEANING
P1-22C INERT GAS PRESSURE
h - LAMP/LEDs - PUSH BUTTONAAh/I - OXYGEN CONTENT HIGH/LOWTAh - TEMPERATURE ALARM HIGHLAh - LEVELALARM HIGHLAl - LEVELALARM LOWPAh - PRESSURE ALARM HIGHPAhh - PRESSURE ALARM VERY HIGHPAl - PRESSURE ALARM LOWPAll - PRESSURE ALARM VERY LOWlAl - BLOWER FAILUREBA - FLAME FAILURE
INDICATE
TI-188 I.G. TEMPERATURE P1-182 DECK MAIN PRESSURE
CAPACITY SET POINT
A1-204 O2-CONTENT
TOPPING UPGENERATOR
GASFREEING
COMMON
CAPACITY SET POINT
MOSS FUELGAS SYSTEM
TOATMOSPHERE
DECK WATERSEAL
INERT GASSUPPLY MAIN
BUZZER
POWER ON24VAC POWER FAILURE
h/s 28
h/s 30
FLAME ON
RUN
h 320
h/s 313
h/s 311 s 214-1
h/s 305
h 321 h 322
h/s 310 s 309
s 306
s 304
h/s 315
s 307
s 214-2
h/s 319
SELECTT.U.G.MODE
STARTT.U.G.AUTO
SELECT
SELECT
PUSHTO
CLEAN
START/STOP
START/STOP
START/STOP
SELECTBLOWER
1
SELECTBLOWER
2
SELECTBLOWER
3
LOCALT.U.G.START
FUELGASREADY
FUELGASSTART
AIRVENTREADY
AIRVENTSTART
LAMPTEST
ALARMRESET
ALARMACCEPT
STOP
EMERG.STOP
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Procedure for Operating the Main Inert Gas System in Automatic Start-Up mode
Starting
The deck seal is constantly supplied with sea water by one of the supply pumps.
a) Set up the deck distribution system for the operation to be carried out.
b) At the main control panel in the ECR, ensure that the POWER ON LED is illuminated and no alarm conditions are indicated.
c) Ensure that the O2 analyser is correctly calibrated.
d) Ensure the scrubber pump inlet and outlet valves are open and that the pump is set for automatic operation.
e) Check that the manual steam sootblowing isolating valves before the flue gas valves are open.
f) Select which boiler is to be duty, press the corresponding boiler uptake SELECT pushbutton.
g) Select which blowers are to be used, each blower can supply 50% of the maximum IG system demand. Press the corresponding blower selection pushbutton, either No.1, 2 or 3. When selection is made, on those blowers selected the inlet valves will open, the FLUE GAS READY indicator lamp will now illuminate.
h) Operate the PUSH TO CLEAN pushbutton for several seconds to clean the soot from the flue gas isolating valve.
i) The system is now ready running up. Press the FLUE GAS START pushbutton, the following sequence will take place:
• The sea water inlet valve to the scrubber tower and its overboard discharge valve will open. Additionally the vent to atmosphere will open, NG017V.
• After a period of ten seconds the scrubber pump will start. The sea water delivery pressure must be established within 20 seconds otherwise the system will go into an alarm condition.
• After 22 seconds from initiation of start up the first blower will start running up, this will take approximately 30 seconds. When the first blower has reached running condition the second blower will start running up (if two blowers were selected).
At the same time the first blower starts the selected boiler flue gas isolating valve will open and the sealing air valve will close.
• Five seconds after each blower has reached its running condition its outlet capacity valve will open. Flue gas will now be directed to atmosphere.
When the plant is running correctly further operations are carried out from the cargo control room sub-control panel.
j) Check that the two pen recorder is functioning correctly and that there is sufficient chart available.
k) Ensure that the CO2 (carbon dioxide) content of the flue gas from the boiler is in excess of 13% and that the O2 (oxygen) content is lower than 5%.
l) When the flue gas is within limits, press the SELECT CONS pushbutton.
m) Adjust the deck pressure controller, situated on the sub-control control panel, to the desired pressure (between the high/low alarm limits of 200/800 mmWG).
Stopping
a) On completion of inerting, operate the SELECT CONS pushbutton. The duty engineer will now connect the water washing hoses to the IG blowers in preparation for water washing the fan impeller(s).
b) Operate the STOP pushbutton. The main IG to deck control valve will close and the vent to atmosphere control valve will open. The duty engineer will open the water washing drain valves then the water washing supply valves. The impeller will be washed during its run down period. At the same time as the stop button is pressed the boiler uptake valve will close and the sealing air valve will open.
c) The scrubber pump will continue to run for a further 150 seconds before it is automatically shut down.
b) Close the deck main isolator valve.
Deck Main Pressure Control
The pressure in the deck IG main is regulated by the deck pressure controller located on the sub-control panel. The controller compares the set pressure with the actual pressure obtained from a pressure transmitter located in the deck main and adjusts the gas regulating valve to maintain a flow through the system and prevent the fans overheating accordingly. The gas regulating valve is fitted with manual emergency operation.
Gas Freeing
The plant is also used for purging the cargo tanks with fresh air during gas freeing operations as follows:
a) Any cargo tank that is not to be gas freed must first be positively isolated with its spectacle blank swung into the closed position. Set up the deck distribution system for the operation to be carried out.
b) On the blower(s) to be used operate the SELECT BLOWER pushbutton. The selected blower inlet valve will now open.
c) Remove the blank from the air inlet goose neck h-260, the AIR
VENT READY lamp will illuminate on the main control panel in the ECR.
d) Press the START AIR VENT pushbutton, the selected blowers will now start up in a lead/lag configuration.
e) Adjust the capacity regulating valve set point with the pushbuttons on the sub-control panel in the cargo control room to approximately 700mmWG.
f) Operate the SELECT CONS pushbutton, this will now open the IG main to deck valve.
Fresh air will now be delivered to the deck supply line in the same manner as inert gas. An alternative gas freeing method can be used for supplying fresh air into the cargo oil tanks, see section 2.6 Gas Freeing for details.
1.4/1.4.1 Page 6 of 7
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Issue: Final Draft
Illustration 1.4.1d Inert Gas Sub-Control Panel
FUEL OIL
h 83
PAI185
PAH180
TAH191
PAI180
PAI184-G
PAI183
LAh193-G
IAI181-1
TAh188
PAI187
PAII182
PAh182
AAh/I204
LAI181-2
IAI181-3
LAI194
PAI189
IG-45 IG-44
h 19
h 14
I-12V
h 4
h 5-F
h 12
h 1
149
h 126-1
h 126-2
h 11
h 10
h 103
h 104
h 105
h 300
h 6
h 7
h 8 h 2
h 9
h 24-2
PAI184-F
TAh192
LAh193-F
h 129
h 109
h 5-G
h-124
h 24-1
h 26h 260
BA 200
h 200
AIR
COMBUSTIONAIR
INSTRUMENTAIR
SEAWATERSUPPLY
BOILER 1UPTAKE
BOILER 2UPTAKE
SEALING AIR
SEAWATERAUX. SUPPLY(NO.2 BILGE FIRE/G.S. PUMP)
SEAWATERSUPPLY
SEAWATER
SEAWATER
NO.1 D.W.S P/P
NO.2 D.W.S P/P
BLOWER 3
BLOWER 2
BLOWER 1
SCRUBBER
h - LAMP/LEDs - PUSH BUTTONAAh/I - OXYGEN CONTENT HIGH/LOWTAh - TEMPERATURE ALARM HIGHLAh - LEVELALARM HIGHLAl - LEVELALARM LOWPAh - PRESSURE ALARM HIGHPAhh - PRESSURE VERY HIGHPAl - PRESSURE ALARM LOWPAll - PRESSURE ALARM VERY LOWlAl - BLOWER FAILUREBA - FLAME FAILURE
INDICATE
TI-188 I.G. TEMPERATUREHIC-215
DECK PRESSURE SET POINT
DECK PRESSURE SET POINT
TOATMOSPHERE
DECK WATERSEAL
INERT GASSUPPLY MAIN
BUZZER
POWER ON24VAC POWER FAILURE
FLAME ON
FLUEGAS
RUNNING
h 305
s 215-1 s 215-2
h/s 308
h 310
AIRVENT
RUNNING
h 320
TOPPINGUP
RUNNING
SELECTCONS
s 307
ALARMACCEPT
s 306
LAMPTEST
s 304
STOP
h/s 315
EMERG.STOP
HIC-214 CAPACITY SET POINT
CAPACITY SET POINT
mm WG
mm WG°C
s 214-1 s 214-2
O2 Content IG Main Line Press.100806040200
FEED
LIST
DISPLAY
RECORD
ch 2 745 mmH20
I.G. PR Record ON
ch 2 745 mmH20
I.G. PR Record ON
1.4/1.4.1 Page 7 of 7
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Issue: Final Draft
1.4.2 INERT GAS TOPPING UP GENERATOR
Manufacturer: Hamworthy KSECapacity: 500m3/hConsumption: 40kg/h at design capacity and 3.0% O2
The topping up generator forms a supplement to the flue gas system for repressurising the cargo tanks when flue gas is not available, such as during the loaded passage, when a drop in pressure is experienced due to temperature variations or leaking tank hatches.
Diesel oil is burnt in the combustion chamber with a low excess air setting, the resulting exhaust gas is led into a scrubber unit where the gas is cleaned and cooled. The inert gas is then delivered to the IG main through its capacity regulating valve. Excess gas is vented to atmosphere depending on requirements. With large deck demands the atmosphere control valve will be shut and all the inert gas led to the deck IG main. Conversely all gas will be vented to atmosphere when the deck pressure has reached its set point value.
Procedure for the Operation of the Topping Up Generator (TUG)
Automatic starting of the TUG is from the main control panel in the ECR or from the local panel at the TUG. The control panel contains the programmable controller, which takes care of the start, stop and alarm functions and the running mode. On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications.
Starting - Automatic
a) Ensure the TUG cooling SW supply pump suction, discharge and overboard discharge valves are opened in the engine room.
b) Check the calibration of the oxygen analyser.
c) Ensure that the deck main IG valve is opened.
d) Open the control air supply valve to the TUG control panel.
e) On the main control panel in the ECR press the automatic sequence START TUG AUTO pushbutton.
f) Check that all air is evacuated from the cooling jacket outlet.
After 17 seconds the blower will start. After receiving a running signal from the blower, the IG capacity control valve will begin regulation. After 50 seconds the fuel oil pump will start and the ignition plug is activated. After activation of the main burner, the gas will purge through the vent valve for 50 seconds.
1.4/1.4.2/3 Page 1 of 2
Illustration 1.4.2a Topping Up Generator Mimic Panel
FUEL OIL
h 83
PAI185
PAh180
PAH180
TAH191
PAI180
PAI184-G
h 40
h/s 123
LAh193-G
AAh/I204
STARTSTOP
h/s 108
STARTSTOP
GLOWON
IGNON
MAINBURNERON
h/s 82
STARTSTOP
h 6h 109
h 5-G
BA200
h 200
INSTR. AIR
COMBUSTIONAIR
SEAWATERSUPPLY
h 129
SCRUBBER PUMP
COMMON ALARM
INERT GAS FROMFLUE GAS SYSTEM
h 300
POWER ON24V AC POWER FAILURE
PI-220 INERT GAS PRESSURE
h - LAMP/LEDs - PUSH BUTTONAAh/I - OXYGEN CONTENT HIGH/LOWTAh - TEMPERATURE ALARM HIGHLAh - LEVELALARM HIGHPAh - PRESSURE ALARM HIGHPAl - PRESSURE ALARM LOWBA - FLAME FAILURE
INDICATE
mmWG
FLAME ON
h 319
s 307 s 309s 304
h/s 312 h/s 315
LOCALT.U.G.START
ALARMACCEPT
SELECTMANUALSTART
STOP ALARMRESET
s 306
LAMPTEST
EmERGSTOP
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The sequence will lead IG to the IG main automatically when it is within parameters.
g) The start sequence is indicated with lamps on the mimic diagram.
h) Adjust the combustion air until the desired oxygen content is reached.
i) Check the temperatures and pressures for normal running conditions.
j) Check the airflow through the oxygen analyser unit.
k) When the IG is within limitations press the SELECT CONS pushbutton on the sub-control panel in the cargo control room and IG will now be directed to deck.
Stopping - Automatic
The generator stops when activated by the high pressure signal from the inert gas main. The system will revert to the purge mode and shut down. The blower will continue to run for a cooling down period. After the cooldown period, the scrubber pump can be stopped.
Starting - Manual
a) Carry out the same procedure a) to d) as previously described for the automatic start then proceed as follows.
b) On the main control panel in the ECR press the LOCAL TUG START pushbutton. Proceed to the local control panel and press the SELECT MANUAL START button.
c) Start the sea water pump and combustion air blower using the start/stop buttons on the panel. Check that the jacket casing is vented of any air.
d) Purge the furnace for 50 seconds then start the fuel oil pump using the start/stop button then operate the GLOWING ON button. After approximately 30 seconds operate the IGNITION ON button, wait a futher 5 seconds then operate the MAIN BURNER ON, fuel will now be admitted into the furnce. When the flame is established the FLAME ON light will illuminated. Wait a futher 5 seconds for the flame to establish itself then operate the IGNITION ON and GLOWING ON buttons to turn these two devices off.
e) When all of the operational parameters are normal, i.e. pressure, temperature and O2 level, the gas can be directed to the IG main.
On the sub-control panel in the CCR operate the SELECT CONS button to admit the IG into the main IG line on deck.
Stopping - Manual
a) To shut the plant down operate the SELECT CONS button on the sub-control panel in the CCR.
b) Press the STOP button on the local control panel. The plant will continue to run for a short period in cooldown mode.
Deck Main Pressure Control
The deck main pressure is set by the potentiometer on the sub-control panel. The signal from this unit automatically controls the vent and capacity control valves.
Control Systems
When the inert gas system is in use, the pneumatic control valve and the vent valve automatically control the pressure in the inert gas main. When the fan is stopped, the control valve, uptake valves, purge valve and fan outlet valves close automatically. All the valves utilise instrument air as the control medium.
The tank and inert gas main isolating valves are manually operated.
The manually operated valves in the system are fitted with microswitches, to provide indication of open/closed position on the mimic panel on the console.
Alarms and Trips
The following conditions give indication in the alarm system, and cause complete shutdown of the plant and closure of all automatic valves (except the effluent valve), including the sea water system:
Sea water pump stopped
Low instrument air pressure
High water level in scrubber (Main)
High water level in cooling tower (TUG)
Power failure to control system
Emergency stop
The following conditions give indication in the alarm system and cause the plant to stop operating, except for the sea water pump:
Blower failure
High combustion air pressure
Low combustion air pressure
High IG temperature
High IG temperature in scrubber
High sea water temperature TUG jacket cooler
Flame failure on TUG
Low fuel oil supply pressure to the burner
Low sea water supply pressure in scrubber
Low sea water supply pressure TUG jacket cooler
The following conditions give indication in the alarm system and action where noted:
Low sea water pressure supply to the deck seal
Low sea water level in the deck seal reservoir
High gas pressure in deck main line (vent to atmosphere will open)
Low inert gas pressure in the deck main line
Low low inert gas pressure in deck main (cargo pumps will stop) <100mmWG
High/low oxygen content (vent to atmosphere will open)
The wheelhouse sub-panel contains the following instrumentation:
Inert gas deck main pressure indication
The inert gas generator has separate alarms and trips, which monitor the fuel oil supply and combustion process.
1.4.3 MAINTENANCE (ROUTINE MAINTENANCE IN OPERATION ONLY)
The use of the deck seal sea water supply pumps should be alternated on a regular basis.
Check the calibration of the oxygen analyser before use.
The sootblower for the boiler uptake valve should be operated before opening the uptake valves. The manual steam valve to the required uptake valve should be opened prior to operation.
The blowers should be water washed at shut down to prevent a build up of solids on the impeller. Prior to the operation the drain valve is opened and the flexible hose is connected. When the blower motor receives the stop signal, open the water supply to the blower while the fan is running down. On completion, the fresh water valve is closed and the flexible hose disconnected.
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1.5 Crude Oil Wash and Tank Cleaning System
1.5.1 System Description
1.5.2 Maintenance (Routine Maintenance in Operation Only)
Illustrations
1.5.1a Crude Oil Washing and Tank Cleaning System
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 1.5.1a Crude Oil Washing and Tank Cleaning System
H
PI
CI PTPIPT
PTPT CIPI
PI
PI
H
H
H
HH
Sea
Chest
H
HH
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL251V
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
Sampling Point
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL122V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V CL137V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
ToOverboard
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
Slop Tank
(Stb'd)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V
CO013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL277V
CL122V
H
H
CL286V
CL070V
H
1.5/1.5.1/2 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.5 CRUDE OIL WASHING AND TANK CLEANING SYSTEM
1.5.1 SYSTEM DESCRIPTION
Particulars of the tank cleaning machines
Deck Mounted Machines
Manufacturer: Consilium ToftejorgType: Gunclean 270FT Mark 1, 170° programmable No. of units: 45Nozzle size: 30mmLenght of gun: 4mCapacity: 90m3/h Operating pressure: 10kg/cm2
Type: Gunclean 270FT Mark 1, 170° programmable No. of units: 2Nozzle size: 20mmLenght of gun: 4mCapacity: 45m3/hOperating pressure: 10kg/cm2
There are three programmable 270FT 30mm COW machines located in each centre cargo oil tank plus one non-programmable submerged GC4000 type machine, apart from No.1 centre cargo oil tank which has two GC4000 machines. Each wing cargo oil tank has three 270FT units fitted. The two 20mm diameter nozzle units are located in the slop tanks, one per tank.
Tank Mounted Machines
Type: T-73No. of units: 4Nozzle size: 2 x 16mmCapacity: 48m3/hOperating pressure: 10kg/cm2
Type: GC4000No. of units: 6Nozzle size: 25mmCapacity: 70m3/hOperating pressure: 10kg/cm2
The T-73 machine is a submerged gun which is a turbine driven, non-programmable, double nozzle tank cleaning unit, and is used to complement the deck mounted unit by giving coverage to less accessible areas. Two units are fitted in each slop tank.
A dedicated tank cleaning pump is fitted in this vessel. A main cargo oil pump can also be utilised as required.
Tank Cleaning Pump
Manufacturer: Shinko Industries LtdType: Steam turbine driven vertical centrifugal pumpNo. of sets : 1Capacity: 3,000m3/hModel (Pump): KV450-3 (Turbine): RX2Speed (Pump): 1,410 rpm ±3% (Turbine): 7,093 rpmRating: 1,470kW
Stripping Pump
Manufacturer: Shinko Industries Ltd.No. of sets: 1 Model: KPH425Type: Double stroke steam recipricatingSpeed maximum: 33 rpmCapacity: 450m3/h at 15kg/cm2
Steam condition: 18kg/cm2
Crude Oil Stripping Eductors
Manufacturer: TeamtecNo. of sets: 2Type: 10-13-14 d86Capacity: 700m3/h at 30mthDriving fluid: 1,005m3/h at 12kg/cm2
The vessel is provided with a separate 400mm COW/tank cleaning line, with branches to each tank washing machine. The tank cleaning pump or any cargo pump is capable of supplying the drive fluid, whether oil or water.
Stripping may be carried out using the stripping eductors, the automatic stripping system or the stripping pump.
There is a tank cleaning heater which should be used when hot water washing is required. Additionally there are steam heating coils in each slop tank which are used to maintain the wash water temperature and aid in the separation of any oil in the wash water returns.
The capacity of each cargo pump is adequate for supplying driving fluid to two eductors and tank cleaning machines for two cargo tanks. The suction capacity of the two eductors is in excess of 125% of the output of all the COW tank cleaning machines in any two of the cargo oil tanks. During washing, no more than two cargo tanks are to be washed at a time to enable the eductors to keep the tank bottom almost dry.
The stripping pump can be used as well, but, by itself, will not keep two tanks almost dry.
From operational experience it has been judged that effective washing of the tanks is obtained when a line pressure of 10kg/cm2 used. The graphs shown in illustration 2.5.2b give the relationship between the line pressure and the jet length and throughput for the 270FT machines. The capacity data of the machines previously mentioned are based on a operating pressure of 8kg/cm2
If the line pressure drops below 8kg/cm2 then washing should be stopped until the correct operating pressure can obtained. At no time should the pressure on COW washing line be raised above the line test pressure.
1.5.2 MAINTENANCE (ROUTINE MAINTENANCE IN OPERATION ONLY)
Deck and Bottom Mounted Machines
It is not intended for these machines be removed from the tanks unless there has been an actual mechanical failure. In the event of such a failure, a lifting tripod, chain block and tools are provided and should be kept in good order. Normal maintenance will consist of ensuring that the control units and turbine 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 in operation.
It is recommended that one third of the machines be retracted from the tanks, inspected and, if necessary, overhauled each year on a rotational basis.
As this type of machine is non-programmable, the operation of the machine can be verified by its sound pattern.
All other machines in the tank and in adjacent tanks should be shut off and the operation of the machine in question verified.
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1.6 Hydraulic Systems
1.6.1 Cargo and Ballast Valve Hydraulic Remote Control
1.6.2 Deck Anchoring and Mooring Hydraulic System
Illustrations
1.6.1a Cargo Valve Remote Control System
1.6.2a Deck Anchoring and Mooring Hydraulic System
Iran Dena Cargo System Operating Manual
Issue: Final Draft
CL024V
BA309V
BA321V
BA310V
BA322V
BA307V
BA319V
BA308V
BA320V
BA305V
BA317V
BA306V
BA318V
BA364V
BA363V
BA303V
BA315V
BA304V
BA316V
BA301V
BA313V
BA302V
BA311V
BA314V
BA361V
BA362V
CL023V
CL022V
CL021V
CL020V
CL049V
CL044V
CL261V
CL262V
CL263V
CL019V
CL038V
CL037V
CL050V
CL052V
CL074V
CL080V
CL064V
CL071V
CL092V
CL054V
CL059V
CL075V
CL081V
CL065V
CL082V
CL093V
CL121V
CL252V
BA357V
CL039V
CL122V
CL253V
BA358V
CL053V
CL085V
CL076V
CL060V
CL066V
CL088V
CL094V
CL055V
CL086V
CL077V
CL061V
CL067V
CL089V
CL087V
CL051V
CL072V
CL078V
CL062V
CL069V
CL090V
CL096V
CL056V
CL073V
CL079V
CL063V
CL070V
CL091V
CL097V
CL046V
CL041V
CL289V
CL006V
CL005V
CL004V
CL003V
CL026V
CL015V
CL014V
CL013V
CL034V
CL033V
CL027V
CL012V
CL011V
CL010V
CL032V
CL031V
CL030V
CL029V
CL028V
CL009V
CL008V
CL045V
CL040V
CL002V
CL001V
CL007V
CL025V
CL018V
CL017V
CL048V
CL043V
CL047V
CL042V
CL260V
CL016V
CL036V
CL035V
EW017V
EW018V
EW019V
BA312V
EW020V
FD011V
TL001V
TL002V
CL058V
BA323V
CL084V
TL003V
CL108V
CL109V
CL110V
CL111V
CL106V
CL107V
CL114V
CL115V
CL116V
CL117V
CL112V
CL113V
CL098V
CL099V
CL100V
CL101V
CL102V
CL103V
CL104V
CL105V
CL083V
CL068V
BA326V
BA328V
BA327V
BA330V
BA336V
BA332V
BA337V
BA333V
BA334V
BA325V
BA335V
BA329V
BA331V
Illustration 1.6.1a Cargo Valve Remote Control System
Cargo Control Room
Bosun's Store
Hydraulic Power Unit Room
Pump Room
SenderPanel
PowerUnit
P
P No.3 LocalHydraulicControl
Unit
RS
O
P No.2 LocalHydraulicControl
Unit
RS
O
P No.4 LocalHydraulicControl
Unit
RS
O
P No.1 LocalHydraulicControl
Unit
HV001V
RP
R
S
O
R
R PRP
RP
S
S
O
S
SO SO
S
S
O
O
S
O
S
O
S
O
S
O
S
O
S
O
S
O
S
O
S
O
S
O
S
O
O SS O
O
O
StarterBox
No.2 SolenoidValve Board
No.1SolenoidValve Board
No.3 SolenoidValve Board
Local HydraulicControl Unit
B.T.F.V x1 Set(Open-Shut)
For Sea ChestValve
CL057V
S
O
S
O
S
O
B.T.F.V x1 Set(Open-Shut)
For Sea ChestValve
B.T.F.V x21 Sets(Opening)
For Cargo andBallast Line
B.T.F.V x8 Sets(Open-Shut)For Cargo andBallast Line
Cargo Line Top Linesand Drop Line Valves
Cargo Line TopCrossover Valves
Starboard ManifoldCargo Line Valves
Port ManifoldCargo Line Valves
B.T.F.V x17 Sets(Open-Shut)For Cargo andBallast Line
B.T.F.V x31 Sets(Opening)
For Cargo andBallast Line
UpperDeck
UpperDeck
Main Deck
Main Deck
B.T.F.V x57 Sets(Open-Shut)
For Cargo andBallast Line
BA324V
B.T.F.V x1 Set(Opening)
For Cargo Line
CL095V
Key
Hydraulic Oil
Electrical Signal
1.6/1.6.1 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.6 HYDRAULIC SYSTEMS
1.6.1 CARGO AND BALLAST VALVE HYDRAULIC REMOTE CONTROL
Introduction
The main cargo oil valves and ballast valves are operated from the Super Cargo XL automatic loading/unloading system. A mimic panel on the cargo control console in the cargo control centre (CCR) gives indication of the valve positions. Manipulation of the valve icons on the screen displays are used to operate the solenoid valves contained in the solenoid valve cabinets in the hydraulic power unit room on upper deck and in the Bosun’s store forward. The solenoid valves direct hydraulic pressure, generated by the hydraulic power pack, to open or close the hydraulic valves.
The following are of the intermediate position control type valve:
• The three main cargo pump discharge valves
• The tank cleaning pump discharge valve
• Cargo tank main suction valves
• Cargo tank stripping suction valves
• Ballast tank suction valves, main and stripping (not including the fore peak tank)
• Ballast pump discharge valves
The degree of opening of each proportional valve is indicated on the mimic screens by a bar graph located next to the valve and on the individual valve faceplate when it is open on the screen by an analogue % read out. A flow meter is installed on each solenoid operated control valve block.
Other remote operating valves are of the fully open and closed type. When this type of valve is operated into the open position its colour will change from white (closed position) to colour of the line system valve.
The ODME discharge line valve into the port slop tank and overboard can be operated manually via the on screen mimic display valve faceplate when the ODME is in standby mode. When the ODME system is in monitoring mode, these valves are under the direct control of the ODME system and cannot be opened manually.
Valve actuators are of the hydraulic cylindrical double acting type and are mounted directly on the valve.
No.1 cabinet supplies (located in the Bosun’s store):
Cargo tank valves CL045V, CL040V, CL002V, CL001V, CL030V, CL029V, CL028V, CL009V, CL008V, CL007V, CL046V, CL041V, CL259V, CL006V, CL005V, CL004V, CL003V, CL027V, CL012V, CL011V, CL010V, CL047V, CL032V, CL031V, CL042V, CL013V, CL026V, CL015V, CL014V, CL033V, CL034V.
Ballast tank valves BA362V, BA361V, BA311V, BA301V, BA311V, BA302V, BA314V, BA303V, BA315V, BA304V, BA316V, BA364V, BA363V, BA305V, BA317V, BA306V, BA318V.
No.2 cabinet supplies (located in the hydraulic power room upper deck):
Cargo tank valves: CL025V, CL121V, CL260V, CL122V, CL018V, CL017V, CL016V, CL036V, CL035V, CL049V, CL253V, CL261V, CL262V, CL252V, CL024V, CL023V, CL022V, CL021V, CL020V, CL019V, CL038V, CL037V.
Ballast tank valves BA307V, BA319V, BA308V, BA309V, BA321V, BA310V, BA320V, BA357V, BA358V, BA322V.
No.3 cabinet supplies (located in the hydraulic power room upper deck):
Cargo pump room valves: CL054V, CL053V, CL055V, CL051V, CL056V, CL052V, CL059V, CL085V, CL086V, CL072V, CL073V, CL074V, CL075V, CL076V, CL078V, CL079V, CL080V, CL081V, CL060V, CL062V, CL063V, CL064V, CL065V, CL066V, CL067V, CL069V, CL070V, CL071V, CL082V, CL088V, CL089V, CL090V, CL091V, CL093V, CL094V, CL087V, CL096V, CL097V, CL083V, CL061V, CL077V, CL092V, CL095V, CL068V, CL050V.
Ballast valves in pump room BA329V, BA325V, BA326V, BA327V, BA336V, BA337V, BA334V, BA335V, BA328V, BA330V, BA332V, BA333V, BA324V.
Locally operated valve CL057V.
There are four locally operated valve control units at the manifold area fed directly from the hydraulic power pack as follows:
Locally operated valve control unit box No.4
Manifold valves (port side) CL098V, CL099V, Proportional valve CL100V, CL101V
Locally operated valve control unit box No.1
Manifold valves (starboard side) CL102V, CL103V, Proportional valve CL104V, CL105V
Locally operated valve control unit box No.2
Manifold crossover valves CL112V, CL113V, CL114V, CL115V, CL116V, CL117V
Locally operated valve control unit box No.3
Top line discharge isolators CL109V, CL110V, CL111V, and drop line valves CL106V, CL107V, CL108V
Hydraulic Power Pack
Manufacturer: Nakakita Seisakusho Co. LtdPower pack capacity: 420 litresNormal working pressure: 80 to 90kg/cm2
Maximum pressure: 100kg/cm2
N2 Accumulator capacity (each): 40 litres
The high pressure hydraulic power pack is situated in the hydraulic power unit room on upper deck. It consists of two sets of electrically driven hydraulic pumps, one in use and the other on standby and two accumulators.
The accumulators act as a buffer which avoids shock hammer in the system when the pump stops, and also act as a limited reserve of hydraulic power allowing the closing of three of the largest valves in the event that the pumps fail. In normal operation the pumps work in automatic loading and unloading condition, with the duty pump running constantly unloading and loading according to the demand on the system. Primary starting and stopping of the hydraulic pumps is done from the Super Cargo XL screens in the cargo control room. The power pack local control panel has start and stop buttons, high pressure and low oil tank level alarm indication and an alarm buzzer stop, run hour meters and amp meters for each pump. The panel is also used to isolate or supply power to the power pack system.
In normal operations the power pack pumps are selected for operation on the Super Cargo XL mimic screen display where the selected pump is under control of a pressure switch, which loads the pump at 77kg/cm2 and unloads the pump at 88kg/cm2. When selected for operation the first pump set into start mode operation becomes the duty pump with the other pump as the standby unit.
1.6/1.6.1 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft 1.6/1.6.1 Page 3 of 4
Cargo and Ballast Valve Hydraulic Power Pack
Power PackControl Panel
SolenoidControl Rack
Unloading Unit
Relief Valve
Accumulators
Cargo and Ballast Valve Hydraulic Emergency Hand Pump
Direction Control Lever
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
In the event of a high demand or the lead pump has failed, the standby pump will cut in and load up at 75kg/cm2. The system alarms for high and low hydraulic pressure are 95kg/cm2 and 74kg/cm2 respectively.
The pumps will be tripped if the high discharge pressure (100 bar) or low oil tank level go into alarm. The system will also go into an alarm condition at a high oil temperature of 70°C.
Both power pack pump motors are fed from the emergency switchboard.
Two of portable hydraulic hand pumps are provided for use in an emergency. These can be connected into the supply and return lines to the valve activators in the solenoid valve cabinets.
Procedure for the Operation of the Cargo Valve Hydraulic Power Pack
a) Ensure that the hydraulic tank is filled with the correct grade of oil and is at the correct level.
b) Ensure that the filters are clean.
c) Check that the accumulators are charged with nitrogen gas. If necessary, recharge the accumulators using the accompanying nitrogen gas bottle and reducing valve.
d) Ensure that the accumulator isolating valves are open.
e) Ensure the isolator switch on the local control panel for each pump is set to ON. Check that there are no alarm conditions indicated on the local panel.
f) Start one hydraulic pump. Check that the pressure control is satisfactory.
g) Open the pressure and return outlet valves on all the solenoid valve distribution cabinets.
h) From the main menu on the Super Cargo XL system screen display in the cargo control room, select the OPERATION tab on the right hand side of the screen. A pop-up menu will appear, select the Hyd. Oil Pump tab, this will open the power pack control faceplate. Select the duty hydraulic power pack pump and press the START button on the screen. The system pressure is indicated on this faceplate both digitally and as a bar graph. Additionally the low and high pressure alarm and low and high oil temperature alarms are indicated on this faceplate.
Emergency Hand Pump
Manufacturer: Nakakita Seisakusho Co. LtdNo. of sets: 3Type: NS, double acting hand pumpWorking pressure: 70kg/cm2 (maximum)Capacity: 6.5 litresFlow capacity: 33cc per stroke
The emergency hand pumps are stored at strategic locations one in the pump room, one in the Bosun’s store forward and one in the hydraulic power pack room on upper deck and one in the pump room stores.
Procedure for the Operation of the Emergency Hand Pump
a) Open the solenoid valve box which feeds the valve to be operated.
b) Close the pressure valve for the solenoid valve box.
c) Shut the return valve for the solenoid valve box.
WARNINGFailure to close the above valves could result in oil flowing into the reservoir and overpressurising it, resulting in possible injury to the operator.
d) Remove the covers from the couplings.
e) Open the hand pump vent to avoid overpressurising the reservoir.
f) Connect the hydraulic hoses from the hand pump. To open the valve, connect the hoses B and A to the emergency control block mounted on the actuator.
g) Turn the pilot valve lever on the hand pump to the OPEN or CLOSE position, as desired, pump continuously until the valve/actuator is opened/closed.
h) Turn the pilot valve to the CENTRE position. The valve is prevented from closing when the pilot valve is placed in the centre position.
(Note: The solenoid valves can be operated manually from the solenoid cabinets by pushing the buttons protruding through the solenoid coils.)
WARNINGUse protective clothing and goggles when operating the portable hydraulic hand pumps.
1.6/1.6.1 Page 4 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PIPIPIPI
LA
LLA
LA
LLA
PIPIPIPIExpansion
Tank
From Deck
Service Air
Windlass Supply
Crossover
Windlass Supply
Crossover
Emergency
Connection
015V021V
022V
023V
024V
025V
026V
027V
028V
029V030V
019V
031V025V
020V
016V017V018V
Filling
Line
Deck
Storage
Tank
5,000
litres
Expansion
Tank
From Deck
Service Air
023V024V
012V021V
Filling
Line
Deck
Storage
Tank
5,000
litres
M3
M2
M1
W1
W2
Forward System
Emergency
ConnectionEmergency
Connection
005V014V
013V
016V
015V
018V
017V
020V
019V
012V 011V 010V 009V 014V 013V 012V 011V
006V007V008V
Emergency
Connection
Illustration 1.6.2a Deck Anchoring and Mooring Hydraulic System
M8
M7
M6
M5
M4
Aft System
Key
Hydraulic Supply
Hydraulic Return
Deck Service Air
M6M7M8
M6M7M8
M5M4
M5M4
M2
M3M2
M3M2
M1W2W1
W1W2
M1
1.6/1.6.2 Page 1 of 4
Windlass Remote Control Station
Drive ClutchPosition Indicator
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.6.2 DECK ANCHORING AND MOORING HYDRAULIC SYSTEM
Description
Manufacturer: Hatlapa
The mooring equipment consists of:
Two hydraulic power pack units; the aft unit is located in the steering gear room and the forward unit in the Bosun’s store
Pump station, forward:
4 x ???? screw spindle type pumps
4 x return filters, with a built-in closing valve
Pump station, aft:
4 x ???? screw spindle type pumps
4 x return filters, with a built-in closing valve
Two anchor windlass/mooring winches:
Hydraulic motors (per unit): 2
Hydraulic oil supply: 1,628 litres/min at ?? bar
Hauling capacity: Cable lifter ?? tonnes
Winch pull ?? tonnes
Speed ranges: 0 to ?m/min
Brake holding load: Cable lifter ??? tonnes
Winch ??? tonnes
Eight mooring winches:
Hydraulic motor (per unit): 1
Hydraulic oil supply: 1,628 litres/min at ?? bar
Hauling capacity: ?? tons
Speed ranges: 0 to ??m/min ?? tonnes pull
0 to ??m/min light line
Brake holding load: ??? tons
Expansion tank capacity: ?? litres
The deck machinery driving unit is a low pressure hydraulic motor, operated by a control valve(s) locally on the mooring unit, or from the remote control stand(s). The hydraulic motors have a stepless speed range according to the loading upon the unit. Each mooring winch also has a partial load speed control selection which is used for light line operations. The clutch engagement of the winches are windless units via a hydraulic piston operated from the remote control stand. Indication lamps are also fitted at the remote control stands to indicated their engaged/disengaged position. If necessary the clutches can be operated by hand after first removing the link pin at the top of the piston cylinder.
Each hydraulic pump unit is fitted with its own hydraulic oil cooler, cooling water is supplied from the deck wash sea water system.
The forward system comprises of four hydraulic pump units which serve the two windlass/winch and three winch units at the forward deck area. To achive the required performance for windlass W1, pump units P1 and P2 are used together, which requires the directional discharge valve on P2 to be changed over to direct its flow to W1. Under normal operations P2 will supply winch M2. Pump unit P3 is used in combination with P4 to give the required performance for windlass W2. Under normal operations P4 supplies both M1 and M3 winch units.
There is an emergency changeover connection between pump unit P2 and P3 which allows a degree of redundancy to allow two pump units to drive windlass units W1 and W2. See the following illustration 1.6.2b for details.
When a cable lifter is operated, two hydraulic pumps are required to give the required performance.
The aft system comprises of four hydraulic pump units which serve the two winch units on the after main deck area and three winch units on the poop deck. Each pump unit serves its own winch apart from pump P4 which serves both M7 and M6. There are emergency crossovers between the pumps as shown in the illustration 1.6.2a which allows a degree of redundancy in the system.
The positive pressure on the suction side of the pumps is maintained by expansion tanks which have a pneupress buffer system, the air for these expansion tanks is supplied from the general service air system and is automatically maintained at 1.8 bar.
There are ten remote control stands are situated as follows:
Forward System
A triple control is situated to port and starboard on the focsle. They operate the two anchor windlass/winches W1 and W2 and also the forward mooring winch M1.
A double control station situated port and starboard of the forward main deck operate the two forward main deck mooring winches M2 and M3.
Aft System
A double control station situated port and starboard of the aft main deck operate the two aft main deck mooring winches M4 and M5.
A triple control station situated port and starboard of the after end of the poop deck operate the after three mooring winches on the poop deck M6, M7 and M8.
Procedure for the Operation of the Hydraulic Power Units
a) Check the oil level of the expansion tank, if necessary, transfer oil from the storage tank using the hand pump. Ensure the expansion buffer tank is at the working pressure of 1.8 bar, air is normally automatically supplied from the deck general service air system.
b) Ensure that the filters are clean and that their shut off valves are secured in the normal position.
c) Check that the shut off valves are secured in the normal position.
d) Check that the pump discharge changeover valves are secured in the normal operational position.
e) Close the isolators for each pump. The Bosun’s stores supply fan should be started when the forward system is put into operation. Ensure that the servo pumps are set to AUTO on the local control panel.
f) Ensure that the hydraulic inlet and outlet valves on the oil coolers on each pump unit are open. Open the cooling water overboard discharge valves from the hydraulic oil coolers, EW068V in the Bosun’s store port side and EW069V for the aft system in the steering gear compartment, starboard side.
g) Start the duty bilge, fire and GS pump to supply the wash deck system. Open the cooling water inlet and outlet valves on the individual hydraulic oil coolers.
h) Start the required pumps one by one. The servo pump system for the remote control operations are automatically started when the main pumps are started
1.6/1.6.2 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PIPIPIPI
LA
LLA
LA
LLA
PIPIPIPIExpansion
Tank
From Deck
Service Air
Windlass Supply
Crossover
Windlass Supply
Crossover
Emergency
Connection
015V021V
022V
023V
024V
025V
026V
027V
028V
029V030V
019V
031V025V
020V
016V017V018V
Filling
Line
Deck
Storage
Tank
5,000
litres
Expansion
Tank
From Deck
Service Air
023V024V
012V021V
Filling
Line
Deck
Storage
Tank
5,000
litres
M3
M2
M1
W1
W2
Forward System
Emergency
ConnectionEmergency
Connection
005V014V
013V
016V
015V
018V
017V
020V
019V
012V 011V 010V 009V 014V 013V 012V 011V
006V007V008V
Emergency
Connection
Illustration 1.6.2a Deck Anchoring and Mooring Hydraulic System
M8
M7
M6
M5
M4
Aft System
Key
Hydraulic Supply
Hydraulic Return
Deck Service Ai
M6M7M8
M6M7M8
M5M4
M5M4
M2
M3M2
M3M2
M1W2W1
W1W2
M1
1.6/1.6.2 Page 3 of 4
Windlass Clutch Unit
Drive ClutchPosition Detector
Drive ClutchHydraulic Piston
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
i) After starting the pumps, check for any leakage and ensure the sound of the pump(s) is normal.
j) In cold weather conditions allow the hydraulic system to warm up before operating the winch and windlass units.
Stopping the Units
a) Stop each pump one by one.
b) Stop the Bosun’s store supply fan if the forward system was in use.
c) Stop the bilge, fire and GS pump if it is no longer required for any other duties.
d) Close the overboard cooling water discharge valves.
Controls
A speed control valve is mounted on each hydraulic motor and is activated by a three position lever which is operated either locally or from the remote control stands. The lever is spring centred to the neutral stop position, the other two positions are ‘heave’ and ‘lower’. The speed is variable, according to the amount the lever is deflected towards the heave or lower positions, within the range of the hydraulic unit.
The clutch engagement/disengagement for each windlass and winch is carried out at the remote control stand. The release and setting on of the band brakes is also carried out from the remote control stand.
Hydraulic Brake Operation
The windlass units are fitted with a hydraulically operated brake which can be operated remotely from the ship’s side, this allows the operator to have a clear view when walking out the anchor under control. The brake control is either full release, nominal force and reinforce when setting the brake.
1.6/1.6.2 Page 4 of 4
Forward Winch/Windlass Pump Units
Hydraulic OilPlate Cooler
Discharge Direction Changeover Valves
Emeregency Connection Crossover Flow Valve
onto Other System
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1.7 Ballast System
1.7.1 System Description
1.7.2 Automatic Ballast Stripping Operation
1.7.3 Venting
Illustrations
1.7.1a Cargo Ballast System
1.7.2a Automatic Ballast Stripping System
1.7.2b AUS Automatic Stripping System Screen Display
1.7.3a Ballast Tank Venting
Iran Dena Cargo System Operating Manual
Issue: Final Draft
M
M
A A
Illustration 1.7.1a Cargo Ballast System
Key
Ballast Water Main Suction
Ballast Water Stripping Suction
Vacuum Pump Unit
From
Inert Gas Main
BA
345
BA
334
BA
337
BA
322
BA
310
BA
320
BA
308
BA
318
BA
306
BA
316
BA
304
BA
314
BA311
BA361
BA362
BA312
BA
302
BA
321
BA
309
BA
319
BA
307
BA
317
BA
305
BA
315
BA
303
BA
313
BA
301
Upper Deck
Hydraulic
Control Pipe
BA342Separator
No.2 Water
Ballast Pump
4,000m3/h
BA338BA357
BA343 BA331
To Cargo Oil
System
BA327 BA363
BA364
BA333 BA336
BA360
BA359
BA330 BA326
BA323
BA332
BA324
BA334
BA335
BA325
No.2
No.1
Sea
Chest
SeparatorNo.1 Water
Ballast Pump
4,000m3/h
BA339BA358
Engine
Room
Seal
Tank
Upper Deck Upper Deck
No.5
Water Ballast Tank
(Port)
No.5
Water Ballast Tank
(Starboard)
No.5 Water Ballast
Tank Starboard
Pipe Trunking
No.4
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Port)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Starboard)
Fore
Peak
Tank
ND009
BA341
BA356
BA329
H
A
A
H
HHHHHHHHHH
HHHHHHHHH
HH
H
HH
H
H
H
H
H H H
H
H
H
H
H
H
H
H
H
BA328
H
BA340
VU011V
1.7/1.7.1 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.7 BALLAST SYSTEM
1.7.1 SYSTEM DESCRIPTION
Ballast Pumps
Manufacturer: Shinko Industries Ltd.No. of sets : 2Model (Pump): CV 450 (Turbine): RX1Type: Centrifugal, vertical single stagePrime mover: Steam turbineCapacity: 4,000m3/hTotal head: 40mSpeed:(Pump): 1,200 rpm ± 3% (Turbine): 7,165 rpm
Water Ballast Stripping Eductors
Manufacturer: TeamTec Marine ProductsNo. of sets: 2Capacity: 350m3/h at 25mthDriving water: 1,595m3/h at 3.65kg/cm2 supplied by either of the
ballast pumps
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast tanker. Segregated ballast is carried in the engine room side tanks, fore and aft peak tanks and in five pairs of wing tanks arranged the entire length of the cargo tank area.
The vessel is designed with sufficient heavy weather ballast capacity to meet any weather condition without having to load additional ballast in the cargo tanks.
If, however, it is considered that heavy weather ballast may be required during the ballast voyage this will normally be carried in No.3 centre cargo oil tank and this tank shall be crude oil washed before departure from port.
The intended sailing ballast condition is with the fore peak full, No.1 to 4 wing ballast tanks full and No.5 wing ballast tanks with approximately 5,000m3 in each. The departure draught for the ballast voyage is calculated to be a mean draught of 10.5m with a trim of 1.2m by the stern. The quantity of ballast in No.5 wing ballast tank is intended to be increased during the ballast voyage to compensate for the consumption of fuel on passage.
The ballast tanks on this vessel consist of:: m3 at 100%
Fore peak water ballast tank 3,976m3
No.1 water ballast tank port 9,002m3
No.1 water ballast tank starboard 9,002m3
No.2 water ballast tank port 9,608m3
No.2 water ballast tank starboard 9,608m3
No.3 water ballast tank port 9,736m3
No.3 water ballast tank starboard 9,736m3
No.4 water ballast tank port 9,478m3
No.4 water ballast tank starboard 9,478m3
No.5 water ballast tank port 8,758m3
No.5 water ballast tank starboard 8,758m3
Engine room side tank port 2,144m3
Engine room side tank starboard 2,144m3
Aft peak tank 2,111m3
The total capacity of the segregated ballast tanks 103,539m3
103,539mt at SG 1.025 31.69 % of the Summer DWT
The main ballast tanks are served by two centrifugal pumps, both are steam turbine driven, each with a capacity of 4,000m3/h at 40mth. The pumps are located in the pump room and provided with their own sea chest. The pumps are connected to an overboard discharge line which ends approximately 0.5m above the deepest water ballast line on the starboard side.
The COT ballast overboard passes via a 650mm pipe through No.5 starboard water ballast tank and exits at least 0.5m above the deepest water ballast line. The ODME equipment is connected to the this overboard. When necessary the ODME will divert the flow into the port slop tank.
The ballast pumps can be connected to the cargo tank system via manually operated valve BA340V, a portable spool piece, manually operated valve CL134V and check valve CL323V. Under normal circumstances this connection should not be used to ballast No.3 cargo tank for heavy weather conditions.
Heavy weather ballast will be deliverd to No.3 centre COT via a main cargo pump after a basic line wash.
The ballast main system is split into two separate lines, No.1 ballast pump serves the starboard tanks and the fore peak tank, while No.2 pump serves the port ballast tanks. The ballast pump suction and discharge lines can be
interconnected via crossover valves to allow for flexibility of operation, additionally there are two crossover valves in No.1 port ballast tank. The aft peak tank and engine room side tanks are filled/emptied via the bilge, fire and GS pumps in the engine room.
An automatic unloading system is fitted to allow automatic draining of the ballast tanks using the main ballast pumps. Each main ballast tank apart from the fore peak tank, has a main 450mm suction line and a 200mm stripping line.
In addition, two stripping eductors are provided to facilitate adequate draining of the ballast tanks if the automatic unloading system is not used.
All the valves on the main ballast system are hydraulically operated from the Super Cargo XL mimic screen display BALLAST TANKS (1/1) in the cargo control room, apart from the crossover valves BA360V and BA359V, which are manually operated plus the fore peak isolating valve BA312V and the overboard discharge valve BA323V which are operated from hydraulic deck stands on the upper deck. The suction valves, main and stripping on the ballast tanks and pump discharge valves are of the proportional type, i.e. they can be opened between 0 and 100%.
In the event that there is leakage of cargo oil/vapour into the ballast tanks, inert gas can be directed into the ballast tanks via the ballast suction lines. A portable spool piece, manually operated valve BA341V and a check valve BA359V facilitate this operation.
1.7/1.7.1 Page 2 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
C35
C109
C109
Level Gauge
Sealing
Fresh
Water
SealFreshWater
Valve Control
Signal
Discharge to
Ballast Main
C2
C16
C6
C17
C30
C30
VU011V
Suction from
No.2 Ballast Pump
Separator
C20
2.5m
Engine Room
Sea Water Vapour
Valve Normally Closed
Ballast Water
Fresh Water
Key
No.1
Separator
Test/
Adjustment
No.1
Ballast
Pump
A20B1
LPA1
A3
BA342VBA343V
BA338VBA339V
BA041BA040
BA330V
BA331V
VU004VVU005V
A17
A11
A12
A10
A13
A9
A8
Illustration 1.7.2a Automatic Ballast Stripping System
Pump Room
Drain
Ballast
Suction
Sea
Suction
No.5
Motor
PI
PI
BA332V
BA333V
No. 2
C2
No.6
Motor
No.6
Vacuum
Pump
No.5
Vacuum
Pump
C16
A
H
Upper Deck Outside of
Pump Room Starboard Side
No. 1
1.7/1.7.2 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.7.2 AUTOMATIC BALLASTING STRIPPING OPERATION
Manufacturer: Shinko Industries LtdModel: AUS 454-2
Introduction
The automatic ballast stripping system is provided to improve the efficiency of stripping the ballast tanks. It utilises the ballast pumps to complete the stripping operation which reduces deballasting time. The operation is fully automated.
The basic principle of the system is to automatically prevent the suction of sea water vapour or air into the pump, thus enabling the ballast pump to be used to completely discharge all the ballast.
The air drawn in from the bellmouth tank suction and the sea water vapour produced in the suction line are separated from the ballast in the separator, on the suction side of the ballast pump. The gases gather at the top of the separator from where they are extracted by the vacuum pump system.
When a large volume of gas enters the separator during the stripping stage, the liquid level in the separator drops. This would normally cause the pump to lose suction and stop pumping. To prevent this condition, the opening of the discharge valve of the ballast pump is controlled in proportion to the liquid level of the separator and adjusts the flow rate accordingly. The lower the liquid level falls, the more the discharge valve closes. If the liquid level falls below the minimum set value, the discharge valve closes fully.
Component Description Separator (A1)
Manufacturer: Shinko Industries Ltd.No. of sets: 2 (one per pump)Volume: 4.08m3
The separator (A1) is a tank on the suction side of the cargo oil pump. It contains an integrated lattice screen (A20) which assists in the separation of the gas from the liquid and protects the pump from damage by ingress of debris. The gas collects at the top where it is extracted by the vacuum pumps. A level transmitter (A3) is mounted on the side of the separator. The transmitter converts the liquid level to a pneumatic signal which controls the discharge valve (B1), vacuum pumps and gas extraction valve (C30).
Discharge Control Valve (B1)
No. of sets: 2 (one per pump)Type: Pneumatically operated, non-tight butterfly valve
The discharge control valve (B1) is a butterfly type valve driven by a pneumatic cylinder and controls the pump capacity as directed by the Super Cargo XL system. The valve is controlled remotely either by the automatic control signal from the level transmitter (A3) on the separator, or by the manual control signal from the manual loader on the Super Cargo XL control system in the cargo control room. The selector icon is used to select automatic or manual control of the discharge valve. Three-way cocks are situated locally to enable the discharge valve to be opened in an emergency.
Vacuum Pump Unit (C1) and Vacuum Pumps (C2)
Manufacturer: Shinko Industries Ltd.No. of vacuum pumps: 2Model: NSW 100Capacity: 630m3/hMaximum vacuum: 550mm Hg
The vacuum pumps are horizontal water ring type, driven by an electric motor through an intermediate shaft which passes through the bulkhead from the engine room. The pumps extract the gas from the top of the separators (A1) and discharge it to atmosphere. The pumps are automatically started and stopped by a pressure switch which is operated by the pneumatic signal from the level transmitter (A3). The pumps can also be started and stopped by means of the control switch on the control panel in the cargo control room.
Each pump is equipped with a screw-down non-return suction valve (C16) to prevent sealing water and gases from flowing back to the gas extraction line. The sealing water tank (C6) separates the gas from the sealing water and acts as a reservoir for the supply of sealing water to the vacuum pumps.
Gas Extraction Valve (C30)
No. of sets: 2
The gas extraction valve (C30) is a pneumatically operated piston type valve. This is installed in the gas extraction line leading from the top of the separator (A1), and is opened and closed by a solenoid valve controlled through a pressure switch, which is operated from the level transmitter (A3).
This valve opens when the separator level is less than 50% and closes when it returns to 70% or more.
Any liquid (fresh water or ballast water) which overflows from the sealing tank or is drained down from the vacuum pump suction line overflows into the pump room bilge.
Operating ProcedureSetting Up the System for Automatic Stripping
a) Ensure that there is sufficient water in the vacuum unit sealing tank. The level can be topped up by opening the filling valve from the domestic supply.
b) Ensure that the control air supply is available and the air supply unit is drained of any condensate.
c) Check that the exhaust suction isolating valves are open on the vacuum pumps
d) Through the Super Cargo XL control display set the automatic stripping system as follows:
• Set the AUS CONTROL to START.
• Set the DISCH VALVE to MANU.
• Set GEV to MANU CLOSE. It is very important that this valve is closed as the separator is being filled, due to the possible head of water that will come flooding into the ballast line from the ballast tanks.
• Set AUTO FINISH to OFF.
• Set the AFTER STRIPPING to AUTO STOP or KEEP RUN.
• Select the vacuum pumps No.5 and 6 to MANUAL operation. It is very important at this stage when the separator and ballast lines are being so this is in order that sea water cannot be carried over from the separator into the vacuum pumps due to the head of water.
• Select the run order for the vacuum pumps, either No.5 lead and No.6 lag, or vice versa.
• Reset the VP and GEV interlocks.
e) Open the sea suction valves slightly to slowly prime the separators to the normal working 70% level and pump casings. Open each pump discharge valve slightly to vent off any air from the casing.
f) Prime the ballast line up to the ballast tank suctions valves.
1.7/1.7.2 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
MONITORING1
MONITORING2
OPERATION
OPERATION
7/Jan/2003 10:51REPOSE
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
7/Jan/2003 10:517/Jan/2003 10:517/Jan/2003 10:51
Under P/M top (S) Gas alarm system flow failure alarmBeside of No.3 COP Gas alarm system flow failure alarmAbove 27,000 platform Gas alarm system flow failure alarm
SYSTEMUTILITY
NO.5 AUSNO.5 AUS
AUS CONTROLAUS CONTROL
StartStart StopStop
DISCH. VALVEDISCH. VALVE
OffOffOffOffOnOn
AUTO FINISHAUTO FINISH
KeepRunKeepRunKeepRunKeepRun
AutoStopAutoStopAutoStopAutoStop
No.2 W.B.P.No.2 W.B.P.
G.E.V.G.E.V.
AutoAutoManu.
Close
Manu.
Close
AutoAuto Manu.Manu. ResetReset
After StrippingAfter Stripping
00
2525
5050
7575
100100
Valve
(%)
Valve
(%)
Sep. Level
(%)
Sep. Level
(%)
00
2525
5050
7575
100100
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
StrippingFinishStrippingFinishStrippingFinishStrippingFinish
SeparatorLevel LowSeparatorLevel LowSeparatorLevel LowSeparatorLevel Low
NO.4 AUSNO.4 AUS
AUS CONTROLAUS CONTROL
StartStart StopStop
DISCH. VALVEDISCH. VALVE
OffOffOffOffOnOn
AUTO FINISHAUTO FINISH
KeepRunKeepRunKeepRunKeepRun
AutoStopAutoStopAutoStopAutoStop
No.1 W.B.P.No.1 W.B.P.
G.E.V.G.E.V.
AutoAutoManu.
Close
Manu.
Close
AutoAuto Manu.Manu. ResetReset
After StrippingAfter Stripping
00
2525
5050
7575
100100
Valve
(%)
Valve
(%)
Sep. Level
(%)
Sep. Level
(%)
00
2525
5050
7575
100100
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
V.P. & G.E.V.Interlock
StrippingFinishStrippingFinishStrippingFinishStrippingFinish
SeparatorLevel LowSeparatorLevel LowSeparatorLevel LowSeparatorLevel Low
BA338VBA338V A
VACUUM PUMP UNITVACUUM PUMP UNIT
BA339VBA339V A
AutoAuto
AutoAuto
NO.1
V.P.
NO.1
V.P.
NO.2
V.P.
NO.2
V.P.
ManualManual
ManualManual
StartStart
StartStart
StopStop
StopStop
1.V.P. 2.V.P.1.V.P. 2.V.P.
2.V.P. 1.V.P.2.V.P. 1.V.P.
V.P.
Start
Sequence
(Auto)
V.P.
Start
Sequence
(Auto)
V.P. Unit
Suction Press.
V.P. Unit
Suction Press.(cmHg)(cmHg)
00
-25-25
-50-50
-76-76-1.7-1.7
11.5710.44
10.328.70
A 2.87
P 0.12
Illustration 1.7.2b AUS Ballast System Screen Display
1.7/1.7.2 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
g) Close the sea suction valve and open the required ballast tank suction valves.
h) Commence deballasting the required tanks. When the system has become stable set the VP and GEV icons on the Super Cargo XL display to AUTO.
i) Set the vacuum pump No.5 VP and No.6 VP to AUT. This allows the vacuum pump to be available as required.
While the liquid level in the ballast tanks is sufficient to ensure that the separator level remains above 70%, the automatic unloading system is not required.
As the ballast tank level falls, the suction pressure also falls and approaches the vapour pressure of the liquid being pumped. Part of the liquid will turn to vapour and accumulate at the top of the separator (A1) and, as a result, the separator level begins to fall.
When the separator level falls below 50%, a pressure switch is actuated by the pneumatic signal from the level transmitter (A3) and the vacuum pump (C2) starts. At the same time the gas extraction valve (C30) opens and the discharge valve (B1) is throttled in by a corresponding amount.
The vacuum pump extracts the gases and the separator level rises. When the separator level recovers above 70%, the gas extraction valve (C30) closes, and 20 seconds later, the vacuum pump stops. The discharge valve (B1) then opens. As the tank level falls further towards the bottom of the tank, turbulence occurs around the suction pipe and gas begins to be drawn into the bellmouth of the tank suction. This gas is separated in the same manner as previously described.
When the tank level falls further, the liquid surface around the bellmouth becomes violently disturbed and a large volume of gas can be sucked from the bottom of the bellmouth. Under these conditions the level of liquid in the separator falls to a level where the signal air pressure, from the level transmitter, causes the discharge valve to close and decrease the flow. The speed of liquid flowing into the bellmouth decreases and the disturbance around the bellmouth also decreases, thus the amount of gas being drawn into the bellmouth decreases.
When the volume of gas being drawn in to the bellmouth becomes less than the extraction capacity of the vacuum pump, the separator level begins to rise and at the same time the discharge valve begins to open gradually and the pump discharge flow begins to increase. In order to achieve the best deballasting conditions when the ballast tank level has become low, reduce the pump speed in order to maintain the discharge valve open position at above 40%.
This cycle will repeat until the discharge valve is opening only slightly while the amount of gas drawn in is increasing. When the separator level falls to
below 5%, the SEPARATOR LEVEL LOW, on the control DISPLAY lights up, showing that unloading has reached the stripping stage.
As the stripping of the ballast tank advances, even though the vacuum pump is running continuously, the level in the separator does not rise. As a result the discharge valve remains closed most of the time. Under these conditions it is advisable to reduce the speed of the ballast pump to avoid overheating of the pump casing and possible failure of the pump seals.
When the SEPARATOR LEVEL LOW lamp has remained on for three minutes the STRIPPING FINISH flashes and the buzzer sounds, signifying completion of discharge.
If the AFTER STRIPPING icon has been set to AUTO STOP then the ballast pump will stop automatically at this stage. However, if the icon has been set to KEEP RUN, then the ballast pump will continue to run. If the residual liquid appears to warrant more stripping it is possible to control the pump and the discharge valve manually, in which case set the AUTO FINISH ON/OFF selector to OFF to release the trip condition of the vacuum pump and the gas extraction valve. This operation will allow the vacuum pump and gas extraction valve to return to automatic control if conditions warrant it. When it can be judged that there is no advantage in operating the pump continuously, the pump can be stopped manually.
To transfer over to deballasting another tank, reduce the pump speed to minimum and set the AUTO STRIPPING icon to AUTO STOP or KEEP RUN.
Set the pump discharge valve setting to 0% and MANUAL control. If necessary, due to the head of water in the next tank, it is advisable to prime the separator and pump as previously described ie., the vacuum pumps set to OFF and the GEV valves closed to stop priming the separator up to the vacuum pumps and in order to protect the system from water hammer.
CAUTIONRunning the pump in the manual condition may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals.
When the last ballast tank has been stripped with the system set to AUTO STOP, the pump will shut down automatically. Set the AUS CONTROL to STOP on the Super Cargo XL display.
1.7/1.7.2 Page 4 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 1.7.3a Ballast Tank Venting
No.2 Water Ballast Tank
(Port)
No.1 Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.4 Water Ballast Tank
(Port)
No.5 Water Ballast Tank
(Port)
No.5 Water Ballast Tank
(Starboard)
No.4 Water Ballast Tank
(Starboard)
No.3 Water Ballast Tank
(Starboard)
No.2 Water Ballast Tank
(Starboard)
No.1 Water Ballast Tank
(Starboard)
No.3 Cargo Oil
Tank (Centre)
No.2 Cargo Oil
Tank (Centre)
No.1 Cargo Oil
Tank (Centre)
No.4 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.1 Cargo Oil
Tank (Port)
Slop Tank
(Port)
No.5 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.3 Cargo Oil
Tank (Starboard)
No.1 Cargo Oil
Tank (Starboard)
Void
Slop Tank
(Starboard)
Key
Purge Pipe Locations Cargo Oil Tanks
PV Valve
Purge Pipe in Ballast Tanks
Ballast Tank Vents
2m
2m
10mm Hole
Inert Gas Main
Flexible Hose
Purge Pipe
Purge Pipe
Cargo Oil Tank
Purge Pipe In Ballast Tanks
Purge Pipe In Cargo Oil Tanks
Cargo Oil Tank
Ballast Tank
Ballast Tank Ballast Tank
Wing COTWing COT Centre COT
Air Vent Air Vent
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
1.7.3 VENTING
Prior to arrival, each segregated ballast hatch must be opened for inspection and then closed before cargo operations commence. The reason for this is to ensure the ballast is clean.
During ballasting operations the sighting port covers can be lifted for visual inspection of the ballast. Each sighting port is fitted with a flame screen.
Winnel type vents are fitted to all ballast tanks, which avoids the dangers of either overpressurisation or the creation of a vacuum during filling and emptying. Reference should be made to the Ballast Water Management plan in respect to the dangers of overpressurisation of ballast tanks and for the requirement of when ballast water must be exchanged according to local authorities’ policies.
Where it is necessary to carry additional heavy weather ballast in the COTs and this is loaded during port operations, the gas should be vented through the Vapour Control Emission system, either to shore facilities, if available, or to atmosphere.
1.7/1.7.3 Page 2 of 2
Ballast Tank Ventilation Units
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PART 2: CARGO HANDLING PROCEDURES
2.1 Cargo Handling Operation Sequence Diagrams
2.1.1 Loading
2.1.2 Discharging
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Work out a loading plan using all top/bottom lines and the threegroups of tanks to the best advantage, bearing in mind anyrequired segregation and the maintenance of a suitable trim,draught and stress throughout.
2.3
Check that the cargo valve hydraulic system is in operationand that all cargo valves are in the shut position. IndividualIG tank valves should be checked as locked open.
2.3.1
2.3.2
Connect the required arms/hose to the manifold connections.2.3.1
2.3.2
Establish communications with the shore terminal and agreethe tank gauging with the terminal representatives.
2.3.1
2.3.2
When all preliminaries have been completed including safetychecks, signal to the terminal that the vessel is ready to �commence loading.
2.3.1
2.3.2
As soon as cargo starts to flow check the hose connections forleakage, also carry out visual checks on all cargo manifoldsnot in use. Finally check over the side.
2.3.1
2.3.2
Start deballasting once the cargo is flowing at full rate, payingdue regard to the stability, shear forces and bending moments.Use both ballast pumps simultaneously. To keep the shipupright the port and starboard ballast tanks must bemaintained at the same level.
2.3.1
2.3.2
When topping off the tanks being filled or when nearing theend of loading, slow down the loading rate.
2.3.1
2.3.2
When all cargo has been loaded, drain the top lines to the lasttank, as this will invariably be slack, ready for disconnection ofarms/hoses.
2.3.1
2.3.2
On completion of cargo loading, close the manifold valves and openthe drain valves to either No.4 port or starboard cargo oil tank. Drainthe manifold connections before starting to disconnect the loadingarms/hoses. Agree with terminal representatives and cargo surveyorthe quantity of cargo loaded.
2.1 Cargo Handling Operation Sequence Diagrams
2.1.1 Loading
Check that the manifold drip trays are empty on both sides andthat the oil spill response equipment is in the appropriatepositions.
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.1.2 Discharging
Work out a discharging plan using all top/bottom lines and the
three groups of tanks to the best advantage, bearing in mind
any required segregation and the maintenance of a suitable
trim, draught and stress throughout.
2.4
Check that the cargo valve hydraulic system is in operation and
that all cargo valves are in the shut position. Individual IG tank
valves should be checked as locked open.
2.4.1
2.4.2
2.4.3
Connect the required arms/hose to the manifold connections.
Establish communications with the shore terminal and agree
the tank gauging with the terminal representatives.
2.3.1
2.3.2
Throughout the discharge ensure that the cargo tanks are
maintained at a slight positive pressure by the IG system.
If at any time the IG pressure nears atmospheric the discharge
rate should be reduced or stopped and the IG system checked.
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
Start ballasting when cargo is flowing at full rate, paying due
regard to ship stability, shear forces and bending moments, use
both ballast pumps simultaneously to keep the ship upright.
The respective ballast tanks, port and starboard, must be
maintained at the same level until discharging is almost
complete, when a slight port list will assist the cargo pumps to
completely empty the cargo tanks.
When the cargo tanks approach draining level the main
bellmouth should be closed and draining carried out using the
bellmouth in the suction well.
When the level in the tanks to be washed has been reduced to
that required, start oil washing the tanks. Only one grade of
cargo can be used for tank washing at any one time.
On completion of discharging cargo, close the manifold valves and
open the drain valves to either No.4 port or starboard cargo oil tank.
Drain the manifold connections before starting to disconnect the cargo
arms/hoses. Agree with terminal representatives and cargo surveyor
the quantity of cargo retained on board. Shut down the IG systemwhen the cargo tank pressures reach the required level.
When all cargo has been discharged, stop the cargo pumps
and advise the terminal. Prepare to strip the main cargo lines
and crossovers to the shore via the MARPOL line, advising the
terminal upon commencement.
Check that the manifold drip trays are empty on both sides and
that the oil spill response equipment is in the appropriate
positions.
2.4.1
2.4.2
2.4.3
2.4.1
2.4.2
2.4.3
When all preliminaries have been completed and agreed
including safety checks, signal to the terminal that the vessel is
ready to commence discharging.
When the terminal confirm they are READY TO RECEIVE cargo,
commence discharge at a low rate. As soon as cargo starts to
flow, check the arm connections for leakage also carry out
visual checks on all cargo manifolds not in use especially the
outboard side. Finally check over the side. When all connections
have been proven tight and the terminal confirm READY FULL
RATE, increase the flow rate to the desired rate.
2.1/2.1.1 Page 2 of 2
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2.2 Inerting Cargo Tanks
2.2.1 Initial Inerting
2.2.2 Use with or without Vapour Emission Control (VEC)
2.2.3 Loading
2.2.4 Discharging
Illustrations
2.2.1a Initial Inerting of Cargo Tanks
2.2.2a Vapour Emission Control System
2.2.4a Inerting Cargo Tanks During Discharge
Iran Dena Cargo System Operating Manual
Issue: Final Draft
NG041V
NG029V
ND027
ND009ND002
ND025 ND022
ND023 ND014 ND011
ND005
ND029 ND030
ND031 ND032
Spill Tank (Starboard)
Spill Tank (Port)
ND006
ND007 ND008
ND020
ND004
ND026 ND024
BA341
Minimum2500mm
LowerGrating inPump Room
ater Ballast ort) No.4 Water Ballast Tank (Port)No.2
Water Ballast Tank(Port)
No.1Water Ballast Tank (Port)
No.5 Water Ballast Tank (Starboard)
No.3 Cargo OilTank (Centre)
No.2 Cargo OilTank (Centre)
No.1 Cargo OilTank (Centre)
No.4 Cargo OilTank (Centre)
VentRiser
No.5 Cargo OilTank (Centre)
No.5 Cargo OilTank (Port)
No.4 Cargo OilTank (Port)
No.2 Cargo OilTank (Port)
No.3 Cargo OilTank (Port)
No.1 Cargo OilTank (Port)
Slop Tank(Port)
No.5 Cargo OilTank (Starboard)
No.4 Cargo OilTank (Starboard)
No.2 Cargo OilTank (Starboard)
No.1 Cargo OilTank (Starboard)
Void
Slop Tank(Starboard)
No.4 Water Ballast Tank(Starboard)
No.2Water Ballast Tank
(Starboard)
No.1Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Starboard)
Upper Deck
ToTransmitterPanel
Pump Room
Water Ballast Main Line
Deck SealWaterSupply
SteamSupply
SteamReturn
ShoreConnection
Port
ShoreConnectionStb'd
Engine RoomBulkhead
ND001 ND003
ND043ND042
To Cargo Oil Main Line
Key
Inert Gas
Sea Water
Steam
Condensate
Purge Pipe Locations
ND019
ND021ND018
ND013
ND015
ND010
ND012
PVBreaker
ND016
NG017V
NG018V
P P
ND017
DeckSeal
Illustration 2.2.1a Initial Inerting of Cargo Tanks
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.2 INERTING CARGO TANKS
2.2.1 INITIAL INERTING
Under normal operating conditions the vessel is kept totally inerted. However, after refit or tank inspections some, or all, of the tanks may be gas free. Prior to any cargo operations all COTs must be inerted and this is normally completed en route to the loadport. Good quality IG must be supplied to the COTs to be inerted and each COT vented through its own tank purge pipe to atmosphere.
Inert gas is slightly heavier than air, so the piston dilution method is recommended. This is achieved by introducing a steady flow of IG into the top of each COT via the inert gas main inlet lines at positive pressure and displacing air from each COT purge pipe. It is normal to purge several tanks at the same time. The maximum number of tanks should be open whilst still maintaining a slight flow out of the tank hatches to atmosphere, as this will assist in better layering of the IG in the tanks. The quality of the vented tank atmosphere is monitored at regular intervals. When the oxygen content is below 8% O2 the COT is considered to be inerted. However, it is advisable to reduce the oxygen level to below 5% O2 if time allows, so increasing the margins of safety.
Assuming all COTs are gas free.
a) Ensure the IG spectacle blanks to all tanks have been swung to the open position and that the IG isolating valve to each COT being inerted is open, No.4, 5 and 6 wings (slop tanks).
Position Description Valve
Open No.4 wings IG inlet valves ND021, ND019
Open No.5 wings IG inlet valves ND024, ND022
Open Slop tanks, port and starboard IG inlet valves ND026, ND025
b) Open the purge pipe hatches on all tanks, ensuring the flame screen is clean and in good condition.
c) Close the vent riser bypass valve.
Position Description Valve
Close IG deck vent riser bypass ND004
d) Open the IG plant discharge and deck main isolating valves.
Position Description Valve
Open IG deck manual isolating valve ND002
Open IG plant manual discharge isolating valve ND001
e) Confirm that the IG plant is running and the O2 content is less than 5%. When this point is reached press the SELECT CON pushbutton on the sub-control panel in the cargo control room to deliver IG to deck.
f) Adjust the deck pressure controller as required.
g) When the O2 content in No.4, 5 and 6 wings is less than 8%, open the IG inlet valves on COTs No.1, 2, 3, 4, 5 centre and No.1, 2 and 3 wings.
h) Close the IG inlet valves to No.4, 5 and 6 wings then close their purge pipes.
(Note: It may be necessary to throttle in on selected IG inlet valves in order to regulate the IG flow into each tank.)
i) When the O2 content in the remaining cargo oil tanks is less than 8%, close all the purge pipe hatches and bring all tanks to normal operating pressure.
j) Check that each cargo oil tank IG valve is fully open.
k) When normal operating pressure is reached in all tanks shut down the IG plant and close the deck isolating valves.
Position Description Valve
Close IG deck manual isolating valve ND002
Close IG plant manual discharge isolating valve ND001
2.2/2.2.1 Page 2 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.2.2a Vapour Emission Control System
NG041V
NG029V
ND027
ND009
ND002
ND025 ND022
ND023 ND014 ND011
ND005
ND029 ND030
ND031 ND032
Spill Tank (Starboard)
Spill Tank (Port)
ND006
ND007 ND008
ND020
ND004
ND026 ND024
BA341
Minimum
2500mm
Deck
Seal
Lower
Grating in
Pump Room
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank (Port)
No.5 Water Ballast Tank (Starboard)
No.3 Cargo Oil
Tank (Centre)
No.2 Cargo Oil
Tank (Centre)
No.1 Cargo Oil
Tank (Centre)
No.4 Cargo Oil
Tank (Centre)
Vent
Riser
No.5 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.1 Cargo Oil
Tank (Port)
Slop Tank
(Port)
No.5 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.1 Cargo Oil
Tank (Starboard)
Void
Slop Tank
(Starboard)
No.4 Water Ballast Tank (Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Starboard)
Upper Deck
To
Transmitter
Panel
Pump Room
Water Ballast Main Line
Deck Seal
Water
Supply
Steam
Supply
Steam
Return
Shore
Connection
Port
Shore
Connection
Stb'd
Engine Room
Bulkhead
ND001 ND003
ND043ND042
To Cargo Oil Main Line
Key
Inert Gas
Sea Water
Steam
Condensate
Purge Pipe Locations
ND019
ND021ND018
ND013
ND015
ND010
ND012
PV
Breaker
ND016
NG017V
NG018V
P P
ND017
2.2/2.2.2 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.2.2 USE WITH OR WITHOUT VAPOUR EMISSION CONTROL (VEC)
New legislation in some ports may demand that the vessel operates in VEC mode. This involves connecting a vapour return arm to the IG main at the manifold so that the entire displaced COT atmosphere is processed ashore rather than being vented direct to atmosphere.
The vessel is fitted with two 600mm manifold valves, port and starboard amidships, which are connected into the deck IG main line.
Most load ports, at present, allow venting to atmosphere. Where venting is permitted during loading, excess vapour is vented to atmosphere through the vent mast riser.
The ship’s maximum loading rate is contracted as 8,000m3/h, with a maximum loading rate to each centre tank of 3,180m3/h and 2,862m3/h for the wing tanks.
The ship’s maximum vapour transfer rate is ???m3/h, with the vapour transfer rate from each centre tank of ???m3/h and ???m3/h for each wing tank.
Loading at a Shore Terminal with VEC
Prior to any cargo operations the following vapour recovery parameters must be established at the pre-transfer conference:
• Present vapour pressure in the cargo tanks • The initial loading rate and maximum loading flow rate of
all concurrent cargo • The maximum vapour transfer the shore facility can handle,
including both system and berth limitations • Types of vapours which will be discharged from the present as
well as previous cargoes • The maximum pressure drop from the cargo tanks to the
vessel’s vapour manifold connection during the maximum cargo loading flow rate
• The operating pressure to be maintained in the cargo tanks • The maximum and minimum vapour operating pressures • The facility’s alarm and trip set points for high and low
pressures
• Verify that tank oxygen levels have been checked and are below 8%
• Verify that all level alarms have been tested within the last 24 hours
• Verify that all vapour recovery valves are in the correct
position
Procedure
All valves are initially shut.
a) Verify that the two IG deck master valves, ND001 and ND002, are shut.
b) Make sure the IG deck main is common with all individual COT IG spectacle pieces turned to the open position and the individual COT IG valves open.
c) Ensure that the yellow vapour connection piece is in place. Check that the shore hose has a current certification of a pressure test and that it is free of any defects.
d) Connect the vapour hose, using a new joint if necessary, ensuring that the hose is correctly supported.
e) Open the drain valves on the vapour header to ensure that all condensate is drained off and when completed shut these valves.
f) Open the amidships manifold valve to which the vapour recovery arm is connected.
g) Should the tank pressure drop to 0.01kg/cm2, the low pressure alarm will sound and it will be necessary to shut in the VEC manifold until loading is commenced or the flow rate is increased.
Cargo transfer operations are then carried out so that all vapour emissions are contained within a closed system. Tank pressures, flow rates and oxygen levels are to be constantly monitored.
At a Shore Terminal without VEC
There will be occasions where, due to lack of shore side vapour control systems, it will be necessary to carry out cargo transfers without their use.
In this situation it will be necessary to make use of the vessel’s vent mast riser to control the tank pressure during loading.
As with the enclosed system the pre-transfer conference will require the same information with the exception of those items relating to the shore facility.
The vent mast riser breather rate is set at 0.154kg/cm2 for pressure and, during loading the bypass valve ND004 should be set in the open position to ensure maximum flow through. The vent mast riser is designed to release the vapour at a rate that will propel the released vapour away from the vessel’s decks and clear of any danger areas.
During the use of the vent mast riser, care must be taken to ensure that changes in the climatic conditions, i.e. lightning or very calm conditions, do not interfere with the safety of the operations.
All valves are initially shut.
a) Verify that the IG deck master valves, ND001 and ND002, are shut.
b) Make sure the IG deck main is common with all individual COT IG spectacle pieces turned to the open position and individual tank IG valves open.
c) Open the vent mast riser valve ND004.
d) Start loading.
e) Monitor the IG main pressure regularly.
2.2/2.2.2 Page 2 of 2
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Issue: Final Draft
NG041V
NG029V
ND027
ND009
ND002
ND025 ND022
ND023 ND014 ND011
ND005
ND029 ND030
ND031 ND032
Spill Tank (Starboard)
Spill Tank (Port)
ND006
ND007 ND008
ND020
ND004
ND026 ND024
BA341
Minimum
2500mm
Lower
Grating in
Pump Room
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank (Port)
No.5 Water Ballast Tank (Starboard)
No.3 Cargo Oil
Tank (Centre)
No.2 Cargo Oil
Tank (Centre)
No.1 Cargo Oil
Tank (Centre)
No.4 Cargo Oil
Tank (Centre)
Vent
Riser
No.5 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.1 Cargo Oil
Tank (Port)
Slop Tank
(Port)
No.5 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.1 Cargo Oil
Tank (Starboard)
Void
Slop Tank
(Starboard)
No.4 Water Ballast Tank (Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Starboard)
Upper Deck
To
Transmitter
Panel
Pump Room
Water Ballast Main Line
Deck Seal
Water
Supply
Steam
Supply
Steam
Return
Shore
Connection
Port
Shore
Connection
Stb'd
Engine Room
Bulkhead
ND001 ND003
ND043ND042
To Cargo Oil Main Line
Key
Inert Gas
Sea Water
Steam
Condensate
Purge Pipe Locations
ND019
ND021ND018
ND013
ND015
ND010
ND012
PV
Breaker
ND016
NG017V
NG018V
P P
ND017
Illustration 2.2.4a Inerting Cargo Tanks During Discharge
Deck
Seal
2.2/2.2.3/4 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.2.3 LOADING
During the loading operation the main IG plant is shut down and the tank pressure is controlled via the vent mast riser or the VEC manifold. (See illus-tration 2.2.2a, which shows the paths via the VEC). If the vapour is not being discharged via the VEC to shore, the vapour paths will be the same except the flow will be out via the vent mast riser.
Loading at a Shore Terminal with VEC
Prior to any cargo operations the following vapour recovery parameters must be established at the pre-transfer conference:
• Present vapour pressure in the cargo tanks
• The initial loading rate and maximum loading flow rate of all concurrent cargo
• The maximum vapour transfer the shore facility can handle,
including both system and berth limitations
• Types of vapours which will be discharged from the present as well as previous cargoes
• The maximum pressure drop from the cargo tanks to the vessel’s
vapour manifold connection during the maximum cargo loading flow rate
• The operating pressure to be maintained in the cargo tanks
• The maximum and minimum vapour operating pressures
• The facility’s alarm and trip set points for high and low
pressures
• Verify that tank oxygen levels have been checked and are below 8%
• Verify that all level alarms have been tested within the last 24
hours
• Verify that all vapour recovery valves are in the correct position
Single Grade
Start with all valves in the IG system shut.
Position Description Valve
Either
Open IG main vent riser ND004
or
Open VEC manifold valve ND005, ND006, ND007 (Only if VEC is in use) or ND008
Ensure all cargo oil tank IG valves are open.
Multigrade
As this vessel is only equipped with a single deck IG main, it is only possible to load multiple grades concurrently when, and if, the cargo vapours are compatible.
2.2.4 DISCHARGING
Single or Multigrade
Part of the pre-discharge safety checks must be to ensure that the IG system is set up and the supply valves are open.
Prior to starting discharge it is necessary to start the IG plant with the system recirculating until the oxygen level is below 5%, see section 1.4 for inert gas operation.
When the quality of inert gas is satisfactory, regulate the supply of IG to the tanks by adjustment of the pressure controller i.e. automatic control of the deck supply valve and the capacity control valves.
Start the cargo pumps and observe the pressure of the inert gas as the discharge rate increases.
The capacity of the flue gas system is 20,630m3/h at 400mmWG. This ensures that during the period of minimum ullage space, the cargo pumps can be utilised without the danger of creating a vacuum. The pressure of the inert gas delivered to the deck can be adjusted to match the cargo discharge rate by use of the deck pressure controller in the cargo control centre on the main inert gas panel.
All valves are initially shut.
Position Description Valve
Open Deck isolating valves ND001, ND002
Ensure all cargo oil tank IG valves are open.
a) When the IG plant is running satisfactorily and within operational parameters for the delivery of IG, press the SELECT CON button on the sub-control panel in the cargo control room panel.
b) Adjust the set point of the pressure controller as required.
2.2/2.2.3/4 Page 2 of 2
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2.3 Loading Cargo
2.3.1 Loading a Single Grade Cargo
2.3.2 Loading a Two and Three Grade Cargo
Illustrations
2.3.1a Loading Cargo - Single Grade
2.3.2a Loading Cargo - Two Grades
2.3.2b Loading Cargo - Three Grades
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Cargo Single Grade
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.3.1a Loading Cargo - Single Grade
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem
FromFire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.3/2.3.1 Page 1 of 4
N.I.T.C.N
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.3 LOADING CARGO
Prior to arrival at the loading port, a number of communications take place between the loading terminal and the vessel. These are based on the ISGOTT guide checklists.
Particular attention should be given to:
• Emergency shutdown procedures
• Closed loading techniques
• Topping off techniques
• Oil spill response procedures
• The manifold area and the mooring systems
WARNINGThe 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 tanks and is solely in the double bottom area. If, at the same time, the cargo level is low, the combined effect of a relatively small displacement and the free surface effect in the cargo ballast tanks could result in a negative GM. This may lead to the vessel developing an angle of loll.
2.3.1 LOADING A SINGLE GRADE CARGO
Prior to arrival at the load port a number of checks and tests must be carried out, to verify the correct operation of the cargo hydraulic and monitoring systems.
Each vapour recovery/inert gas line is fitted with a breather combined pressure vacuum valve. The test levers on all PV valves must be operated to confirm that the valves are free to operate on their seats before loading or unloading.
After planning the stability, taking into consideration the maximum permissible draught, bunkers, water and extras, the loading of a single grade homogeneous cargo is relatively straightforward.
(Note: All loading operations are carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens.)
a) Make the IG system common, with the IG valves to all tanks open and their spectacle pieces turned to the open position.
b) Check that the IG deck isolating valves ND001 and ND002 are closed.
When preparing the system to load cargo, it is important to ensure that all valves are in the closed position prior to commencing the setting of the cargo lines.
c) Ensure that all overboard valves are in the closed position and sealed, and that the spectacle pieces are swung and secured in the closed position.
d) Ensure that all unused manifold valves are blanked and shut.
e) Open vent mast riser valve ND004 if VEC is not to be used. If VEC is to be used, see section 2.2.3.
f) Open the deck drop loading valves, the cargo group isolation valves and the required tank suction valves.
g) Open the manifold valves to which the loading arms are connected.
h) Start loading cargo at a slow rate into one tank. When cargo is confirmed as coming into the selected tank, other tank valves may be opened, as required, and the loading rate increased.
i) Create an appropriate stagger for controlled topping off and reduce the loading rate in ample time.
j) Ensure the ballast operations are completed in advance of the final topping off.
The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are normally COTs No.1 and No.5 centre.
Wing tanks are not recommended for use as trimming or finishing tanks.
Trimming tanks are filled to pre-planned ullages and then shut. They are brought to their final ullage towards the end of loading, at a reduced loading rate.
It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the IG main.
Slack tanks should be kept to a minimum in order to reduce the free surface effect.
Deballasting is to be started shortly after bulk loading is under way.
The maximum loading rate into any one centre cargo tank must not exceed 3,180m3/h and 2,862m3/h for the wing cargo tanks.
Initially all valves shut.
The manifold, manifold crossover, main line block and drop valves are operated from hydraulic control boxes situated near to the manifolds. Their positions are relayed back to the screen displays and console mimic panel. All other hydraulic valves are operated from the Super Cargo XL screen mimics.
Position Description Valve
Close Deck main IG isolating valves ND001, ND002
Open Manifold valve that the VEC recovery arm is connected to ND005, ND006 ND007 or ND008
Or
Mast riser if no VEC ND004
Open No.1, 2 and 3 group loading valves CL106, CL107 CL108
Open No.1 and 2 group isolation valves CL001, CL002
Open No.1 and 3 group isolation valves CL003, CL004
Open No.2 and 3 group isolation valves CL005, CL006
Open No.1, 2, 3, 4 and 5 wing COT and both slop tanks CL007, CL009 CL010, CL012 CL013, CL015 CL016, CL018 CL019, CL021 CL022, CL262 CL023, CL263
Open The manifold valves that loading arms are connected to (port side) CL098, CL099 CL100, CL101 (starboard side) CL102, CL103 CL104, CL105
k) Commence loading at the agreed slow rate until the initial safety and integrity checks are completed, then increase to the required full loading rate.
l) Stagger the tanks and reduce the loading rate in preparation for topping off tanks.
2.3/2.3.1 Page 2 of 4
N.I.T.C.N
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Cargo Single Grade
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
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H
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HH
HH
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HHH
H
H
H HH
H
H H H
H
H
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H
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H
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H
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H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.3.1a Loading Cargo - Single Grade
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem
FromFire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.3/2.3.1 Page 3 of 4
N.I.T.C.N
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NAL IRANIAN TANKER
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
m) Top off the first sets of COTs.
Whilst topping off the final sets of wing tanks, commence loading into one or more of the centre tanks to reduce the loading rate into the wing tanks.
Position Description Valve
Close No.1, 2, 3, 4 and 5 wing COT and both the slop tanks CL007, CL009 CL010, CL012 CL013, CL015 CL016, CL018 CL019, CL021 CL022, CL262 CL023, CL263
WARNINGEnsure that some of the second group of tanks are open before completion of the first group in order to avoid a pressure surge in the lines during changeover.
Position Description Valve
Open No.1, 2, 3, 4 and 5 centre COTs CL008, CL011 CL014, CL017 CL020
n) Shut the required finishing and trimming tanks at a suitable ullage, adjusting the loading rate as required.
o) Create an appropriate stagger for controlled topping off, reduce the loading rate in sufficient time.
p) On completion of cargo loading, drain all the loading tanks into a slack tank and close all valves.
q) Agree ship shore figures and disconnect the loading arms.
2.3/2.3.1 Page 4 of 4
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
Tank Cleaning
Heater
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.3.2a Loading Cargo - Two Grades
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem
FromFire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Cargo Grade - 1
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.3/2.3.2 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.3.2 LOADING A TWO AND THREE GRADE CARGO
Prior to arrival at the load port checks and tests must be carried out to verify the correct operation of the cargo hydraulic and monitoring systems.
Each vapour recovery/inert gas line is fitted with a breather combined pressure vacuum valve. The test levers on all PV valves must be operated to confirm that the valves are free to operate on their seats before loading or unloading.
After planning the stability, taking into consideration maximum permissible 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 that three grades are to be loaded and discharged whilst maintaining a two valve separation.
The following assumes that the vapours from each grade are compatible with the other grades being loaded. If this is not the case, only grades with compatible vapours can be loaded concurrently.
a) Make the IG system common with all spectacle blanks, cargo tank isolating valves and the vent mast riser open.
When preparing the system to load cargo, it is important to ensure that all valves are in the closed position prior to setting the cargo lines.
b) Set the cargo lines ensuring that the required valve segregation is observed. Double check the line settings prior to commencing cargo operations.
c) Ensure that all overboard valves are closed and sealed.
d) Ensure that all unused manifold valves are shut and blanked.
e) Open the required tank suction valves in each of the three groups.
f) Open the manifold valves to which the loading arms are connected.
g) Commence loading, one grade at a time at the agreed reduced rate. Once satisfied that the cargo is flowing only into the selected tanks, loading of the second and third grades can be 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.
j) On completion of loading, drain all the loading lines into slack tanks and close all valves on the cargo system.
The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are usually COTs No.1 and No.5, or body tanks such as COTs No.3.
Wing tanks are not recommended for use as trimming or finishing tanks.
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 rate.
It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main.
Slack tanks should be kept to a minimum in order to reduce the free surface effect.
Deballasting is to be started shortly after bulk loading is under way. Segregated ballast should be discharged as required to assist in maintaining a reasonable trim.
(Note: All loading operations are carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens.)
Loading a Two Grade Cargo
Assuming two valve separation is required to be maintained between the grades it is necessary to load using a combination of the loading groups. This could be either group one and two for the 1st grade and group three for the 2nd. Any combination of the groups can be used subject to the quantities required and the stress/stability requirements.
Assuming two grades being loaded. Initially all valves shut:
Position Description Valve
Close Deck main IG isolating valves ND001, ND002
Open Manifold valve that the VEC recovery arm is ND005, ND006 connected to ND007, ND008
Or
Mast riser if no VEC) ND004
Open No.1 and 2 group loading valves CL107, CL108
Grade OnePosition Description Valve
Open Group 1 cargo oil tank valves:
No.1, 2, 4, 5 centre and 3 wings CL008, CL011 CL017, CL020 CL013, CL015
Open Group 2 cargo oil tank valves:
No.3 centre, No.1 and 5 wings CL014 CL007, CL009 CL019, CL021
Open No.1 and 2 bottom line crossovers CL001, CL002
Open The manifold valves that loading arms are connected to: (port side) CL101, CL100
(starboard side) CL102, CL103
Grade TwoPosition Description Valve
Open No.3 group loading valve CL106.
Open Group 3 cargo oil tank valves:
No.2 and 4 wings and both slop tanks CL010, CL012 CL016, CL018 CL022, CL262 CL023, CL263
Open The manifold valves that loading arms are connected to: (port side) CL098, CL099 (starboard side) CL104, CL105
a) Commence loading grade 1 at the agreed slow rate until the initial safety and integrity checks are completed, including manifold and overside checks, then increase to the required full loading rate.
b) Commence loading group 2 in the same manner as for group 1.
c) Stagger tanks and reduce loading rates to comply with trim and stress requirements.
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 same order that they started.
2.3/2.3.2 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
Tank Cleaning
Heater
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.3.2b Loading Cargo - Three Grades
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem
FromFire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Cargo Grade - 1
Cargo Grade - 3
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.3/2.3.2 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
e) Drain all top lines and loading arms to a slack tank in each group.
f) Close all cargo valves.
g) Agree ship shore figures and disconnect the loading arms.
Loading a Three Grade Cargo
Assuming three grades being loaded. Initially all valves shut:
Position Description Valve
Close Deck main IG isolating valves ND001, ND002
Open Manifold valve that the VEC recovery arm is connected to ND005, ND006 ND007, ND008
Or
Mast riser if no VEC) ND004
Open No.1, 2 and 3 group loading valves CL106 CL107 CL108
Grade OneOpen Group 1 cargo oil tank valves:
No.1, 2, 4, 5 centre and 3 wings CL008, CL011 CL017, CL020 CL013, CL015
Grade Two Open Group 2 cargo oil tank valves:
No.3 centre 1 and 5 wings CL014 CL007, CL009 CL019, CL021
Grade ThreeOpen Group 3 cargo oil tank valves:
No.2 and 4 wings and both slop tanks CL010, CL012 CL016, CL018 CL022, CL262 CL023, CL263
Open The manifold valves that loading arms are connected to: (port side) CL098, CL099 CL100, CL101
(starboard side) CL102, CL103 CL104, CL105
a) Commence loading group 1 at the agreed slow rate until the initial safety and integrity checks are completed, including manifold and overside checks, then increase to the required full loading rate.
b) Commence loading group 2 followed by group 3 in the same manner as for group 1.
c) Stagger tanks and reduce loading rates to comply with trim and stress requirements.
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 same order that they started.
e) Drain all top lines and loading arms to a slack tank in each group.
f) Close all cargo valves.
g) Agree ship shore figures and disconnect the loading arms.
2.3/2.3.2 Page 4 of 4
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2.4 Discharging Cargo
2.4.1 Full Discharge
2.4.2 Discharge of a Single Grade Cargo with COW of No.1 Centre COT, No.4 Wings COT and Both Slop Tanks
2.4.3 Discharging a Three Grade Cargo, Full COW
2.4.4 Part Cargo Discharge
Illustrations
2.4.1a Full Cargo Discharge
2.4.2a Full Cargo Discharge, One Grade
2.4.2b Discharge Single Grade and Partial COW
2.4.2c Discharge Single Grade and Partial COW
2.4.3a Full Cargo Discharge, Group Three
2.4.3b Full Cargo Discharge, Group Two
2.4.3c Full Cargo Discharge, Group One
2.4.3d Full Discharge COW of Grade One Tanks
2.4.3e Full Discharge COW of Grade Two Tanks
2.4.3f Full Discharge COW of Grade Three Tanks
2.4.4a Part Cargo Discharge
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
Stripping Line
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.1a Full Cargo Discharge
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.1 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.4 DISCHARGING CARGO
2.4.1 FULL DISCHARGE
The following factors are to be considered prior to a full discharge:
• Maximum available draught at the berth
• Maximum allowable freeboard on the berth
• Grade segregation, if carrying multiple grades
• Crude oil washing requirements
• Heavy weather ballast requirements and the need to COW No.3 centre COT
• Maintenance of satisfactory trim and stress
• Ballasting operations
When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank IG connections are set up as required:
a) All COW valves are to be closed.
b) Ensure that all overboard discharge valves are closed and sealed and any spool pieces are removed.
c) The cargo pump system and the IG plant is to be prepared.
d) Open the main lines from the COTs to the main cargo pumps and then up to the manifolds.
e) Start the IG plant.
f) Open the manifold valves that the discharge arms are connected to.
g) Open one set of COTs to each main cargo pump (MCP).
h) Start each MCP slowly, watching the back pressures carefully.
i) When pumps and pressures are balanced, debottom all tanks by 1m in preparation for crude oil washing. If it is intended that the slop tanks are to be used for crude oil washing, they should be discharged and refilled with fresh ‘dry’ crude oil.
j) Increase to full speed discharge as per discharge plan and in agreement with the shore installation.
(Note: During draining it may be necessary to reduce the speed of the other main cargo pumps, so reducing the back pressure and improving draining performance.)
k) The ballast crossover to the bottom cargo line is normally kept closed and blanked. The spool piece between the cargo oil and ballast systems must be removed and the lines blanked.
l) The crossovers between the cargo lines in the pump room can be opened to optimise MCP performance, but care must be exercised.
m) At approximately 1.5m sounding, the vacuum pump system can be started and the automatic stripping system activated.
n) Crude oil washing can be started as required when the selected tanks are empty.
o) Upon completion of discharge, the cargo lines must be drained to the shore tanks. This can be achieved in two ways:
i) By dropping the lines to the slop tank and re-draining the slop tank to shore via the MARPOL Line.
or
ii) By draining the lines directly with the stripping pump and pumping the drainings ashore via the MARPOL Line.
During draining of the lines, the vacuum in the cargo lines must be broken via vacuum breaker valves CL199, CL264.
Segregated ballast loading should be started and maintained according to the discharging plan, consistent with maintaining the trim and stress within acceptable limits.
2.4/2.4.1 Page 2 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Cargo Grade - 1
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.2a Full Cargo Discharge, One Grade
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.2 Page 1 of 6
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.4.2 DISCHARGE OF A SINGLE GRADE CARGO WITH COW OF NO.1 CENTRE COT, NO.4 WINGS COT AND BOTH SLOP TANKS
Tank washing is done using the single stage method, commencing when the tank is almost dry. During washing, the level in the tank being washed should be kept as low as possible. The tank should be well drained towards the end of cleaning in order to obtain the best results.
Each tank should be washed for at least one full pattern of the cleaning machines, which takes approximately 75 minutes.
The normal maximum number of tanks that can be washed at any one time is two. However, the pressure in the tank cleaning line must not fall below 8kg/cm2.
(Note: Control of the cargo pumps and stripping operations during discharge is carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens.)
Commence with all valves closed.
Procedure to Operate Valves and Pumps using the Super Cargo XL Screen Mimics
a) Using the mouse and cursor on the screen display main menu, select the OPERATIONS tab on the right hand side of the page. From the pop up screen select HYD. OIL PUMP, the faceplate for the cargo/ballast valve hydraulic operation power pack will open, set the pumps into AUTOMATIC operation.
b) From the main menu page under the SYSTEMS group, select the appropriate sub heading to open the screen mimic(s) to carry out the valve and pump operations and the setting up of the AUS system.
Procedure to Discharge Cargoa) Inform the engine room to prepare the main cargo pumps for
operation and to start up the IG system.
b) Ensure all IG tank valves are locked open and all IG spectacle blanks swung in the open position.
Position Description Valve
Open Inert gas deck isolation valves ND001, ND002
Lock open Individual COT IG isolating valves ND011, 012, 010, 014 ND015, 013, 018, 017 ND016, 021, 020, 019 ND024, 023, 022, 026 ND025
c) Check that the cargo top line and ballast spool piece crossovers to the IG line are removed and flanges blanked.
Position Description Valve
Close Inert gas isolation valve to cargo main line ND003, CL138 CL139, CL140
Close Inert gas isolation valve to ballast system ND009, BA341
Close Inert gas mast riser valves ND004
Close Vapour emission manifold valves ND005, ND006 ND007, ND008
d) Ensure that all overboard valves are shut tight and sealed and the spool pieces are removed and flanges blanked.
Position Description Valve
Close Starboard sea chest sea valves CL057, CL068
Blank Spool piece adjacent to valve CL068
Close High overboard valves CL121, CL058
Blank Spool piece adjacent to valve CL121
e) Prepare the cargo system to discharge to shore from the Super Cargo XL system. Line up the cargo tanks valves. Each cargo tank valve should only be opened when ready to start according to the operations plan.
Position Description Valve
Open No.1, 2 and 3 CO main bulkhead CL052, CL051 isolation valves CL050
Open MCP suctions CL059, CL060 CL061
Open MCP discharge valves CL118, CL085 CL119, CL086 CL120, CL087
Open Group 1: No.1, 2, 4, and 5 centres CL008, CL011 and No.3 wings COT CL017, CL020 CL013, CL015
Open Group 2: No.1, 5 wings CL007, CL009 and No.3 centre COT CL014
Open Group 3: No.2, 4 wings COT CL010, CL012 and slop tanks CL016, CL018 CL262, CL022 CL263, CL023
f) When the shore terminal confirm that they are ready to receive cargo, open the following valves from the control boxes on deck:
Position Description Valve
Open No.1, 2 and 3 cargo line block valves CL111, CL110 CL109
Open The manifold valves that the loading arms are connected to: (port side) CL098, CL099 CL100, CL101 (starboard side) CL105, CL104 CL103, CL102
If loading arms are not connected to all manifolds, the discharge lines can be made common at the manifold crossover by opening valves CL112, CL113 CL114, CL115, CL116 and CL117 as required.
g) Start the COPs from the Super Cargo XL screen mimics.
h) Commence the discharge at minimum speed, carrying out all safety checks after each pump is started.
i) De-bottom all tanks by at least 1m to remove any wet crude once the system has been proved.
j) Once the system has been proved, and with the shore installation’s agreement, increase the pump speed until the maximum agreed back pressure or flow rate is achieved.
2.4/2.4.2 Page 2 of 6
N.I.T.C.N
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V
CO013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
H
H
CL067V
CL066V
CL250V
CL192V
Illustration 2.4.2b Discharge Single Grade and Partial COW
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
H
CL286V
CL070V
Key
Cargo Oil
2.4/2.4.2 Page 3 of 6
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
During bulk discharge, or if all three cargo pumps are not being used for discharge, the crossovers between the bottom lines, CL002 and CL001, CL003 and CL004, CL005 and CL006, can be opened as required. Alternatively, or in addition to the crossovers, the ballast suction crossover can be utilised to make all the bottom lines common, CL066, CL067, CL064, CL065, CL062 and CL063.
Adjust the discharge so that the slop tanks will be the first tanks to be drained and washed.
l) As the first tanks near draining level, the automatic unloading system should be set up as per section 1.3.3.
m) Drain the slop tanks ashore using No.3 COP and the automatic unloading system. When both slop tanks are at cleaning level set up system for COW.
Procedure to Crude Oil Wash the Slop Tanks
(Note: All tank cleaning valves are manual valves and are operated by hand.)
(Note: The tank cleaning pump is used for COW to allow maximum discharge ashore with the main COP.)
a) Warm up and prepare the tank cleaning pump for COW.
Position Description Valve
Closed Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning pump suction crossovers CL069, CL070
Open Tank cleaning main isolating valves CL135, CL001
Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to starboard slop tank CL252
Open Port slop tank stripping suction valve CL055
Open Stripping eductor drives CL080, CL081
Open Port slop tank cleaning machines CO022, CO078 CO101, CO076
b) Start the tank cleaning pump and commence the COW of the port slop tank maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
CAUTIONThe tank cleaning pump discharge valve CL095 should be opened slowly to allow the eductor and tank cleaning lines to fill, preventing unnecessary shock to the line.
c) When COW of the port slop tank is complete, drain well.
d) Stop the tank cleaning pump.
Position Description Valve
Close Tank cleaning pump discharge to tank cleaning line CL095
Close Tank cleaning main isolating valve CO001
Close Port slop tank cleaning machines CO022, CO078 CO101, CO076
Close Port slop tank stripping suction valve CL055
Close Eductor discharge to starboard slop tank CL252
e) Discharge the starboard slop tank using No.3 COP, drain well and set up to COW.
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CO001
Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Starboard slop tank stripping suction valve CL056
Open Stripping eductor drives CL080, CL081
Open Starboard slop tank cleaning machines CO023, CO077 CO100, CO075
f) Start the tank cleaning pump and commence the COW of the
starboard slop tank maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
g) When COW of the starboard slop tank is complete, drain well and then stop the tank cleaning pump.
Position Description Valve
Close Tank cleaning pump discharge to tank cleaning line CL095
Close Tank cleaning main isolating valve CO001
Close Starboard slop tank cleaning machines CO022, CO078 CO101, CO076
Close Starboard slop tank stripping suction valve CL056
Continue to discharge ashore all other bulk cargo using the maximum number of cargo pumps.
Refill the slop tanks with clean cargo to approximately 16m ullage, sufficient to cover the levelling line.
Procedure to COW No.3 Centre and No.4 Wing Tanks
As tanks reach draining level, drain them using the automatic unloading system.
a) When No.3 centre COT is at the cleaning level and almost dry:
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CO001
Open Stripping line bulkhead master CL053
Open Stripping line intermediate valves CL261, CL260
Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Starboard slop tank suction CL054
Open No.3 centre stripping suction valve CL047, CL026
Close No.3 centre main suction valve CL014
Open No.3 centre COT tank cleaning machines CO011, CO027 CO053, CO019
CO051, CO102 CO052
Open Stripping eductor drives CL080, CL081
Open Slop tank levelling valve CL039
b) Start the tank cleaning pump and commence the COW of the No.3 centre tank maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
2.4/2.4.2 Page 4 of 6
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V CO
013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
H
H
CL067V
CL066V
CL250V
CL192V
Illustration 2.4.2c Discharge Single Grade and Partial COW
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
H
CL286V
CL070V
Key
Cargo Oil
2.4/2.4.2 Page 5 of 6
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
c) When COW of No.3 centre COT is complete:
Position Description Valve
Close No.3 centre COT tank cleaning machines CO011, CO027 CO053, CO019
CO051, CO102
CO052
Close Tank cleaning main isolating valve CO001
d) Complete stripping of No.3 centre COT with the eductor.
Position Description Valve
Close Tank cleaning pump discharge to tank cleaning line CL095
Close No.3 centre stripping suction valve CL047, CL026
Close Intermediate stripping line valve CL260
Close Eductor discharge to port slop tank CL253
e) When No.4 wing COTs are at the cleaning level:
Position Description Valve
Open No.4 wing COTs stripping suction valves CL043, CL036 CL035
Close No.4 wing COTs main suctions CL018, CL016
Open No.4 wing COTs tank cleaning machines CO013, CO065 CO059, CO012 CO064, CO058 CO017, CO063 CO057
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Eductor discharge to port slop tank CL253
Open Tank cleaning main isolating valve CO001
f) Start the tank cleaning pump and commence the COW of the No.4 wing tanks maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
g) When COW of No.4 wing COTs are complete:
Position Description Valve
Close No.4 wing COTs tank cleaning machines CO013, CO065 CO059, CO012 CO064, CO058 CO017, CO063
CO057
Close Tank cleaning main isolating valve CO001
h) Complete stripping of No.4 wing COTs with the eductors, stop the tank cleaning pump.
Position Description Valve
Close No.4 wing COTs stripping suction valves CL043, CL036,
CL035
Close Tank cleaning pump discharge to tank cleaning line CL095
Close Stripping line bulkhead master valve CL053
Close Intermediate stripping line valve CL261
Close Stripping eductor suctions CL078, CL079
Close Eductor discharge to port slop tank CL253
i) Continue with remainder of discharge, draining tanks well with the automatic unloading system.
j) When all tanks except the slop tanks have been discharged, close No.1, No.2 manifolds and manifold crossovers. Use the eductor to strip round all tanks and lines not in use. Use No.3 COP to supply drive from the starboard slop tank and discharge back to the port slop tank.
Position Description Valve
Open No.3 COP discharge to tank cleaning line CL093, CL092
Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Stripping eductor drives CL080, CL079
Open Direct suction from starboard slop tank CL054
Open No.3 COP to ballast crossover CL062, CL063
During draining of the lines, the vacuum in the cargo lines must be broken by opening valves CL199 and CL264 which will vent the line into No.3 centre COT.
k) On completion of draining lines and tanks back to port slop tank, discharge the slop tanks ashore with No.3 COP. On completion it is necessary to drain the final top, bottom and pump room lines to shore via the MARPOL line using the stripping pump.
Position Description Valve
Close No.3 manifold valve CL099
Open No.3 line manifold crossover valves CL112, CL113
Open No.3 manifold stripping valves CL143, CL144
Open No.3 pump discharge to deck CL087
Open No.3 pump discharge valve bypass CL165
Open No.3 pump drain lines CL179, CL182
Open No.3 drop line valve CL106
Open No.3 discharge line block valve CL109
Open Manifold vacuum breakers CL199, CL264
Open Stripping discharge to the MARPOL line CL097
l) Stop the stripping pump when all the lines are drained and shut down all valves on the system at completion.
2.4/2.4.2 Page 6 of 6
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.3a Full Cargo Discharge, Group Three
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.3 Page 1 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.4.3 DISCHARGING A THREE GRADE CARGO, FULL COW
The following case example shows discharging three grades with a 100% COW in the following segregation;
Group 1
No.1, 2, 4, 5 centre and No.3 wings
Group 2
No.3 centre, No.1 and 5 wings
Group 3
No.2 and 4 wings and slop tanks
Prior to arrival at the discharge port, a cargo plan shall be completed covering all aspects of the proposed discharging operation. This will ensure that the stability, stress, draught and trim are all within acceptable levels throughout the discharge, and comply at all times with terminal restrictions.
In addition, the following factors are to be considered and included in the cargo plan prior to the discharge:
• Maximum available draught at berth
• Maximum available air draught at berth
• Grade segregation if necessary
• Crude oil washing requirements
• Heavy weather ballast requirements
• Maintenance of satisfactory trim
• Ballasting operation
(Note: To maximise the discharge rate and carry out a full COW it is preferable to discharge the slop tanks first to allow the COW to be carried out using the eductors.)
Ship/shore safety checklists shall be completed prior to starting cargo discharge, the cargo system lined up and valves double checked before start.
All cargo valves shall be checked closed prior to line up.
All hydraulic valves are operated from the Super Cargo XL system mimics or local hydraulic boxes on deck.
The following procedure follows on from 2.4.2, in that the IG system is running and within operational parameters, and that the cargo oil pumps are already warmed through and ready for operation.
(Note: It is common practice that the COW of cargo tanks is carried out using one of the other grades, with the permission of the shore teminal. Should it be necessary to maintain total segregation, then the slop tanks would have to be discharged first and the main cargo discharge stopped while the COW of the slop tanks was carried out. On completion of the slop tank COW, the slop tanks would be refreshed with the same grade and the main discharge continued. Draining and COW of the remaining set of tanks for this grade can be carried out using the slop tanks for the eductor and tank cleaning drives. The slop tanks would have to be discharged after each segregated grade then refreshed with the following grade ready for the discharge and COW.)
a) Ensure all cargo tank IG valves are locked open and all IG spectacle blanks swung in the open position.
Position Description Valve
Lock open Individual COT IG isolating valves ND011, 012, 010, 014 ND015, 013, 018, 017 ND016, 021, 020, 019 ND024, 023, 022, 026 ND025
b) Check that the IG deck main isolating valves are open, the cargo top line and ballast spool piece crossovers to the IG line are removed and flanges blanked.
Position Description Valve
Close Inert gas isolation valve to cargo main line ND003, CL138 CL139, CL140
Close Inert gas isolation valve to ballast system ND009, BA341
Close Inert gas mast riser valves ND004
Close Vapour emission manifold valves ND005, ND006 ND007, ND008
c) Ensure that all overboard valves are shut tight and sealed.
Position Description Valve
Close Starboard sea chest sea valves CL057, CL068
Blank Spool piece adjacent to valve CL068
Close High overboard valves CL121, CL058
Blank Spool piece adjacent to valve CL121
(Note: Control of the cargo pumps and stripping operations during discharge is carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens.)
Procedure to Discharge Group 3 Cargo
a) Line up the cargo pump room valves.
Position Description Valve
Open Discharge valves to No.1, 2 and 3 top lines CL109, CL110 CL111
Open No.1, 2 and 3 pump discharge valves CL085, CL086 CL087
Open No.3 bulkhead valve CL050
Open Pump room suction crossover valves CL066, CL076 CL064, CL065 CL062, CL063
b) Remove the blanks on the required manifold valves and connect the shore hoses. The vessel is now ready to commence discharge.
c) Line up the cargo tank valves.
Position Description Valve
Open Main suctions on both slop tanks CL023, CL263 CL022, CL262
d) When shore are ready, open the required midship manifold
valves.
Position Description Valve
Open Manifold valves connected as required (port) CL098, CL099 CL100, CL101 (starboard) CL105, CL104 CL103, CL102
2.4/2.4.3 Page 2 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.3a Full Cargo Discharge, Group Three
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
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Issue: Final Draft
e) Purge the cargo pumps of gas prior to start up to prevent damage to the pump and seals.
f) Commence discharge with No.3 MCP until checks have ascertained that there are no leaks in the system and that cargo is only being discharged from group 3 tanks.
g) Once confirmed as correct, open the rest of group three tanks and debottom to remove any traces of water.
Position Description Valve
Open Main suction valves on group 3 tanks CL012, CL010 CL018, CL016
h) Stop discharge of No.2 and No.4 wings and continue discharging the slop tanks only.
Position Description Valve
Close Main suctions on group 3 tanks CL012, CL010 CL018, CL016
i) As the slop tanks near draining level, the automatic unloading system should be set up as described in section 1.3.3.
j) Drain the slop tanks ashore using No.3 COP and the automatic unloading system. When both slop tanks are at the cleaning level, set up the system for COW. Stop No.3 COP and discharge to shore.
(Note: All tank cleaning valves are manual valves and are operated by hand at the individual tank cleaning machine.)
Procedure for the COW of the Slop Tanks
(Note: The tank cleaning pump is used for COW to allow maximum discharge ashore with the main COP.)
a) Warm up and prepare the tank cleaning pump for COW.
Position Description Valve
Closed Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning pump suction crossover valves CL069, CL070
Open Tank cleaning main isolating valves CL135, CL001
Open Stripping eductor suction valves CL078, CL079
Position Description Valve
Open Eductor discharge to starboard slop tank CL252
Open Port slop tank stripping suction valve CL055
Open Stripping eductor drives CL080, CL081
Open Port slop tank cleaning machines CO022, CO078 CO101, CO076
b) Start the tank cleaning pump and commence the COW of the port slop tank maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
CAUTIONThe tank cleaning pump discharge valve CL095 should be opened slowly to allow the eductor and tank cleaning lines to fill, preventing unnecessary shock to the line.
c) When COW of the port slop tank is complete, drain well.
d) Stop the tank cleaning pump.
Position Description Valve
Close Tank cleaning pump discharge to tank cleaning line CL095
Close Tank cleaning main isolating valve CO001
Close Port slop tank cleaning machines CO022, CO078 CO101, CO076
Close Port slop tank stripping suction valve CL055
Close Eductor discharge to starboard slop tank CL252
e) Discharge the starboard slop tank using No.3 COP, drain well and set up to COW.
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CO001
Open Stripping eductor suction valves CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Starboard slop tank stripping suction valve CL056
Open Stripping eductor drives CL080, CL081
Open Starboard slop tank cleaning machines CO023, CO077 CO100, CO075
f) Start the tank cleaning pump and commence the COW of the starboard slop tank maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
g) When COW of the starboard slop tank is complete, drain well and then stop the tank cleaning pump.
Position Description Valve
Close Tank cleaning pump discharge to tank cleaning line CL095
Close Tank cleaning main isolating valve CO001
Close Starboard slop tank cleaning machines CO022, CO078 CO101, CO076
Close Starboard slop tank stripping suction valve CL056
Discharge the port slop tank to shore with No.3 COP then continue to discharge ashore No.2 and No.4 wings using the maximum number of cargo pumps.
Refill the slop tanks with clean cargo to approximately 16m ullage, sufficient to cover the levelling line.
h) Stop No.1 and No.2 COP and drain No.2 and 4 wing tanks ashore using No.3 COP and the automatic unloading system as the tanks reach draining level.
i) When No.2 and No.4 wings COT are at the cleaning level, stop No.3 COP and prepare to COW using the tank cleaning pump and the starboard slop tank to provide drive for the eductors and tank cleaning machines.
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CL135, CO001
Open Stripping line bulkhead master valve CL053
Open Intermediate stripping line valves CL261, CL260 CL259
Open Stripping eductor suction valves CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Direct suction to starboard slop tank CL054
Open Stripping eductor drives CL080, CL081
Open Slop tank levelling valve CL039
2.4/2.4.3 Page 4 of 13
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.3b Full Cargo Discharge, Group Two
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.3 Page 5 of 13
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
j) Set up to COW No.2 wing tanks.
Position Description Valve
Open No.2 wings stripping suction valves CL032, CL031 CL041
Close No.2 wings main suction valves CL012, CL010
Open No.2 wings COT tank cleaning machines CO007, CO047 CO046, CO105 CO045, CL039 CO006, CO041 CO040
k) Start the tank cleaning pump and commence the COW of the No.2 wing tanks maintaining a pressure of 10kg/cm2 using the tank cleaning pump rpm or discharge valve to adjust the pressure as necessary.
l) When COW of No.2 wings COT is completed:
Position Description Valve
Close No.2 wings COT tank cleaning machines CO007, CO047 CO046, CO105 CO045, CL039 CO006, CO041 CO040
m) Complete the stripping of No.2 wings COT with the eductor and start COW of No.4 wing tanks.
Position Description Valve
Close No.2 wings stripping suction valves CL032, CL031 CL041
Open No.4 wing COTs stripping suction valves CL036, CL035 CL043
Close No.4 wing COTs main suction valves CL018, CL016
Open No.4 wing COTs tank cleaning machines CO013, CO065 CO059, CO012 CO090, CO058 CO107, CO063 CO057
Open Eductor discharge to port slop tank CO253
Open Tank cleaning main isolating valve CO001
n) When COW of No.4 wing COTs are complete:
Position Description Valve
Close No.4 wing COTs tank cleaning machines CO013, CO065 CO059, CO012 CO090, CO058 CO107, CO063
CO0578
Close Tank cleaning main isolating valve CO001
o) Stop the tank cleaning pump and discharge the slop tanks to shore with No.3 COP draining to shore with the automatic unloading system.
p) Once the first grade has been discharged and tanks are well drained, stop No.3 COP and set up for the discharge of the second grade.
Position Description Valve
Close No.3 bulkhead valve CL050
Procedure to Discharge Group 2 Cargo
a) Line up the pump room and deck valves.
Position Description Valve
Open Discharge valves to No.1, 2 and 3 top lines CL109, CL110 CL111
Open No.1, 2 and 3 pump discharge valves CL085, CL086 CL087
Open No.2 bulkhead valve CL051
Open No.2 cargo pump suction valve CL060
Open Pump room suction crossover valves CL066, CL076 CL064, CL065 CL062, CL063
b) Line up the cargo tank valves.
Position Description Valve
Open No.1 wing tank suction valves CL009, CL007
c) When shore are ready, open the required midship manifold valves.
Position Description Valve
Open Manifold valves connected as required (port) CL098, CL099 CL100, CL101 (starboard) CL105, CL104 CL103, CL102
d) Commence discharge with No.2 MCP until checks have ascertained that there are no leaks in the system and that cargo is only being discharged from No.1 wing tanks.
e) Once confirmed as correct, the remaining cargo pumps can be put on line and all cargo tanks on group 2 opened fully.
Position Description Valve
Open Cargo tank valves on No.2 line CL014, CL021 CL019
f) Increase the discharge rate to the maximum agreed rate and continue to discharge group 2 tanks to the draining level.
Once all of group 2 tanks have been debottomed, refill the slop tanks to 16m ullage with clean oil and set up the tank cleaning pump to drive the eductor and tank cleaning machines.
g) Discharge all of group 2 tanks. As the first set of tanks reach draining level, start the automatic unloading system and stop No.1 and 3 pumps as required.
h) As each set of tanks reaches draining level prepare to start COW using the tank cleaning pump to supply drive for the eductors and tank cleaning machines from the slop tanks.
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CL135, CO001
Open Stripping line bulkhead master valve CL053
Open Intermidiate stripping line valves CL261, CL260 CL259
Open Stripping eductor suction valves CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Direct suction to starboard slop tank CL054
2.4/2.4.3 Page 6 of 13
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.3c Full Cargo Discharge, Group One
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo Grade - 2
Key
Cargo Grade - 1
Cargo Grade - 3
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.3 Page 7 of 13
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Position Description Valve
Open Stripping eductor drives CL080, CL081
Open Slop tank levelling valve CL039
g) Start the tank cleaning pump and COW all group 2 tanks in sequence.
CAUTIONKeep a very close watch on the level of the slop tanks during this operation. There must be sufficient cargo remaining at all times to ensure that the levelling pipeline is covered.
Position Description Valve
Open Tank cleaning machines to No.1 wings CO004, CO038 CO032, CO003 CO037, CO031 CO002, CO036 CO030Open No.1 wing stripping suction valves CL040, CL030 CL029
Close No.1 wing main suction valves OT103. OT104
Close Tank cleaning machines to No.1 wings CO004, CO038 CO032, CO003 CO037, CO031 CO002, CO036 CO030Close No.1 wing stripping suction valves CL040, CL030 CL029
Open Tank cleaning machines to No.3 centre tank CO011, CO027 CO053, CO019 CO051, CO102 CO052
Open No.3 centre stripping suction valves CL047, CL026
Close No.3 centre main suction valve CL014
Close Tank cleaning machines to No.3 centre tank CO011, CO027 CO053, CO019 CO051, CO102
CO052
Close No.3 centre stripping suction valves CL047, CL026
h) Stop No.2 COP when No.5 wing tanks are at cleaning level, and then COW No.5 wing tanks.
Position Description Valve
Open No.5 wing stripping suction valves CL044, CL038 CL037
Close No.5 wing main suction valves CL021, CL019
Open Tank cleaning machines to No.5 wings CO016, CO074 CO073, CO068 CO067, CO108 CO072, CO066
Close Tank cleaning machines to No.5 wings CO016, CO074 CO073, CO068 CO067, CO108 CO072, CO066
Close No.5 wing stripping suction valves CL044, CL038 CL037
Close Tank cleaning line block valve CO001
i) Once group 2 cargo tanks have been washed, stop the tank cleaning pump and discharge the slop tanks ashore with No.2 COP draining well.
j) On completion of discharge of all group 2 grade, prepare to discharge the final grade ashore.
Procedure to Discharge Group 1 Cargo Tanks
a) Line up to discharge group 1 tanks with all three cargo pumps.
Position Description Valve
Open No.1 centre tank main valve CL008
Open No.1 bulkhead block valve CL052
b) When shore are ready, open the required midship manifold valves.
Position Description Valve
Open Manifold valves connected as required (port) CL098, CL099 CL100, CL101 (starboard) CL105, CL104 CL103, CL102
c) Commence discharge with No.1 MCP, until checks have ascertained that there are no leaks in the system and that cargo is only being discharged from No.1 centre tank.
d) Once confirmed as correct, the remaining cargo pumps can be put on line and all cargo tanks on group 1opened fully.
Position Description Valve
Open No.2 centre tank main valve CL011
Open No.4 centre tank main valve CL017
Open No.5 centre tank main valve CL020
Open No.3 wing tank main valves CL015, CL013
e) Debottom all group one tanks and refill the slop tanks to 16m ullage with clean oil and set up the tank cleaning pump to drive the eductor and tank cleaning machines.
Position Description Valve
Open Tank cleaning pump discharge to tank cleaning line CL095
Open Tank cleaning main isolating valve CO001
Open Stripping line bulkhead master valve CL053
Open Intermidiate stripping line valves CL261, CL260 CL259
Open Stripping eductor suction valves CL078, CL079
Open Eductor discharge valve to port slop tank CL253
Open Direct suction valve to starboard slop tank CL054
Open Stripping eductor drives CL080, CL081
Open Slop tank levelling valve CL039
f) As each set of tanks reaches its draining level prepare to start COW using the tank cleaning pump to supply drive for the eductors and tank cleaning machines from the slop tanks. Stop No.2 and 3 COPs as required.
2.4/2.4.3 Page 8 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.4.3d Full Discharge COW of Grade One Tanks
CL286V
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V CO
013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
Key
Cargo Oil
HCL070V
H
H
2.4/2.4.3 Page 9 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
g) When the first tank reaches cleaning level restart the tank cleaning pump and start to COW.
Position Description Valve
Close No.2 crossover suction valves CL064, CL065
Close No.3 crossover suction valves CL062, CL063
Open Tank cleaning machines to No.1 centre CO109, CO025 CO105, CO035 CO112, CO034 CO111, CO033 CO110, CO024
Open No.1 centre tank stripping valves CL045, CL028
Close Tank cleaning machines to No.1 centre CO109, CO025 CO105, CO035 CO112, CO034 CO111, CO033 CO110, CO024
Close No.1 centre tank stripping valves CL045, CL028
Open Tank cleaning machines to No.2 centre CO008, CO026 CO044, CO018 CO042, CO043
Open No.2 centre tank stripping valves CL046, CL027
Close Tank cleaning machines to No.2 centre CO008, CO026 CO044, CO018 CO042, CO043
Close No.2 centre tank stripping valves CL046, CL027Open Tank cleaning machines to No.4 centre CO014, CO028 CO062, CO020 CO061, CO103 CO060
Open No.4 centre tank stripping valves CL048, CL025
Close Tank cleaning machines to No.4 centre CO014, CO028 CO062, CO020 CO061, CO103 CO060Close No.4 centre tank stripping valves CL048, CL025Open Tank cleaning machines to No.5 centre CO017, CO029 CO071, CO104 CO070, CO021 CO069
Open No.5 centre tank stripping valves CL049, CL024
Close Tank cleaning machines to No.5 centre CO017, CO029 CO071, CO104 CO070, CO021 CO069
Close No.5 centre tank stripping valves CL049, CL024
Open Tank cleaning machines to No.3 wings CO010, CO056 CO055, CO106 CO054, CO048 CO009, CO050 CO049Open No.3 wing tank stripping valves CL042, CL034 CL033
Close Tank cleaning machines to No.3 wings CO010, CO056 CO055, CO106 CO054, CO048 CO009, CO050 CO049Close No.3 wing tank stripping valves CL042, CL034 CL033
Close Tank cleaning block valve CO001
h) When all tanks tanks have been COW stop the tank cleaning pump. With the eductor strip round all tanks and lines not in use. No.3 COP will supply the drive from the starboard slop tank and discharge back to the port slop tank.
Position Description Valve
Open No.3 COP discharge to tank cleaning line CL092, CL093
Open Stripping eductor suctions CL078, CL079
Open Eductor discharge to port slop tank CL253
Open Stripping eductor drives CL080, CL081
Open Direct suction from starboard slop tank CL054
Open No.3 COP to ballast crossover CL062, CL063
Open No.1 and 2 pump suction valves CL059, CL060
Open No.1 and 2 line bulkhead valves CL052, CL053
(Note: During draining of the lines, the vacuum in the cargo lines must be broken by opening valves CL199 andCL264 which will vent the line into No.3 centre COT.)
Position Description Valve
Open Stripping line bulkhead master CL053
Open Intermediate stripping line valves CL261, CL260 CL259
Open Eductor suction to No.1 and 2 lines CL072, CL073 CL074, CL075
Open No.1 pump crossover line valves CL066, CL067
Open No.2 pump crossover line valves CL064, CL065
Open No.1 and 2 pump discharge drain valves CL163, CL164
Open Eductor suction to cargo pump drain lines CL082, CL083
Open No.1 pump drain lines CL177, CL184
Open No.2 pump drain lines CL177, CL184
Open No.1 and 2 manifold line crossover valves CL116, CL117 CL114, CL115
Open No.1 and 2 drop line valves CL108, CL107
Open No.1 and 2 discharge line blocks CL111, CL110
Open Manifold vacuum breakers CL264, CL199
k) On completion of draining No.1 and 2 lines, slow down No.3 pump and prepare for discharging the slop tanks to shore.
Position Description Valve
Close No.1 and 2 bulkhead valves CL052, CL051
Close Eductor suction to No.1 and 2 lines CL072, CL073 CL074, CL075
Close No.1 pump crossover line valves CL066, CL067
Close No.2 pump crossover line valves CL064, CL065
Close No.1 and 2 pump discharge drain valves CL163, CL164
Close Eductor suction to cargo pump drain lines CL082, CL083
Close No.1 pump drain lines CL177, CL184
Close No.2 pump drain lines CL177, CL184
Close No.1 and 2 main line crossover valves CL116, CL117 CL114, CL115
Close No.1 and 2 drop line valves CL108, CL107
Close No.1 and 2 discharge line blocks CL111, CL110
Close Manifold vacuum breakers CL264, CL199
Close Direct suction from starboard slop tank CL054
2.4/2.4.3 Page 10 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
l) Discharge the slop tanks ashore with No.3 pump, and drain with the automatic unloading system.
Position Description Valve
Close Eductor discharge to port slop tank CL253
Close Eductor supply from No.3 pump CL092, CL093
Open No.3 COP discharge valve CL087
Open No.3 line block valve CL109
Open Slop tank suction valves CL023, CL263 CL022, CL262
m) Stop No.3 pump when the slop tanks are drained. Using the stripping pump and MARPOL line, strip the lines ashore via No.3 manifold.
Position Description Valve
Close No.3 manifold valve CL099
Close Stripping line bulkhead master valve CL053
Close Intermediate stripping line valves CL261, CL260 CL259
Open No.3 line manifold crossover valve CL112, CL113
Open No.3 manifold stripping valves CL144, CL143
Open No.3 pump discharge to deck valve CL087
Open No.3 pump discharge valve bypass valve CL165
Open No.3 pump drain line valves CL179, CL182
Open No.3 drop line valve CL106
Open No.3 discharge line block valve CL109
Open Manifold vacuum breaker valves CL264, CL199
Open Stripping discharge to MARPOL line CL097
Open Stripping pump suction valve CL083
n) Stop the stripping pump when all the lines are drained and shut down all valves on the system at completion.
2.4/2.4.3 Page 11 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.4.3e Full Discharge COW of Grade Two Tanks
CL286V
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V CO
013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
Key
Cargo Oil Grade 2
HCL070V
H
H
2.4/2.4.3 Page 12 of 13
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.4.3f Full Discharge COW of Grade Three Tanks
CL286V
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V CO
013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
Key
Cargo Oil Grade 3
HCL070V
H
H
2.4/2.4.3 Page 13 of 13
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Cargo Grade - 1
Stripping Line
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.4a Part Cargo Discharge
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.4 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.4.4 PART CARGO DISCHARGE
There are times due to reqirements where a partial discharge of cargo is required. This will only be carried out where all the stress and stability criteria are met.
The partial discharge may consist of one complete parcel of a multigrade cargo or part of a particular grade.
Prior to arrival at the discharge port, a cargo plan shall be completed covering all aspects of the proposed discharging operation. This will ensure that the stability, stress, draught and trim are all within acceptable levels throughout the discharge, and comply at all times with terminal restrictions.
In addition, the following factors are to be considered and included in the cargo plan prior to the discharge:
• Maximum available draught at the berth
• Maximum allowable freeboard on the berth
• Grade segregation, if carrying multiple grades
• Crude oil washing requirements
• Heavy weather ballast requirements and the need to COW No.3 centre COT
• Maintenance of satisfactory trim and stress
• Ballasting operations
Ship/shore safety checklists shall be completed prior to starting cargo discharge, the cargo system lined up and valves double checked before start.
All cargo valves shall be checked closed prior to line up.
All hydraulic valves are operated from the Super Cargo XL system mimics or local hydraulic boxes on deck.
The following procedure follows on from 2.4.3, in that the IG system is running and within operational parameters, and that the cargo oil pumps are already warmed through and ready for operation.
a) Ensure all IG tank valves are locked open and all IG spectacle blanks swung in the open position.
Position Description Valve
Lock open Individual COT IG isolating valves ND011, 012, 010, 014 ND015, 013, 018, 017 ND016, 021, 020, 019 ND024, 023, 022, 026 ND025
b) Check that the IG deck main isolating valves are open, cargo top line and ballast spool piece crossovers to the IG line are removed and flanges blanked.
Position Description Valve
Open Inert gas deck isolation valves ND002, ND001
Close Inert gas isolation valve to cargo main line ND003
Close Inert gas isolation valve to ballast system ND009, BA3421
Close Inert gas mast riser valves ND004
Close Vapour emission valves ND031, ND032 ND005, ND006
c) Ensure that all overboard valves are shut tight and sealed.
Position Description Valve
Close Starboard sea chest sea valves CL057, CL068
Blank Spool piece adjacent to valve CL068
Close High overboard valves CL121, CL058
Blank Spool piece adjacent to valve CL121
(Note: Control of the cargo pumps and stripping operations during discharge is carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens.)
d) Line up the cargo pump room valves.
Position Description Valve
Open Discharge valves to No.1, 2 and 3 top lines CL109, CL110, CL111
Open No.1, 2 and 3 pump discharge valves CL085 CL086, CL087
Open No.1 bulkhead valve CL052
Open No.1 cargo pump suction valve CL059
Open Pump room suction crossover valves CL066, CL067 CL064, CL065 CL062, CL063
Open No.1 stripping crossover valves OP208, OP209
e) Line up the cargo tank valves.
Position Description Valve
Open No.1 centre tank suction valve CL008
f) Line up the valves on deck.
g) Remove the blanks on the required manifolds and connect the shore hoses. The vessel is now ready to commence discharge.
h) When shore are ready, open the required midship manifold valves.
Position Description Valve
Open Manifold valves connected as required port CL101, CL100 CL099, CL098
starboard CL102, CL103 CL104, CL105
i) Purge the cargo pumps of gas prior to start up to prevent damage to the pump and seals.
j) Commence discharge with No.1 MCP until checks have ascertained that there are no leaks in the system and that cargo is only being discharged from No.1 centre tank.
k) Once confirmed as correct, the remaining cargo pumps can be put on line and all cargo tanks on group 1 opened fully.
Position Description Valve
Open Cargo tank valves on No.1 line CL008, CL011, CL017 CL020, CL015, CL013
l) Increase the discharge rate to the agreed rate and continue to discharge group 1 tanks to draining level.
m) As the first set of tanks reach draining level, start the automatic unloading system and stop No.2 and 3 pumps as required.
n) Open the stripping line master valve and then stripping suction valves on each of group 1 tanks as they reach draining level.
2.4/2.4.4 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Cargo Grade - 1
Stripping Line
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.4.4a Part Cargo Discharge
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.4/2.4.4 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Position Description Valve
Open Stripping line master valve CL053
Open Stripping suctions on group 1 tanks CL259, CL260, CL261 CL045, CL028 CL042, CL034, CL033 CL048, CL025 CL049, CL024
Close Group 1 main suctions CL008, CL011, CL017 CL020, CL015, CL013
n) Drain each group 1 tank with the automatic draining unloading stripping suctions, one tank at a time until empty.
o) Stop No.1 cargo pump on completion of draining and close group 1 cargo tanks.
Position Description Valve
Close Stripping suction valves on CL259, CL260, CL261 group 1 tanks CL045, CL028 CL042, CL034, CL033 CL048, CL025 CL049, CL024
Close No.1 cargo pump suction valve CL059
p) On completion of the discharge it is necessary to drain all top, bottom and pump room lines to shore via the MARPOL line using the stripping pump.
During draining of the lines, the vacuum in the cargo lines must be broken through valves CL199 and CL264 after a set of top crossover valves has been opened, CL112, CL113 or CL114, 115 or CL116, CL117.
2.4/2.4.4 Page 4 of 4
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2.5 Crude Oil Washing and Tank Cleaning System
2.5.1 Tank Cleaning System
2.5.2 Tank Cleaning Machine Description
2.5.3 Crude Oil Wash
2.5.4 Water Wash, (Cold or Hot)
Illustrations
2.5.1a Tank Cleaning System
2.5.2a Tank Cleaning Machine
2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet Length Pressure Graph
2.5.2c Tank Cleaning Machines
2.5.3a Crude Oil Washing Tank Cleaning System
2.5.4a Closed Cycle Washing, No.3 Centre
2.5.4b Slop Tank Heating and Deck Steam System
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.5.1a Tank Cleaning System
H
PI
CI PTPIPT
PTPT CIPI
PI
PI
H
H
H
HH
Sea
Chest
H
HH
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL251V
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
Sampling Point
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL122V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V CL137V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
ToOverboard
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
Slop Tank
(Stb'd)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V
CO013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL277V
CL122V
H
H
CL286V
CL070V
H
H
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Issue: Final Draft
2.5 CRUDE OIL WASH AND TANK CLEANING SYSTEM
2.5.1 TANK CLEANING SYSTEM
The tank cleaning system consists of 47 GUNCLEAN 270FT Mark 1 programmable fixed tank cleaning machine units, 45 are nozzle size 30mm and two nozzle size 20mm. The 30mm nozzle size units have a throughput of 90m3/h, while the 20mm nozzle units have a throughput of 45m3/h. Additionally there are four T-73 non-programmable submerged bottom washer units with throughput of 48m3/h and six GC4000 non-programmable submerged bottom washer units with throughput of 70m3/h. These figures are based on a line pressure of 8kg/cm2. From operational experience it has been judged that a more effective washing of the tanks is obtained when a line pressure of 10kg/cm2 used. The graphs shown in illustration 2.5.2b give the relationship between the line pressure and the jet length and throughput for the 270FT machines.
If the line pressure drops below 8kg/cm2 then washing should be stopped until the correct operating pressure can obtained. At no time should the pressure on COW washing line be raised above the line test pressure.
There are three programmable 270FT 30mm COW machines located in each centre cargo oil tank plus one non-programmable submerged GC4000 type machine, apart from No.1 centre cargo oil tank which has two GC4000 machines. Each wing cargo oil tank has three 270FT units fitted. The two 20mm diameter nozzle units are located in the slop tanks, one per tank.
A tank cleaning main line connects the machines to the main cargo line crossover so that any cargo pump can supply the drive fluid for COW and tank washing requirements.
One or both slop tanks can be utilised for tank cleaning operations. A balance line is fitted, principally for use during water washing, or for bottom COW of the cargo tanks.
Normal horizontal movement of the nozzle for the programmable units is approximately 1.5 rpm, the pitch angle change can be set to one of four programs using the program control lever. Pitch is the angular difference between two points on the tank side, with the nozzle pointing in the same direction on successive rotations. The elevation for starting the wash can be manually set by winding the gun to the required angle. The bottom washing machines are not programmable and begin operation upon opening the drive fluid supply valve.
2.5.2 TANK CLEANING MACHINE DESCRIPTIONDeck Mounted Machines
No. of units: 45Type: Gunclean 270FT Mark 1, 170° programmable Maker: Consilium ToftejorgNozzle size: 30mmLength of gun: 4mCapacity: 90m3/hOperating pressure: 10kg/cm2
No. of units: 2Type: Gunclean 270FT Mark 1, 170° programmable Nozzle size: 20mmLength of gun: 4mCapacity: 45m3/hOperating pressure: 10kg/cm2
Tank Mounted Machines
No. of units: 4Type: T-73Nozzle size: 2 x 16mmCapacity: 48m3/hOperating pressure: 10kg/cm2
No. of units: 6Type: GC4000Nozzle size: 25mmCapacity: 70m3/hOperating pressure: 10kg/cm2
The main tank cleaning machines are turbine driven, programme selectable, single nozzle units mounted in the tank top. The nozzle rotates in the horizontal plane combined with a very slow vertical movement. The turbine is driven by the power which is generated by the cleaning fluid.
The unit revolves at 1.5 rpm, depending on the drive fluid viscosity and the line pressure at the inlet housing. Limited adjustments to speed can be carried out. The machine has four programmes to choose from, all pre-programmed to give a tighter spray pattern in the bottom of the tank. It is also possible to programme the pitch angle of the nozzle to suit the actual tank in which the machine is fitted.
The nozzle angle scale indicates the elevation of the nozzle in the vertical plane, and the direction of the nozzle in the horizontal plane is shown by the direction of the tab on top of the lifting rod. See fig.3 illustration 2.5.2a.
The estimated time for one full washing cycle at 1.5 rpm and a pitch angle of 1.5° is 75 minutes for the wing tanks, 120 minutes for the centre tanks and 150 minutes for the slop tanks.
Verification that the cycle is complete can be ascertained by viewing the indicator on the top of each machine.
Programming
The 270FT power unit has a four-programme device built in. These programmes control the spacing of the helical pattern and the pitch angle.
The pitch angle is the angle that the nozzle rises or lowers for each revolution of the nozzle in the horizontal plane.
Because of the pre-programmed, varying helical pattern, the power unit automatically makes the helical pattern closer at the lower angles, (0° to 30°).
The steps between the programmes are fixed and are not adjustable.
The step between programme 1 to 2 is 1.0° pitchThe step between programme 2 to 3 is 1.0° pitchThe step between programme 3 to full is 5.5° pitch All values valid at 90° lift
The basic pitch angle, the pitch angle of programme 1 can be preset within certain limits by turning the adjusting screw on the programming unit. Because of the fixed steps between the different programmes, adjusting programme 1 also affects the other programmes.
The useful angle of programme 1 is 0° to 1.5°.
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Illustration 2.5.2a Tank Cleaning Machine
Tab - IndicatingNozzle Direction
Nozzle Angle ScaleIndicating Nozzle Angle
Fig. 3
Fig. 2
Fig. 1
Cover Retaining Screws
Hand Crank Screw
Fig. 4
Programming Knob
Programming Knob
Adjusting Screw
Rocker Assembly
Fig. 5
Cover Retaining Screws
Hand Crank Screw
110
120
100
3FULL 1
2
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To Preset Pitch Angles
See fig 4 illustration 2.5.2a.
a) Turn the programming knob to programme 1.
b) With the handle turn first the worm screw until the rocker assembly rests on the highest point of the cam.
c) Turn the adjusting screw to the point where the rocker starts to lift from the cam. This setting will give programme 1 a pitch angle of 0°. Turning the adjusting screw down, (clockwise) 0.75 revolutions raise the pitch angle to 1°.
For other settings see table below:
Turns Pitch0 0°
0.375 0.5°
0.75 1.0°
1.1 1.5°
Programmes with four different basic settings will give the angle shown in the table below. Intermediate settings are possible. The factory setting is shown in bold.
Programme 1 0° 0.5° 1.0° 1.5°
Programme 2 1° 1.5° 2.0° 2.5°
Programme 3 2° 2.5° 3.0° 3.5°
Programme Full 7.5° 8.0° 8.5° 9.0°
A basic 0° programme 1 pitch angle can be useful for a dirty area around the ullage level.
The full programme can be used for flushing.
Speed Adjustment
Slight alterations can be carried out, but is unlikely to be required during normal operation.
Operation of the Deck Mounted Units
Select the preset programme by turning the programming knob on top of the power unit, or set the machine manually as follows:
a) Remove the protective cover, see fig 2 illustration 2.5.2a.
b) Loosen the two screws on top of the power unit.
c) Unscrew the hand crank screw, on the side of the power unit and remove the programming knob, fitted with a grub screw.
d) Lift the cover.
e) Set the angle as described above.
f) Replace the cover.
g) Replace the hand crank screw.
(Note: The hand crank screw must be thoroughly tightened when the cover is refitted to avoid loosening during cleaning.)
h) Remove the hand crank screw and using the extension to the lifting gear screw turn the shaft with the handle supplied until the nozzle is raised to the starting point. See fig. 1 illustration 2.5.2a.
(Note: On the nozzle angle indicator, open arrows are for down and filled arrows for up.)
i) If spot washing is used to clean certain areas in a tank, use the shadow diagrams to find out the horizontal and vertical nozzle angles.
j) To start the machine, open the stop valve slowly to avoid liquid shock.
k) On completion of tank cleaning, reset the machine to the rest position by cranking the nozzle to the bottom position.
Tank Mounted Machines
No. of units: 4Maker: Consilium ToftejorgType: T-73Nozzle size: 2 x 16mm
No. of units: 6Type: GC4000Nozzle size: 25mmCapacity: 70m3/hOperating pressure: 10kg/cm2
The T-73 machine is a submerged gun which is a turbine driven, non-programmable, double nozzle tank cleaning unit, and is used to complement the deck mounted unit by giving coverage to less accessible areas. Two units are fitted in each slop tank.
The recommended rotation speed around the vertical axis is 1.5 rpm, which gives a full cycle in the region of 85 minutes when working alone.
The machines are started and stopped by simply opening or closing the inlet valve slowly.
Operation of these machines can be verified by checking the characteristic sound pattern of the machine.
The Gunclean GC4000 is a tank cleaning machine for submerged installations.
The cleaning media powers a turbine mounted in the vertical support. The turbine speed is reduced in an epicyclic gear and rotates the vertical housing slowly 360° around a vertical axis and turning the nozzle tube 360° around a near horizontal axis, resulting in a helical cleaning pattern.
One revolution of the vertical housing around the vertical axis corresponds to a 3.5 movement of the nozzle around the horizontal axis.
The recommended rotation speed around the vertical axis is 1.5 rpm gives a full cycle in about 70 minutes.
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Issue: Final Draft
H
H
304298292286274268262256250244232 238220214208202196190184178166160124 130 136 142 148 154118 172 262 280 334112106100948882767064 310 316 322 328
Tank Cleaning Openings for Portable Machines
COT No.5 Port
COT No.5 Starboard
Slop Tank
Starboard
Slop Tank
Port
COT No.5 Centre
COT No.4 Port
COT No.4 Starboard
COT No.4 Centre
COT No.3 Port
COT No.3 Starboard
COT No.3 Centre
COT No.2 Port
COT No.2 Starboard
COT No.1 Port
COT No.1 Starboard
COT No.2 Centre
COT No.1 Centre
GC 270 FT Mark I Machine 30mm Nozzle: 45 of units
GC 4000 Tank Cleaning Machine: 6 of units
T-73 Tank Cleaning Machine: 4 of units
GC 270 FT Mark I Machine 20mm Nozzle: 2 of units
Illustration 2.5.2b Tank Cleaning Machine Locations and Flow Rate/Jet Length Pressure Graph
100
120
80
Flow (m3/h)
Inlet Pressure (Bar)
607 8 9 10 11 12 13
35
307 8 9 10
Inlet Pressure (Bar)
Jet Length
(m)
11 12 13
40
Gunclean 270FT Mark 1, 30mm Nozzle
Gunclean 270FT Mark 1, 30mm Nozzle
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Issue: Final Draft
345
285
240
150
80 180 200
18
180
Deck Flange
Bottom View
Deck Opening
170°
500
Length
of Gun
345
Gunclean 270FT Mark I
Illustration 2.5.2c Tank Cleaning Machines
Gunclean TZ-73
140
175
259
308 356
171
Gunclean GC-4000WT
All measurements in mm
Perspective
180°
100190540
215
800
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Issue: Final Draft
Illustration 2.5.3a Crude Oil Wash
CL286V
H
PI
CI PTPIPT
PTPT CIPI
H
H
H
HH
Sea
Chest
H
HH
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL277V
PI
PI
Tank Cleaning
Heater
H H
CL251V
Sampling Point
CL122V
CL136V CL137V
ToOverboard
CL135V
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V CO
013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
Key
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL122V
H
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
Key
Cargo Oil
HCL070V
H
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Issue: Final Draft
2.5.3 CRUDE OIL WASH
Cargo oil tanks are crude oil washed to comply with both legislation (contingency ballast requirements) and Charterer’s requirements in order to achieve the maximum out-turn. This basically would be No.3 centre (nominated heavy weather ballast tank) and one quarter of the remainder. However, no tank requires to be washed more than once in four months, with the exception of ballast requirements.
A programme for the regular crude washing of cargo tanks is to be maintained. Crude oil washing permits the removal of oil fractions adhering to or deposited on the tank surfaces. These deposits, which would normally remain on board after discharge, are then discharged with the cargo. As a consequence, the need to water wash to remove residues is virtually eliminated. Water rinsing will be necessary if the tank is to be used for clean ballast.
A typical crude oil washing program is as follows:
1st Voyage: No.2 COT port and starboard, No.3 COT port, centre and
starboard, No.4 COT port and starboard, slop tanks port and starboard.
2nd Voyage:
No.1 COT centre, No.2 COT centre, No.3 COT port, centre and starboard, No.4 COT centre, No.5 COT centre, slop port and starboard.
3rd Voyage:
No.1 COT port and starboard, No.3 COT port, centre and starboard, No.5 COT centre, slop port and starboard.
Leakage of crude oil from the COW system is a potential fire and pollution hazard. Before use, the system should be pressure tested to working pressure and any leaks made good.
During operation the system must be kept under continuous observation and crude oil washing stopped when any sign of leakage or malfunction is detected.
Before commencing COW it is necessary to debottom all COTs, including the slop tanks. This will remove any water that may have settled during transit, thus considerably reducing static charges that may be created during washing.
If the slop tanks are to be used for crude oil washing, it is, subject to grade segregation, usually advisable to empty the slop tanks and recharge them with fresh dry crude prior to commencement. The levels to which the slop tanks are recharged are arbitrary, but sufficient ullage is required in the ‘clean slop tank’
(starboard), to allow for the cargo pump to maintain suction and the balance line to remain covered. The balance line is at approximately the half volume level in the starboard (clean) slop tank, and 0.4m above the tank bottom in the port (dirty) slop tank.
This method of COW allows for greater ullage and easier monitoring of the crude oil returns, but it is quite feasible to utilise a single slop tank for the operation, reducing the level occasionally to maintain a safe ullage.
COTs are crude oil washed during discharge by pumping dry crude, at a back pressure of about 10kg/cm2, the drive comes from the dedicated tank cleaning pump, via the tank cleaning line to the tank cleaning machines. Additionally, the drive can be bled off from any of the main cargo pumps.
The eductors driven by the same tank cleaning pump that is being used to drive the COW machines, are used to drain the oil fractions from the cargo tank bottom to a slop tank. Good draining is essential during COW operations.
If the portable COW machines are to be used for spot cleaning, then it is of utmost importance that the bonding wire is securely attached to the machine head before use, and the earthing clamp made fast to an earthing post.
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Illustration 2.5.4a Closed Cycle Washing No.3 CentreKey
Deck Mounted Type
Tank Cleaning Machine
Submerged Type Tank
Cleaning Machine
Sea Water
H
PI
CI PTPIPT
PTPT CIPI
PI
PI
H
H
H
HH
Sea
Chest
H
HH
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
CL251V
CL067V
CL066V
CL250V
CL192V
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
FromWater Ballast
System
Sampling Point
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL123V
CL122V
CL134V
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
CL097V
CL270V
FromVacuumSystem From
FireLine
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL050V
CL053V
CL253V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V CL137V
CL161V
CL168V
CL078V
CL084V
CL269V
CL128V
CL129V
CL267V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
ToOverboard
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL268V
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo Oil Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
No.1 Cargo Oil Tank (Port)No.2 Cargo Oil Tank (Port)No.3 Cargo Oil Tank (Port)No.4 Cargo Oil Tank (Port)No.5 Cargo Oil Tank (Port)Slop Tank (Port)
Slop Tank
(Stb'd)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)No.3 Cargo Oil Tank (Stb'd)No.4 Cargo Oil Tank (Stb'd)No.5 Cargo Oil Tank (Stb'd)Slop Tank (Stb'd)
Cargo
Line
To MARPOL
Line
Cargo
Line
Cargo
Line
CO001V
CO078V
CO076V
CO073V
CO072V
CO065V
CO054V
CO045V
CO038V
CO063V
CO056V
CO077V
CO075V
CO067V
CO066V
CO059V
CO057V
CO048V
CO039V
CO032V
CO030V
CO050V
CO101V
CO074V
CO064V
CO055V
CO046V
CO037V
CO007V
CO105V
CO043V
CO005V
CO035V
CO109V
CO004V CO
003V
CO100V
CO068V
CO058V
CO049V
CO040V
CO031V
CO022V
CO029V
CO108V
CO013V
CO027V
CO053VCO
012V
CO028V
CO014V
CO103V
CO011V
CO019V
CO051V
CO042V
CO060V
CO070V
CO020V
CO010V
CO106V
CO102V
CO052V
CO025V
CO026V CO
002V
CO008V
CO006V
CO018V
CO044V
CO047V
CO036V
CO041V
CO109V
CO107V
CO061V
CO104V
CO021V
CO069V
CO062V
CO071V
CO023V
CO016V
CO017V
CO095V
CO093V
CO090V
CO087V
CO084V
CO083V
CO080V
CO094V
CO091V
CO088V
CO085V
CO082V
CO079V
CO092V
CO089V
CO086V
CO112V
CO034V
CO111V
CO033V
CO110V
CO024V
CO081V
CL277V
CL122V
H
H
CL286V
H
H
CL070V
2.5/2.5.4 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.5.4 WATER WASH (COLD OR HOT)
Cold washing (water rinsing) of COTs is required for the following purposes:
• Prior to the ballasting of COTs which have previously been crude oil washed, where the ballast is to be treated as clean ballast.
• Prior to refit, or the inspection of COTs that have previously been crude oil washed.
(Note: Control of the pumps and valves during tank cleaning operations is carried out via the Super Cargo XL cargo screen display mimics, with all remote hydraulic valves other than those operated from their local control boxes being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the mimic panel on the console and on the Super Cargo XL mimic screens. All tank cleaning valves and the wash water inlet and outlet on the tank cleaning heater are manually operated. As an aid, the status of the manual valves on the screen mimics can be shown by clicking on the manually operated valves which will then turn to the line operation colour.)
Procedure for Operation of the COW System
When preparing the system for tank cleaning, it is important to ensure that all valves are in the closed position prior to setting the lines.
a) Ensure the COT to be washed is inerted and that the oxygen content is less than 8%.
b) Drain all crude oil from the tank cleaning main to the slop tank, by opening a slop tank cleaning machine and one of the machines at the forward end of the tank cleaning main. Ensure these valves are closed prior to commencement of tank cleaning.
c) Keeping both the main sea valves shut, line up the stripping pump from the sea chest to the port slop tank.
d) Open the slop tank balance line.
e) Start the stripping pump so as to create a vacuum at the inboard side of the sea suction.
f) Open the inboard sea valve, check for a vacuum, then open the outboard sea valve.
g) Line up the tank cleaning pump for tank washing from the sea suction to the tank cleaning main, and to the port slop tank via the eductors.
(Note: The vessel is fitted with a tank cleaning pump but any of the cargo oil pumps can also be used.)
h) Start the tank cleaning pump.
i) When the tank cleaning pump has suction, stop the stripping pump and shut it down.
j) Charge the slop tanks to a level that is higher than the balance line outlet in the starboard slop tank.
k) Change over the tank cleaning pump from the sea suction to the starboard slop tank suction, discharging to the port slop tank through the eductors. The eductors are used to drain the tank being washed.
l) Open the stripping suctions on the COT to be washed.
m) Open the required tank cleaning machines.
Complete at least one full pattern. The patterns given are for a general wash, the actual duration required will be found with experience. A slight port list is beneficial for draining purposes.
n) Monitor the slop tank ullages and total quantities carefully.
The above method of water wash is entitled ‘closed cycle’, and is considered to be the most manageable and controlled method of tank washing.
Closed Cycle Washing
Assuming No.3 centre COT is being washed for inspection using the tank cleaning pump.
a) Commence with all valves closed.
Position Description Valve
Open Stripping pump suction valves to sea chest CL082, CL071, CL069, CL070.
Open Stripping pump discharge valves to CL096, CL122, port slop tank CL272.
Open Slop tank balance line valve CL039
a) Start the stripping pump. When a vacuum shows on the suction side of the pump.
Position Description Valve
Open The inboard sea valve CL068
b) When a vacuum shows at the sea chest.
Position Description Valve
Open The outboard sea valve CL057
c) Monitor and verify there is a positive flow to the port slop tank.
Position Description Valve
Open Tank cleaning pump discharge line to both CL095 slop tanks via eductors CL081, CL080 CL253, CL252.
d) Start tank cleaning pump, when the rpm is steady and flow is established into the slop tanks, stop the stripping pump and close the tank cleaning pump suction valve CL071.
Position Description Valve
Close Stripping pump discharge valves to port slop tank CL096 CL122, CL272
e) Fill the slop tanks until there is sufficient water in each to cover the levelling line outlet in the starboard slop tank.
f) Change the tank cleaning pump to draw from the starboard slop tank suction and discharge back to the port slop tank via the eductors.
Position Description Valve
Open Starboard slop tank suction valve CL054
Close Inboard and ship side sea suction valves CL068, CL057
Close Eductor discharge valve to starboard slop tank CL252
g) The vessel is now ready to carry out tank cleaning, either using cold wash water from the slop tanks or if hot water is required the tank cleaning heater will have to be used.
2.5/2.5.4 Page 2 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
TI
TICI
Atmospheric Condenser
TI
LS LALMC
LC
OD
PI
SG057V
SG009V SG048V
SG011V
SC002V
SC003V
SC004V
SG010V
10kg/cm2 Steam
Service System
Pump Room
Starboard Slop Tank
Port Slop Tank
On DeckEngine Room
Illustration 2.5.4b Slop Tank Heating and Deck Steam System
Key
Steam
Condensate Feed Filter Tank (20m3)
From
Cargo Oil
Stripping Pump From
Engine Room
Services
To Bilge
Holding Tank
SA001SA035
SA038
SA009
SA044
SA020
SA010
SA043
SA019
SA011
SA042
SA018
SA012
SA041
SA017
SA013
SA040
SA016
SA014
SA039
SA015
SA002
SA030
SA029
SA036
HC-58
SA008
SA045
SA021
SA007
SA046
SA022
SA006
SA047
SA023
SA005
SA048
SA024
SA004
SA049
SA025
SA003
SA050
SA026
SA027
HC-62
SA031
SA032
SA033
SA034
Deck
Seal
Tank Cleaning
Heater
006
002
005
003
001
007
012
006
2.5/2.5.4 Page 3 of 4
Tank Cleaning Heater
SA012
Isolation Blanks
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
h) Open the tank cleaning line bypass valve CL135.
If a hot wash is to be conducted, the spectacle blanks on the tank cleaning heater must be turned into the open position. These blanks must be returned to the closed position after the hot wash is completed.
i) Open the stripping line bulkhead valve CL053, stripping line valves CL261 and CL260 and the stripping suction valves from No.3 centre cargo oil tank CL047 and CL026. Open the eductor suction valves CL078 and CL079.
j) Open the individual tank cleaning machine isolating valves on No.3 centre cargo oil tank.
No.3 cargo oil tank is now being water washed on a closed cycle. Maintain the required pressure for the tank cleaning machines and eductor drive by regulating on the tank cleaning pump discharge valve.
Hot Water Wash
In addition to the tank cleaning heater, both slop tanks are fitted with steam heating coils. This will aid in maintaining the temperature of the water during the hot wash process.
The tank cleaning heater and slop tank heating coils stream supply is fed from the engine room 10kg/cm2 system.
Each slop tank is fitted with six 158m heating coils, the heating ratio for each tank is 0.031m2 per m3.
When the tank heating heater is required for use, the spectacle blanks on the inlet and outlet sides will have to be changed over into the open position. These blanks ensure that the steam system and engine room are isolated from the cargo oil products. After completion of tank washing with water with the tank cleaning heater in line, these blanks MUST be returned to the closed position.
The steam inlet and condensate returns from the tank cleaning heater are controlled from the Super Cargo XL system screen displays in the CCR.
Each tank is fitted with a steam header and a condensate header. There are drain valves on the steam header and on the condensate header, which are used to test the quality of the condensate returns.
The condensate from the slop tank heating coils, deck seal heating coil and tank cleaning heater is led back to the feed filter tank through the atmospheric condenser and an inspection tank in the engine room.
The normal method of testing the coils is simply to crack steam on to the system and test the quality of the condensate returns.
WARNINGWater hammer in steam lines can be a problem resulting in possible damage to the pipe system and even steam line failure resulting in scalding of personnel. It is essential that all steam lines are drained of condensate and that steam be supplied to cold lines gradually with line drain valves open. This allows the steam line to warm through and for the condensate to drain.
Procedure for the Operation of the Slop Tank Heating System
All valves and drains are closed.
a) Open the main condensate return valve to the engine room, directing the slop tanks’ heating condensate to the atmospheric condenser.
b) Open the deck steam pressure regulator isolating valves, SG009V and SG010V, steam will now be available to the slop tank heating coils and the tank cleaning heater.
c) Open the steam inlet header drain valve SA035 and SA036, then crack open the header steam isolating valve SA001 and SA002. When the drains run clear close the drain valve.
d) Open the condensate drain valve on the condensate header and on each coil fully.
e) Open the steam inlets to each coil and warm through each coil slowly, until the steam header isolating valve is fully open.
f) Check the drain cocks on each coil for any contamination.
g) When all the drains have run clear open the condensate header return isolating valve SA027 and HC62.
h) Open the condensate outlet valves from each coil then close the drain valves.
If traces of oil emerge at the condensate drains valves, inform the chief officer and shut off the steam supply to that coil.
i) Monitor the observation tank for contamination.
Shutting Down the System
a) Shut off all individual tank steam and condensate valves.
b) Open drain valves to prevent a vacuum forming which could draw in oil through any pipe defects.
c) Close drain valves when the coils have reached ambient temperature, in order to prevent ingress of sea water during heavy weather.
d) Close the main supply and return valves.
Contamination
If contamination should occur at the observation tank proceed as follows:
a) Check the condensate drains on each slop tank and locate the defective coil.
b) Isolate the defective heating coil and insert blanks in the steam inlet and condensate outlet lines.
c) Proceed to heat the tank using the other coils.
Testing the Coils
The modern materials and the continuous welded construction used in the heating coils tend to offer reliable service. Routine testing by checking the condensate outlet when putting the system into use will normally suffice. However, pin holes can develop at welds and loose pipe brackets can cause fretting.
If contamination occurs, at the next possible opportunity, test the defective coil. This is done by supplying steam to the coil with the outlet valve closed, making a tank entry and locating the leakage.
A permanent repair will, in most cases, require welding. This would be carried out during refit. A near permanent repair can be carried out by cutting the coil in way of the defect and inserting a Yorkshire coupling.
2.5/2.5.4 Page 4 of 4
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2.6 Gas Freeing 2.6.1 Gas Freeing for Entry
2.6.2 Gas Freeing for Hot Work
Illustrations
2.6a Gas Freeing
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.6a Gas Freeing
A
C
D
B
F
Dilution with Air
Flammable
Mixture
Oxygen - Percentage by Volume
Flammability Composition
HydrocarbonGas-PercentagebyVolume
DilutionwithInertGas
Critical Dilution with AirDilution with AirH
E
5
G
10
15
0 5 10 15 20 21
Note: This diagram is illustrative only and should not be used for
deciding upon acceptable gas compositions in practical cases
PortableFan
Gas Freeing
Fresh Air
Fresh Air
Fresh Air from I.G. Blower
via the Cargo Filling Line
Fresh Air
To Vent MastRiser
Purging
Inert Gas via the Cargo
Filling Line
Inert Gas/Hydrocarbon Mixture
Fresh Air
Inert Gas at Low Pressure
Fresh Air
Fresh Air
Inerting
2.6/2.6.1 Page 1 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.6 GAS FREEING
Cargo oil tanks must be water washed, purged and gas freed prior to inspection. Cargo oil tanks must never be entered when inerted.
Prior to gas freeing any COT or gaseous space, the hydrocarbon content must be below 2% Hc, thus ensuring that the space will not pass through the flammable envelope as the oxygen percentage increases. (See Flammability Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.)
It is important to locally isolate tanks that are to be gas freed, so that inert gas cannot enter these tanks from adjacent, inerted tanks. The first stage in the gas freeing process is called purging.
Common practice is to purge a couple of tanks at a time and monitor the gas emitted until it is below 2% Hc. This method is termed replacing a tank atmosphere by DILUTION. The inert gas at high velocity is injected through the cargo main suction valves and mixes with the gaseous atmosphere, which is then vented through the inert gas main to the vent riser.
2.6.1 Gas Freeing for Entry
a) Line up the inert gas plant to supply IG to the cargo main by fitting the spool piece on the cross connecting line.
b) Monitor the emissions until the hydrocarbon meter readings are less than 2% Hc.
c) Upon completion of purging, the IG plant must be stopped, the pressure of the IG main minimised and the tank hatch opened.
d) Close the inert gas inlet valve and swing the spectacle blank into the closed position to the tank being gas freed. The tank can now be gas freed using the portable fans.
e) Monitor the tank atmosphere for oxygen until the readings are 21% O2.
f) Carefully monitor for LEL and ensure that the reading is consistently below 1% but preferably zero.
g) Test for H2S if necessary.
Alternative Method for Gas Freeing after the Cargo Oil Tanks have been Purged
In the event that several, or all, the COTs are to be gas freed; after the tanks have been purged, the inert gas fan(s) can be changed over to blow air to the tanks:
a) Check that all the COTs that are to be gas freed have been isolated, their IG inlet valve shut and the spectacle piece turned to the closed position.
b) Change over the inert gas blowers to fresh air blowing.
c) Restart one blower and blow air to the COT to be gas freed, via the spectacle piece cross connecting into the cargo top line. All lines must have been well drained.
d) Vent through the tank hatch. Gas free one COT at a time.
e) Monitor the oxygen at all levels in the cargo tank until 21% O2 is achieved.
f) Carefully test the tank for LEL and ensure that the LEL is zero. If deemed necessary, test the COT for H2S to ensure that it is within acceptable limits.
A Responsible Person is to Take Charge
A responsible officer will take charge of the entry operation, this person will be appointed by the Master, Chief Engineer or chief officer.
Potential Hazards to be Identified
Oxygen deficiency and/or the presence of toxic substances or flammable vapours.
Space Prepared and Secured for Entry
The space to be entered is to be secured against the ingress of dangerous substances. Valves are to have a positive method of displaying if open or shut, and of preventing them from being operated while entry is taking place. The OOW on watch on the bridge, or on the main deck, is to be informed of any tank entry.
Atmosphere Tested
The COT atmosphere is to be tested for both oxygen and LEL, at different levels and sections, and if remote checking cannot take place, entry is to be made wearing breathing apparatus, in a fully controlled manner. A Permit to Work certificate, of limited duration, will be required.
Entry into a space, without the use of breathing apparatus, is only permitted when the oxygen content is 21%, and the flammable gas content is nil. Where readings have been steady for some time up to 1% LEL is acceptable, in conjunction with the 21% oxygen.
Permit to Work Completed
A permit to work must be completed before entry. The permit should be of limited duration and should, in any case, not have a validity in excess of 24 hours.
Pre-Entry Preparations Made
The space must be thoroughly ventilated and the atmosphere tested and found safe for entry without breathing apparatus. Rescue and resuscitation equipment is to be at the entrance to the space, along with a responsible person who will maintain constant and full communications with the personnel throughout the time they are in the space. He will also maintain communications with the OOW.
All equipment is to be checked as being intrinsically safe.
Procedures During Entry
Ventilation is to be continued throughout the entry period. Should the ventilation fail, the operation is to be stopped and the personnel in the tank are to exit to the deck immediately.
The atmosphere must be tested at regular intervals to verify that it is still safe. Personal portable gas sampling equipment is supplied for this purpose. Careful monitoring of the personnel in the tank is to be carried out. Should the responsible person note any adverse signs, they are to issue the recall signal immediately and advise the OOW, who will sound the alarm and summon assistance.
In a similar manner, should any person in the tank feel adversely affected, in any way, they are to warn their companions and vacate the tank immediately.
2.6/2.6.1 Page 2 of 2
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.6.2 GAS FREEING FOR HOT WORK
In addition to the requirements of section 2.6 and 2.6.1 the following are to be complied with:
All the necessary terminal and port authority approvals are to be obtained.
A Hot Work Permit is to be issued.
Hot work must not reduce the vessel’s fire fighting potential.
Appropriate fire fighting equipment is to be ready for immediate use, including hoses run out and the fire pumps running.
All sludge scale and sediment for a distance of at least ten metres around the hot work area must be removed, including from the reverse side of frames and bulkheads. The adjacent tanks and spaces should be checked and rendered safe by either gas freeing or filling with water.
The COW line should be continuously pressurised from the fire main.
Cargo lines must have been thoroughly washed and be kept flooded with sea water.
If necessary, bunker tanks should be ventilated (where the LEL is in excess of 5%).
An adjacent bunker tank can be considered safe when the level of fuel oil is well above the level at which the work is being carried out and the LEL in its ullage space is below 5%.
All cargo and pump room valves are to be locked closed, or inhibited with a DO NOT OPERATE sign, posted for the duration of the repair period.
2.6/2.6.2 Page 1 of 1
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2.7 Ballasting and Deballasting Operations 2.7.1 Heavy Weather Ballasting
2.7.2 Line Cleaning
2.7.3 Oil Discharge Monitoring Equipment
Illustrations
2.7a Ballasting Operations
2.7b Deballasting Operations
2.7.1a Heavy Weather Ballasting
2.7.1b Heavy Weather Deballasting
2.7.2a Line Draining
2.7.2b Line Cleaning No.3 Main Cargo Pump
2.7.2c Line Cleaning No.2 Main Cargo Pump
2.7.2d Line Cleaning No.1 Main Cargo Pump
2.7.2e Line Cleaning Tank Cleaning Pump
2.7.2f Line Cleaning Stripping Pump
2.7.3a Oil Discharge Monitoring Equipment
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Illustration 2.7a Ballasting Operations
M
M
A A
Key
Ballast Water Main Suction
Ballast Water Stripping Suction
Vacuum Pump Unit
From
Inert Gas Main
BA
345
BA
334
BA
337
BA
322
BA
310
BA
320
BA
308
BA
318
BA
306
BA
316
BA
304
BA
314
BA311
BA361
BA362
BA312
BA
302
BA
321
BA
309
BA
319
BA
307
BA
317
BA
305
BA
315
BA
303
BA
313
BA
301
Upper Deck
Hydraulic
Control Pipe
BA342Separator
No.2 Water
Ballast Pump
4,000m3/h
BA338BA357
BA343 BA331
To Cargo Oil
System
BA327 BA363
BA364
BA333 BA336
BA360
BA359
BA330 BA326
BA323
BA332
BA324
BA334
BA335
BA325
No.2
No.1
Sea
Chest
SeparatorNo.1 Water
Ballast Pump
4,000m3/h
BA339BA358
Engine
Room
Seal
Tank
Upper Deck Upper Deck
No.5
Water Ballast Tank
(Port)
No.5
Water Ballast Tank
(Starboard)
No.5 Water Ballast
Tank Starboard
Pipe Trunking
No.4
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Port)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Starboard)
Fore
Peak
Tank
ND009
BA341
BA356
BA329
H
A
A
H
HHHHHHHHHH
HHHHHHHHH
HH
H
HH
H
H
H
H
H H H
H
H
H
H
H
H
H
H
H
BA328
H
BA340
VU011V
2.7 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.7 BALLASTING AND DEBALLASTING OPERATIONS
Ballasting
The ballast system is normally empty and dry prior to ballasting, it is, therefore essential to start ballasting slowly in order to avoid damaging the ballast line with surge pressure.
Upon commencing discharge of cargo and in accordance with the chief officer’s discharging plan, line up the ballast system to run in permanent ballast to selected tanks. Where possible, do not stop running into a tank until the double bottom is full and the water level is into the side tank area. This is in order to minimise the free surface effects. Care is essential to ensure that excessive stress, trim and list are avoided and that draught restrictions are not exceeded.
CAUTIONKeep ballast pump discharge valves shut to avoid ballast pump elements rotating during the running in of ballast.
a) Prior to commencing cargo or ballast operations check that valves CL134 and BA340, the emergency cargo oil line connection valves are closed, and that the spool piece in the connection to the cargo system is removed. Also check that valve BA341, the isolation valve from the IG main is closed and that the spool piece is removed.
b) Run in ballast to approximately the draught of the vessel i.e. to a level whereby pumping ballast would prove more efficient than running ballast.
c) Reset the ballast lines so that both pumps are pumping from sea to the ballast tanks. (See section 1.7.2 for direction on setting up the automatic ballast stripping system and priming the ballast lines and pumps.)
During ballasting it is advisable to keep the ballast system common and the pumps on similar load and back pressures. This ensures that the ballast wing tanks fill evenly and that in the event of a list, various ballast tanks can be partly closed without affecting the pumps.
d) Fill the majority of ballast tanks very close to the tank coaming (i.e. ensure that ballast tanks are at least 98% full without overfilling them). This ensures that the possibility of steel corrosion is minimised.
e) Shut down the ballast system upon completion of ballasting.
f) Always inspect the quality of the ballast as soon as possible after completion in order to ensure that it is clean.
To Run in Ballast
Initially all valves closed.
Position Description Valve
Open No.3 ballast tank suction valves BA305, BA306
Open Ballast pump suction valves BA330, BA331
Open Ballast line main isolation valves BA326, BA327
Open Mid ballast line isolating valves BA364, BA363
Open Ballast line crossover valves BA360, BA359
Open Forward crossover valves BA361, BA362
Open Ballast pump sea suction valves BA332, BA333
a) Ensure the automatic stripping is set to OFF and the VP and GEV are set to MANU.
b) Crack open the sea suction valve BA324 to prime the ballast line and flood the separator receivers. When the ballast line is fully primed and the separators indicate 70% full, open the sea valve fully.
c) Run sea water into No.3 WBT until the level is well into the side tank then change to another pair of WBTs. When all the ballast tanks have completed running in:
Position Description Valve
Closed Ballast pump(s) discharge valves BA338 BA339
Close Ballast pump suction valves BA331 BA330
Open Ballast main suction/discharge isolators BA329 BA328
d) Ensure that both ballast pumps have been set up for operation in the engine room and are ready for warming through via the Super Cargo XL screen mimic displays. When the pumps have completed the warming up run up to minimum speed. When the pumps are up to minimum speed, open the pump(s) discharge valve up to 75%. In any case, the pump discharge valve should not remain closed for more that 30 seconds after the pump has
reached minimum speed. Increase the pump speed to give the required throughput.
e) Reduce the pump discharge rate and top off the ballast tanks, stopping each pair at the required ullage.
f) On completion of ballasting operations shut the pumps down and close all valves.
g) Fill in the ballast water record book and ballast water management record books as necessary.
2.7 Page 2 of 4
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Issue: Final Draft
Illustration 2.7b Deballasting Operations
M
M
A A
Key
Ballast Water Main Suction
Ballast Water Stripping Suction
Vacuum Pump Unit
From
Inert Gas Main
BA
345
BA
334
BA
337
BA
322
BA
310
BA
320
BA
308
BA
318
BA
306
BA
316
BA
304
BA
314
BA311
BA361
BA362
BA312
BA
302
BA
321
BA
309
BA
319
BA
307
BA
317
BA
305
BA
315
BA
303
BA
313
BA
301
Upper Deck
Hydraulic
Control Pipe
BA342Separator
No.2 Water
Ballast Pump
4,000m3/h
BA338BA357
BA343 BA331
To Cargo Oil
System
BA327 BA363
BA364
BA333 BA336
BA360
BA359
BA330 BA326
BA323
BA332
BA324
BA334
BA335
BA325
No.2
No.1
Sea
Chest
SeparatorNo.1 Water
Ballast Pump
4,000m3/h
BA339BA358
Engine
Room
Seal
Tank
Upper Deck Upper Deck
No.5
Water Ballast Tank
(Port)
No.5
Water Ballast Tank
(Starboard)
No.5 Water Ballast
Tank Starboard
Pipe Trunking
No.4
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Port)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Starboard)
Fore
Peak
Tank
ND009
BA341
BA356
BA329
H
A
A
H
HHHHHHHHHH
HHHHHHHHH
HH
H
HH
H
H
H H H
H
H
H
H
H
H
H
H
BA328
H
BA340
VU011V
H
H
H
2.7 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Deballasting
WARNINGThe 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 tanks and is solely in the double bottom area. If, at the same time, the cargo level is low, the combined effect of a relatively small displacement and the free surface effect in the cargo ballast tanks could result in a negative GM which may lead to the vessel developing an angle of loll.
Deballasting should commence as soon after loading commences as practicable but in accordance with the chief officer’s loading plan. However, careful planning is essential to maintain the vessel at a suitable draught and trim consistent with weather conditions and any berth limitations.
The freeboard may need to be limited to that which can be safely accommodated by the loading booms or flexible hoses.
Procedure for Deballasting
a) Set the ballast lines for the running out of ballast and run the selected ballast tanks to sea.
b) When the first set have run to sea, shut them off and run the remaining ballast tanks to sea in the planned sequence.
c) Shut the sea valve and line up both ballast pumps, pumping from selected tanks to sea through the high overboard discharge.
d) Systematically pump out the bulk of ballast from all the ballast tanks.
e) Set up the automatic unloading system when tank levels are nearing approximately 1m and change over from the main suctions to stripping suctions.
f) Drain one set of tanks at a time to minimise turbulence and excessive movement on the pump discharge valve.
g) The automatic unloading system will indicate when the tank is empty.
If the automatic unloading system is not used the eductor system can be utilised.
h) Suspend bulk discharge of the ballast and line up either of the ballast pumps on the eductor system, taking driving water from the sea suction.
i) Commence educting the ballast tanks ensuring that the back pressure of the ballast pump is at least 3.5 bar through the eductors.
j) Reduce the sounding in all tanks to the minimum possible (usually less than 2cm). This will avoid the possibility of deadfreight, mud formation and excessive bottom corrosion.
k) Shut down the ballast system upon completion of draining.
To Run Out Ballast
Commence with all valves shut.
a) Prior to commencing cargo or ballast operations check that valves BA340 and CL134, the emergency cargo oil line connection valves are closed and that the spool piece in the connection to the cargo system is removed. Also check that valve BA341, the isolation valve from the IG main, is closed and that the spool piece is removed.
Position Description Valve
Open No.3 ballast tank suction valves BA305, BA306
Open Ballast line main isolation valves BA326, BA327
Open Mid ballast line isolating valves BA364, BA363
b) Ensure the automatic stripping is set to OFF and the VP and GEV are set to MANU. This is in order not to prime the ballast water into the vacuum tank due to the head of water in the ballast tanks.
Open Ballast pump suction valves BA330, BA331
Open Ballast pump sea suction valves BA332, BA333
Open Sea valve BA324
c) Run out No.3 WBT to sea level then change to another pair of WBTs.
When all ballast tanks have completed running out:
Position Description Valve
Open Ballast pump discharge isolating valves BA357, BA358
Closed Ballast pump(s) discharge valves BA338, BA339
Open Ballast overboard isolating valve BA325
Open Ballast overboard discharge valve BA323
Close Sea valve BA324
Close Ballast pump sea suction valves BA328, BA333
d) When the pumps have completed the warming up period, run up to minimum speed. When the pumps are up to minimum speed, open the pump(s) discharge valve up to 75%. Increase the pump speed to give the required throughput.
e) Pump out and drain the WBTs in a sequence with the loading of the cargo.
f) As the first tanks near draining level, the automatic unloading system should be set up as described in section 1.7.2.
g) As the level in the tank falls, open the stripping suction valve and close the main suction to drain the tank fully.
h) The automatic unloading system will indicate when the tank is empty.
The vessel also has stripping eductors as an alternative means of draining the ballast tanks.
To Drain No.3 WBT (For Example)
Position Description Valve
Open No.3 WBT stripping suctions BA317, BA318
Open Eductor suction valves BA337, BA336
Open Eductor drive water valves BA334, BA335
Open Ballast pump sea suction valve BA332 or BA333
Open Sea valve BA324
i) Stop the ballast pump not required for educting.
Position Description Valve
Close Discharge valve of the pump not BA357 or BA358 being used for eductor driving
Close Ballast pump suction valves BA330, BA331
Close Ballast overboard isolating valve BA325
j) Drain each of the other pairs of WBTs in turn.
The eductor drive water pressure can either be adjusted by adjusting the pump speed or by closing in on the pump discharge valve.
2.7 Page 4 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Sea Water
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
Key
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.1a Heavy Weather Ballasting
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.1 Page 1 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.7.1 HEAVY WEATHER BALLASTING
The ballast system is described in section 2.7. In the event of extreme weather conditions, where the Master considers that it would be prudent to ballast one or more sets of COTs, then the following procedure should be adopted:
a) Ensure that at the discharge port, heavy weather ballast tanks are suitably prepared in accordance with MARPOL 73/78 requirements. Normally No.3 centre COT is used.
b) Ensure that all the cargo lines to be used are well drained.
c) Carefully calculate the stress, trim and stability. To avoid sloshing, aim to ballast each COT to 98% capacity.
d) One of the MCPs may be used utilising the main sea valves and the pump room direct loading lines.
e) Where ballast is put into a tank which has been crude oil washed but not water rinsed, then the ballast in that tank is to be treated as dirty ballast.
A COT may not be used for additional ballast unless it was crude oil washed at the discharge port.
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 according to MARPOL 73/78 regulations in sea areas acceptable to the signatories. In addition COT ballast must be discharged with the ODME operational.
Ballasting No.3 Centre COT using No.2 Main Cargo Pump
In this instance it is assumed that No.3 centre has not been water rinsed and will be classed as dirty ballast.
(Note: The COPTs are set up for operation in the engine room and when ready, warming through, run up and speed control is carried out from the Super Cargo XL screen mimic displays. When the pumps are up to speed, open the pump(s) discharge valve fully. The stripping pump is also controlled from the Super Cargo XL screen displays in the CCR, although warming through the steam lines must be carried out manually in the pump room.)
Commence with all valves closed:
Position Description Valve
Open Stripping pump suction to sea crossover valve CL071 CL069 CL070
Open Stripping pump suction valves CL082
Open Stripping pump discharge valves to the CL122, CL272 port slop tank
Open Stripping pump discharge valve CL096
Open No.2 COP discharge valve CL086
Open No.2 COP discharge line to the port slop tank CL110 via No.2 bottom line, the No.2 to No.3 CL107 group isolation valves and the No.3 CL006, CL005
bottom line CL023, CL263
a) Check the drain line between the sea water ship side valve CL057 and the spectacle blank to ensure that valve CL068 is not passing.
b) Swing the spectacle blank on the sea water suction between CL057 and CL068. Start the stripping pump. When a vacuum shows on the suction side of the pump:
Position Description Valve
Open Inboard sea valve CL068
c) When a vacuum shows at sea chest:
Position Description Valve
Open Outboard sea valve CL057
d) Monitor and verify there is a positive flow to the port slop tank.
Position Description Valve
Open No.2 COP suction from the sea chest CL064, CL065
e) Start No.2 COP. When the speed is steady and a flow is established into the port slop tank, stop the stripping pump.
Position Description Valve
Close The stripping pump suction and discharge valves CL082 CL096
Close Stripping pump suction to sea crossover valves CL071 CL069 CL070
f) Carry out a basic line wash to the port slop tank.
g) After a short period of time open No.3 centre main suction.
Position Description Valve
Open No.3 COT centre main suction valve CL014
Close Crossover valves between No.3 and No.2 bottom lines CL006 CL005
Close Port slop tank suction valves CL023, CL263
h) Slowly increase the pump speed to full and ballast the tank to
the required ullage.
During the operation a good check must be kept on the IG pressure.
Excess pressure can be vented via the vent mast riser.
On completion of ballasting No.3 centre, it is considered prudent to drain No.3 bottom line to the port slop tank using the stripping pump.
If at any time the cargo pump should be stopped, for any reason, the pump suction valve to the sea line and the sea valve should be closed immediately.
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.
When the ballasting procedure is complete the spectacle blank in the sea water line must be returned to the closed position.
2.7/2.7.1 Page 2 of 4
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Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Sea Water
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
Key
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.1b Heavy Weather Deballasting
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.1 Page 3 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Deballasting No.3 Centre COT Using No.2 Main Cargo Pump
a) Swing the ODME overboard discharge spectacle piece between valves CL121 and CL058.
b) Inert gas will be required during this operation.
Position Description Valve
Open No.2 MCP suction and No.2 line CL060 bulkhead master valve on No.2 bottom line CL051
Open No.2 MCP discharge to the high overboard CL090 discharge valve CL091 CL094
c) Complete checks on the ODME.
Position Description Valve
Open High overboard discharge valve CL058
Open No.3 centre COT suction valve CL014
Open Port slop tank inlet valve CL272
The ODME will regulate the automatic operation of the discharge line valves to either the port slop tank CL122 or directly overboard, CL121.
d) Start No.2 MCP, maintain the pump at minimum speed and observe the overboard discharge.
e) Slowly increase the pump speed to full flow for the bulk discharge.
f) As the COT sounding nears the bottom, reduce the pump speed and maintain a good overside watch.
g) If the MCP discharge is not stopped by the ODME, stop No.2 COP and use the stripping pump to drain No.3 centre and cargo lines to the port slop tank. All the drainings are thus consolidated into one slop ready for decanting after a suitable waiting period.
h) Return the ODME overboard discharge spectacle blank to the closed position.
2.7/2.7.1 Page 4 of 4
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Line Drainings
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2a Line Draining
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 1 of 14
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
2.7.2 LINE CLEANING
Periodically it becomes necessary to wash and gas free all cargo tanks and pipelines for inspection and/or possible repair. In order to achieve this it is necessary to flush all pumps and lines with sea water, ensuring that all lines have been washed and subsequently gas freed on completion.
There follows an example of a line washing sequence in preparation for inspection and repairs.
Line Washing Sequence
It is important to ensure that all tanks and lines are well stripped ashore on completion of discharge. All COW machines shall be opened and the COW line allowed to drain into the cargo tanks.
(Note: The slop tanks should be filled to around the 50% level during the line washing. If the slop tanks reach this level prior to completion of flushing the system should be changed over to take suction from the slop tank on recirculation, closing the sea valve.)
(Note: Ensure all manifold pipe ends are tightly blanked.)
a) Drain the manifold top lines into No.3 wing tanks.
Position Description Valve
Open Manifold valves CL098, CL099, CL100, CL101
CL102, CL103, CL104, CL105
Open Manifold drain valves CL141, CL142, CL143, CL144 CL145, CL146, CL147, CL148 CL149, CL150, CL151, CL152 CL153, CL154, CL155, CL156
Open Drain to No.3 starboard tank CL157, CL158
Open Drain to No.3 port tank CL160, CL159
Open Manifold vacuum breakers CL199, CL264
Open Manifold crossover valves CL112, CL113 CL114, CL115 CL116, CL117
b) Drain the bottom lines into the slop tanks.
Position Description Valve
Open Bulkhead valves CL050, CL051, CL052
Open Eductor suction valves to bottom lines CL072, CL073 CL074, CL075 CL076, CL07
Open Slop tank direct suction valves CL055, CL056
Open Bottom line crossover valves CL001, CL002 CL003, CL004 CL005, CL006
c) Drain the cargo top lines via drops into the slop tanks.
Open Drops to No.1, 2 and 3 bottom lines CL106, CL107 CL108
Open Main line block valves CL109, CL110 CL111
d) Close ALL valves on the system on completion of draining.
2.7/2.7.2 Page 2 of 14
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
TC Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2b Line Cleaning No.3 Main Cargo Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 3 of 14
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Procedure to Line Wash with No.3 MCP
a) Line up the stripping pump on the main sea suction line to ensure that the line is stripped dry of any residual crude oil.
Position Description Valve
Open Stripping pump suction valve CL082
Open Stripping pump suction valve to sea line CL069, CL070 CL071
Open Stripping discharge valve to ODME CL096
Open High discharge valve to slop tank CL122, CL272
Open Intermediate sea valve CL068
b) Start the stripping pump and check to ensure that the sea suction line draws a vacuum.
c) Line up No.3 MCP for taking suction from sea to the slop tank.
Position Description Valve
Open Slop tank balance line CL039
Open No.3 MCP suction to sea line crossover valve CL062, CL063
Open No.3 MCP discharge valves CL087, CL120
Open No.3 block valve CL109
Open Manifold crossover valves CL112, CL113 CL114, CL115 CL116, CL117
Open No.1, and 2 bulkhead master valves CL051, CL052
Open No.1 line drop valve CL108
Open No.2 and 1 bottom line crossover valves CL001, CL002
Open No.1 and 3 bottom line crossover valves CL003, CL004
Open Port slop tank main suction valves CL023, CL263
Open Sea valve CL057
Start No.3 MCP, adjust valve CL120 and flush from the sea into the slop tank.
d) Stop the stripping pump and shut down the stripping system.
Position Description Valve
Close Stripping pump suction to sea line CL069, CL070 CL071
Close Stripping discharge to ODME CL096
Close High discharge valves to slop tank CL122, CL272
e) When confirmed that water is reaching the slop tank, flush No.1 and 2 bottom lines to the slop tanks via the stripping crossover valve.
Position Description Valve
Open Slop tank stripping suction valves CL055, CL056
Open No.1 line stripping crossover valves CL072, CL073
Open No.2 line stripping crossover valves CL074, CL075
Open No.2 line drop valve CL107
Close Port slop tank main suction valves CL023, CL263
f) Flush to the slop tank via the ODME line.
Position Description Valve
Open Block valve to ODME CL094
Open High discharge valves to slop tank CL122, CL272
Open Discharge valves to ODME line CL092, CL093
Close No.3 discharge valve to main line CL078
g) Stop No.3 MCP and line up No.2 MCP. Close the sea valve CL057 and discharge valve CL120 as No.3 MCP is stopped.
Position Description Valve
Close Sea valve CL057
Close No.3 MCP discharge valves CL120, CL087
Close No.3 MCP discharge to ODME CL092, CL093
Close No.3 MCP suction to sea line crossover valves CL062, CL063
Close No.1 line stripping crossover valves CL072, CL073
Close No.2 line stripping crossover valves CL074, CL075
2.7/2.7.2 Page 4 of 14
N.I.T.C.N
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2c Line Cleaning No.2 Main Cargo Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 5 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
Procedure to Line Wash with No.2 MCP
a) Set up No.2 MCP for line cleaning.
Position Description Valve
Open No.2 MCP discharge valves CL119, CL086
Open No.2 MCP sea line suction crossover valves CL064, CL065
Open No.2 line block valve CL110
Open No.2 to 3 line manifold crossover valves CL112, CL113 CL114, CL115
Open No.3 drop valve CL106
Open Port slop tank suction valves CL023, CL263
l) Start up No.2 MCP and open sea valve CL057 as required.
m) When confirmed that water is reaching the port slop tank, flush No.3 bottom line to the slop tanks via the stripping crossover valve.
Position Description Valve
Open Slop tank stripping suction valves CL055, CL056
Open No.3 line stripping crossover valves CL076, CL077
Open No.3 line bulkhead master valve CL050
Close Port slop tank suction valves CL023, CL263
n) Flush through No.2 MCP and No.3 bottom line into the slop tanks, then change over to flush through the eductor line.
Position Description Valve
Open No.1 and 2 eductor drives CL080, CL081
Open Eductor discharge to slop tanks CL252, CL253
Open No.2 MCP discharge to eductors CL090, CL091
Close No.2 MCP discharge to deck CL086.
o) Change over suction to flush up No.3 main line and down through No.2 line into the slop tanks via the eductors.
Position Description Valve
Open No.2 bulkhead valve CL051
Open No.3 bulkhead valve CL050
Position Description Valve
Open No.3 MCP sea line suction crossover valves CL062, CL063
Open No.3 MCP suction valve CL061
Open No.2 MCP suction valve CL060
Close No.2 MCP sea line suction crossover valves CL064, CL065
p) On completion of flushing, stop No.2 MCP and line up No.1 MCP. Close the sea valve CL057 and pump discharge CL119.
Position Description Valve
Close Sea valve CL057
Close No.2 MCP discharge valves CL086, CL119 CL090, CL091
Close No.2 line block valve CL110
2.7/2.7.2 Page 6 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
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PAN
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Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2d Line Cleaning No.1 Main Cargo Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 7 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
Procedure to Line Wash with No.1 MCP
a) Set up No.1 MCP to flush round the manifold crossover valves and down No.3 drop lines and into the port slop tank.
Position Description Valve
Open No.1 MCP sea line suction crossover valves CL066, CL067
Open No.1 MCP discharge valve CL118
Open No.1 MCP discharge to top line valves CL085
Open No.1 block valve CL111
Open No.3 drop valve CL106
Open Port slop tank main suction valves CL023, CL263
b) Start No.1 MCP and open valve CL057 as required. Flush over the top line into the port slop tank via the manifold crossover valves.
On completion of line flushing it is necessary to flush into all cargo tanks to clear any dead ends.
c) Set up No.1 MCP to flush round the manifold crossover valves and down No.2 and 3 drop lines ready to flush into each of the cargo tanks.
Position Description Valve
Open No.1 and 2 bottom line crossover valves CL001, CL002
Open No.2 and 3 bottom line crossover valves CL005, CL006
Open No.1 and 3 bottom line crossover valves CL003, CL004
Open No.3 line drop valve CL106
Open No.2 line drop valve CL107
Open Starboard slop tank main suction valves CL022, CL262
Close Port slop tank main suction valves CL023, CL263
Open No.4 starboard suction valve CL016
Close Starboard slop tank main suction valves CL022, CL262
Open No.4 port suction valve CL018
Close No.4 starboard suction valve CL016
Open No.5 port suction valve CL021
Close No.4 port suction valve CL018
Open No.5 starboard suction valve CL019
Position Description Valve
Close No.5 port suction valve CL021
Open No.3 centre suction valve CL014
Close No.5 starboard suction valve CL019
Open No.2 port suction valve CL012
Close No.3 centre suction valve CL014
Open No.2 starboard suction valve CL010
Close No.2 port suction valve CL012
Open No.1 port suction valve CL009
Close No.2 starboard suction valve CL010
Open No.1 starboard suction valve CL007
Close No.1 port suction valve CL009
Open No.5 centre suction valve CL020
Close No.1 starboard suction valve CL007
Open No.4 centre suction valve CL017
Close No.5 centre suction valve CL020
Open No.3 port suction valve CL015
Close No.4 centre suction valve CL017
Open No.3 starboard suction valve CL013
Close No.3 port suction valve CL015
Open No.2 centre suction valve CL011
Close No.3 starboard suction valve CL013
Open No.1 bulkhead master valve CL052
Open No.2 bulkhead master valve CL051
Open Eductor suctions from No.1 line valves CL072, CL073
Open Direct suctions to slop tanks valves CL055, CL056
Close No.2 centre suction valve CL011
Open Eductor suction valves from No.2 line CL074, CL075
Close Eductor suction valves from No.1 line CL072, CL073
Close Eductor suction valves from No.2 line CL074, CL075
Open Stripping line bulkhead master valve CL053
Open Stripping line blocks to 1 - 5 wings valves CL040, CL041 CL042, CL043 CL044
Open No.1 wing stripping suctions valves CL029, CL030.
Position Description Valve
Close Direct suction valves to slop tanks CL055, CL056
Open No.1 centre stripping suction valves CL045, CL028
Close No.1 wing stripping suction valves CL029, CL030
Open No.2 wing stripping suction valves CL031, CL032
Close No.1 centre stripping suction valves CL045, CL028
Open No.2 centre stripping suction valves CL027, CL046
Close No.2 wing stripping suction valves CL031, CL032
Open No.3 wing stripping suction valves CL033, CL034
Close No.2 centre stripping suction valves CL027, CL046
Open No.3 centre stripping suction valves CL026, CL047
Close No.3 wing stripping suction valves CL033, CL034
Open No.4 wing stripping suction valves CL035, CL036
Close No.3 centre stripping suction valves CL026, CL047
Open No.4 centre stripping suction valves CL025, CL048
Close No.4 wing stripping suction valves CL035, CL036
Open No.5 wing stripping suction valves CL037, CL038
Close No.4 centre stripping suction valves CL025, CL048
Open No.5 centre stripping suction valves CL024, CL049
d) During the above flushing into the cargo tanks, also flush through the manifold drains into No.3 wing tanks.
Position Description Valve
Open Manifold drain valves CL141, CL142, CL143, CL144 CL145, CL146, CL147, CL148 CL149, CL150, CL151, CL152 CL153, CL154, CL155, CL156
Open Drain valves to No.3 starboard tank CL157, CL158, CL201
Open Drain valves to No.3 port tank CL160, CL159, CL200
Open Manifold crossover valves CL112, CL113, CL114 CL115, CL116, CL117
Open No.1, 2, 3 and 4 manifold valves CL098, CL099, CL100 CL101, CL102, CL103 CL104, CL105
Close in on valves CL106 and CL107 as required to divert the flow of water.
2.7/2.7.2 Page 8 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2d Line Cleaning No.1 Main Cargo Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 9 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
On completion of flushing the manifolds to No.3 wing tanks proceed to flush the cargo stripping line through to the slop tank.
Position Description Valve
Open Cargo stripping line block valve CL097
Open Stripping pump discharge valve to ODME CL096
Open Port slop tank discharge valves CL122, CL272
Close Drain valves to No.3 port CL160, CL159, CL200
Close Drain valves to No.3 starboard CL157, CL158, CL201
e) Flush through the eductors into the slop tanks.
Position Description Valve
Open Eductor suction valves CL079, CL080
Open Eductor discharge valves to slop tanks CL252, CL253
Open Eductor suction crossover valves CL072, CL073
f) Change over to flush through the ODME into the slop tank.
Position Description Valve
Open Discharge valve to ODME CL094
Open No.1 MCP discharge valves to ODME CL088, CL089
Close No.1 MCP discharge valve to deck CL085
Close Stripping pump discharge valve to ODME CL096
g) Stop No.1 MCP on completion and close valves CL057 and CL118. Line up to flush internally.
Position Description Valve
Close Sea valve CL057
Close Intermediate sea valve CL068
Close No.1 MCP discharge valve CL118
Open Eductor suction valves to No.1 line CL066, CL067
Open Starboard slop stripping suction valve CL056
Open No.1 MCP suction valve CL059
Open No.1 MCP discharge valves to ODME line CL088, CL089
Open Block valve to ODME line CL094
Open High discharge valves to port slop tank CL122, CL272.
h) Start up No.1 MCP, open valve CL118. Flush the starboard slop to the port slop tank.
i) Stop No.1 MCP on completion.
2.7/2.7.2 Page 10 of 14
N.I.T.C.N
ATIO
NAL IRANIAN TANKER
COM
PAN
Y
Iran Dena Cargo System Operating Manual
Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2e Line Cleaning Tank Cleaning Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 11 of 14
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Issue: Final Draft
Procedure for Line Wash with the Tank Cleaning Pump
Prior to any tank cleaning it will be necessary to ensure the tank cleaning pump has been flushed through.
a) Draw from the starboard slop tank and discharge back into the port slop tank; ensure the balance line is open.
Position Description Valve
Open Tank cleaning pump suction valves CL069, CL070
Open Tank cleaning pump discharge valve CL095
Open Block valve to ODME line CL094
Open High discharge valves to port slop tank CL122, CL272
Open Starboard slop tank suction valve CL054
b) Start the tank cleaning pump and flush from the starboard to the port slop tank.
c) Using the procedure described for water washing, line up to tank clean all cargo tanks using both the slop tanks with the balance line open.
d) Strip all pump room lines on completion of washing.
2.7/2.7.2 Page 12 of 14
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Issue: Final Draft
PT
H
PI
CI PTPIPT
PTPT CIPI
PI
PT
PT
H
H
H
HH
Sea
Chest
H
HH
Key
Tank Cleaning
Heater
H
HH
CI PTPIPT
HH
CI PTPIPT
H
CI PTPIPT
H
H
H
HH
H
HH
H
HH
H
H
H
H
H H H
H H
H H
H
H
H
H
H
H
H
H
H
HH
HHH
HH
H
H
H
HH
H
H
H
H
H
H
H
HH
HH
HH
HH
HH
HH
HHH
H
H
H HH
H
H H H
H
H
H
H
H
H
H
H
H
H
H
H
H
H
H HHH
A
A
A
H
H
H
H
H
H
H
H
H H H H
H H H H
H
H
CL067V
CL066V
CL250V
CL192V
CL198VCL106V
CL107V
CL108V
CL195V
Illustration 2.7.2f Line Cleaning Stripping Pump
CL057V
Steam and AirCondensate
No.1
No.2
No.3
Cargo Oil Pumps(5,500m3/h x150mth)
Tank Cleaning Pump (3,000m3/h x150mth)
Cargo Oil Stripping Pump (450m3/h x150mth)
8k Air
8k Air
FromWater Ballast
System
Sampling Point
Pipe Trunk
CL068V
CL184V
CL177V
CL163V
CL183V
CL178V
CL164V
CL182V
CL179V
CL165V
CL181V
CL140V
CL133V
CL138V
CL131V
CL139V
CL132V
CL123V
CL251V
CL122V
CL134V
To Tank Cleaning Main
CL096V
BilgeSuction(Aft)
BilgeSuction(Fwd)
BilgeSuction(Void
Space)
Cargo Oil Stripping Line
No.1 Cargo Main Line
No.2 Cargo Main Line
No.3 Cargo Main Line
CL097V
CL270V
CL256V
FromVacuumSystem From
Fire Line
FromInert Gas
Main
CL180V
CL166V
CL059V
CL065V
CL064V
CL069V
CL063V
CL062V
CL060V
CL061V
CL087V
CL120V
CL095V
CL071V
CL076V
CL077V
CL074V
CL075V
CL072V
CL073V
CL119V
CL086V
CL118V
CL085V
CL089V
CL088V
CL091V
CL090V
CL093V
CL092V
CL124V
CL054V
CL252V
CL055V
CL272V
CL277V
CL050V
CL053V
CL253V
CL109V
CL110V
CL111V CL116V CL117V
CL147V
CL101V
CL148V
CL112V CL113V
CL114V CL115V
CL121V
CL051V
CL071V
CL052V
CL056V
CL125V
CL126V
CL127V
CL130V CL082V
CL254V
CL136V
CL137V
CL161V
CL168V
CL078V
CL084V
CL058V
CL269V
CL128V
CL129V
CL267V
CL201V
CL200V
No.1
No.2
Cargo OilStrippingEductors(700m3/h)
Pump Room BilgeStripping Eductors
(10m3/h)
CL083V
CL080V
CL079V
CL081V
CL094V
CL135V
CL255V
CL206V
CL213V
CL225V
CL160V
CL159V
CL158V
CL212V
CL226V
CL211V
CL227V
CL210V
CL228V
CL145V
CL100V
CL146V
CL207VCL143V
CL099V
CL144V
CL208VCL141V
CL098V
CL142V
CL209V
CL149V
CL009V
CL030V
CL007V
CL001V
CL011V
CL017V
CL020V
CL191V
CL262V
CL002V
CL028V
CL006VCL005V
CL004V
CL003V
CL042V
CL041V
CL043V
CL044V
CL045V
CL040V
CL027V
CL046V
CL026V
CL014V
CL047V
CL025V
CL048V
CL024V
CL049V
CL039V
CL008V
CL029V
CL010V
CL031V
CL012V
CL032V
CL015V
CL034V
CL018V
CL036V
CL021V
CL038V
CL261V CL260V CL259V
CL013V
CL033V
CL016V
CL035V
CL019V
CL037V
CL022V
CL263V
CL023V
CL102V
CL150V
CL205V
CL214V
CL224VCL157V
CL215V
CL223V
CL216V
CL222V
CL217V
CL221V
CL151V
CL103V
CL152V
CL204VCL153V
CL104V
CL154V
CL203VCL155V
CL105V
CL156V
CL202V
CL268V
CL197V
CL194V
No.5
Water Ballast Tank
(Starboard)
No.4
Water Ballast Tank
(Starboard)
No.3
Water Ballast Tank
(Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank
(Starboard)
No.5
Water Ballast Tank
(Port)
No.4
Water Ballast Tank
(Port)
No.3 Water Ballast Tank
(Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank
(Port)
No.1 Cargo Oil Tank (Port)
No.2
Cargo Oil
Tank
(Centre)
No.1
Cargo
Oil Tank
(Centre)
No.3
Cargo
Oil Tank
(Centre)
No.4
Cargo
Oil Tank
(Centre)
No.5
Cargo Oil
Tank
(Centre)
No.2 Cargo Oil Tank (Port)
No.1 Cargo Oil Tank (Stb'd)No.2 Cargo Oil Tank (Stb'd)
No.3 Cargo Oil Tank (Port)
No.3 Cargo Oil Tank (Stb'd)
No.4 Cargo Oil Tank (Port)
No.4 Cargo Oil Tank (Stb'd)
No.5 Cargo Oil Tank
(Port)
No.5 Cargo Oil Tank
(Stb'd)
Slop Tank
(Port)
Slop Tank
(Stb'd)
Sea Water
No.5 StarboardWater Ballast
Tank
No.4 COTPort Wing
No.4 COTStarboard Wing
No.3 COTPort Wing
CL199V
CL264V
H
CL286V
CL070V
2.7/2.7.2 Page 13 of 14
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Issue: Final Draft
Procedure for Line Wash with the Stripping Pump
a) Line up to flush the stripping pump into the slop tanks.
Position Description Valve
Open Stripping pump suction valve CL082
Open Stripping pump discharge valve to ODME CL096
Open Starboard slop stripping suction valve CL056
Open High discharge valves to port slop tank CL122, CL272
b) Start the stripping pump slop tank to slop tank, then strip through all cargo pump drain lines.
Open Cargo pump drain line master valve CL083
Close Stripping pump suction valve CL082
Open No.1 , 2 and 3 MCP sea line crossover valves CL062, CL063 CL064, CL065 CL066, CL067
Position Description Valve
Open No.1 MCP drain valves CL177, CL184
Open No.2 MCP drain valves CL178, CL183
Close No.1 MCP drain valves CL177, CL184
Open No.3 MCP drain valves CL179, CL182
Close No.2 MCP drain valves CL178, CL183
Close No.3 MCP drain valves CL179, CL182
c) After stripping through each of the pump’s respective lines, shut down the stripping pump and shut down ALL valves on the system.
2.7/2.7.2 Page 14 of 14
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Issue: Final Draft
XA2110
PC
M
Set At 4.8 bar
Illustration 2.7.3a Oil Discharge Monitoring Equipment
Cargo Control Room
Upper Deck
Cleaning
Water
Tank
Fresh Water
SupplyTo VRC
Pipe Trunking
WBT No.5 (Starboard) Slop Tank (Port)
(Dirty Tank)
Pump Room
Hazardous Area Safe Area
From
Stripping
Pump
From Cargo Oil PumpsTo Pump Room Sludge Tank
Red
Blue
Green
Red
V3
V5
V1
V1'
Blue
Green
Control Air
Supply
Measuring
Vessel
Hydraulic Panoply
Valve Manifold
Flow Meter Probe
Pressure
Transmitter
Engine Room
Red
Key
Fresh Water
Ballast Water
Control Air
Electrical Signal
StrainerOil Content
Meter Cabinet
Discharge
<15 ppm
Discharge
>15 ppm.
To Starboard
Slop Tank
CL058
CL121CL122
CL071CL272
CL251
CL094
CL096
To / From
Solenoid Valve Box
Sample Probe
Test Pot
Oil Discharge
Monitoring
Calculator
O DME MK I I I
1 2 3
A 0 B
4 5 6
7 8 9
D
C
E
FH
H
H
H
H
2.7/2.7.3 Page 1 of 7
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Issue: Final Draft
2.7.3 OIL DISCHARGE MONITORING EQUIPMENT
Maker: SeresModel: S663 Mk lll
Procedures for ballast handling and line washing are in compliance with regulations in accordance with resolution A 586(XIV) and MEPC 51(32) amending the discharge criteria of Annex I of MARPOL 73/78 I.E.
Line draining shall be carried out in accordance with the procedures detailed in the approved Crude Oil Washing Operation and Equipment Manual prior to any discharge of extraordinary dirty ballast, oil contaminated water and slops.
Regulation 15(3)(a) of Annex I of MARPOL 73/78 specifies that the approved oil discharge monitoring and control system shall be in operation when there is any discharge of oil contaminated water into the sea. For this vessel, this means all extraordinary dirty ballast water. Line flushing and tank washing water from the cargo spaces must be monitored using the high overboard discharge.
The discharge monitoring of clean ballast is not required by Annex I of MARPOL 73/78, providing such ballast was contained in a tank previously the subject of tank washing after the carriage of oil. The ballast discharge must not produce visible traces of oil or sludge on the surface of clean, calm water. It is recommended however, that all such extraordinary clean ballast discharges are monitored in order that determinative evidence can be gained that the oil content of such discharges does not exceed 15ppm, notwithstanding the absence of visible traces.
The discharge monitoring of segregated ballast is not required by Annex I of MARPOL 73/78. Such ballast should be subject of a surface examination prior to discharge.
Prior to any discharge overboard, the oil monitoring and control system shall undergo pre-start checks and the input of data variables. The system will remain fully operational during all phases of discharge and the printed record confirming time and data will be retained on board for a period of at least three years.
All ballast and effluent discharge operations shall be clearly recorded in the Oil Record Book Part II which is placed on board in accordance with Regulation 20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout is attached to the corresponding entries and be made available for Port State Inspection when required.
Subject to charter party agreement, oil contaminated water, and slops may be discharged to a shore reception facility at the loading port. Monitoring of discharges in this case are not required.
Prior to the discharge of ballast and oil contaminated water the cargo officer shall use the portable cargo monitoring/interface detector, in accordance with manufacturer’s instructions, to determine the position of the oil/water interface and shall record the resultant measurement prior to the commencement of a monitored discharge.
It should be ensured that all valves not required for the particular operation being undertaken, are kept in a fully closed position.
Procedure for Line Flushing of Oil Discharge Monitoring System
A supply of fresh water for system flushing is connected to the three-way zero water pneumatic valve through a non-return valve from a 100 litre header tank.
During the flushing cycle, the sampling pump takes suction from this tank and, through the two-way circulation stop valve, passes clean water through the measuring vessel before returning to the flow detector and three-way back flush valve where it is routed to the sampling probe. Fresh water make-up is made from the permanently installed water supply line, consumption being approximately 80 litres for each flushing cycle.
Oil Monitoring and Control SystemIntroduction
The oil discharge monitoring and control system is installed on this vessel to provide the control of overboard discharge by measuring oil outflow concentration. It also computes the rate of discharge and total quantity of oil discharged per ballast voyage.
The system fitted to this vessel consists of the following main elements:
• Sampling system
• Monitoring system
• Control system
The descriptions of these main elements are detailed in the following sections.
Sampling System
The major components required for the sampling of contaminated oil discharge are located in the hazardous area and consist of:
• A sampling pump and motor assembly located on the bulkhead between the pump room and engine room
• The oil content meter and measuring vessel penetration located above the sampling pump
• A control valve assembly (hydraulic panoply)
Referring to illustration 2.7.3a, a single sample probe is provided in the ODME system. This is located on the side of the horizontal 650mm piping section to the starboard high overboard discharge main line upstream of valves CL094 and CL096 and penetrates to a depth of one quarter of the diameter of the discharge pipe.
During operation, the oil monitoring sample system extracts a sample from the probe which is routed through a local manually operated probe isolating valve to the control valve assembly (hydraulic panoply). The sample is drawn through a mesh filter to a three-way zero water pneumatic valve and a two-way circulation stop pneumatic valve before passing to the sample pump inlet.
From the sample pump discharge, the sample is routed directly to the measuring vessel.
The sample, after passing through the measuring vessel (analysis section), is returned to the hydraulic panoply. The sample passes through the in-line flow detector/indicator, a manually operated flow regulating valve and a three-way backflush pneumatic valve before being discharged to the port side slop tank.
The air supply for the panoply mounted flow indicator/ detector is taken from the instrument air system and is regulated to 1.2 bar.
Monitoring System - Engine Room
The signal is derived from the analysis of the sample water being passed through the measuring vessel from the sampling pump. The measuring cell works on a principle of optical analysis whereby a laser diode, operating in the infrared wavelength and through a fibre optic cable, transmits a beam of light across the sample. Compensation for entrapped air and particle content is made by a compensation cell to avoid light transmission loss.
Light scattered by the oil content is detected by the measuring cell and a scattering detector which discriminates any deflection from solids which might otherwise cause spurious alarms. The ratio of scattered light to compensated transmitted light is directly related to the oil concentration and this ratio is converted to an electrical signal for further processing by the oil content meter electronics.To ensure optical analysis, a pneumatic piston, fitted with a two wiper seal, automatically cleans the measuring vessel. The self-calibration system (zeroing) is operated automatically and controlled by the control unit according to the specific keyboard command.
2.7/2.7.3 Page 2 of 7
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Issue: Final Draft
Control Unit - Cargo Control Room
The control unit provides the means of total supervision of the monitoring and sampling system and performs the function of a computer and recording device in respect of allowable discharge operations.
The digital visual display unit shows the data for any current discharge situation and gives instantaneous alarm indication.
A thermal printer is incorporated within the cabinet to provide data required in compliance with IMO Resolution A.586(XIV).
Access to data input, operating mode etc, is through the 16 pushbutton keyboard located on the unit.
Control Unit - Alarms, Controls and VDU DisplaysIntroduction
The control unit has a user’s access code, which must be entered prior to the changing of input data.
Control Unit Panel Facilities
• VDU intensity control
• Mains supply indicator
• Alarm indicator/acknowledge pushbutton
• Auto/manual keyswitch
• Keyboard
• Visual display unit
• Thermal printer
Alarms and VDU Displays
In case of an alarm condition the (red) alarm indicator will illuminate together with an audible alarm from the control unit.
Pressing the alarm indicator pushbutton will acknowledge the specific alarm condition and cancel the audible alarm. The alarm indicator lamp will stay lit until the fault is rectified.Any message currently displayed on the VDU will be accompanied by a new message at the bottom of the screen, detailing which alarm parameter has occurred and (where applicable) the rectification procedure that should be followed. This can be displayed upon demand.
The alarms (programmed and non-programmed) incorporated within the control unit microprocessor include the following:
• 30 litres/nautical mile exceeded
• Discharge valve incorrectly open
• Total oil limit exceed
• 15ppm exceeded
• 100ppm passed
• 999ppm range exceeded
• Discharge flow under minimum range
• Discharge flow range exceeded
• Flow meter failure
• Ship’s speed too high > 20 knots
• Ship’s speed too low
• Water failure
• Motor pump wrongly powered
• Calibration failure
• Oil content meter failure
• Printer paper failure
Automatic and Manual InputAutomatic Inputs
Concentration of oil in parts per million (ppm) as a real value derived from the installed oil content meter.
Time (based on GMT) and date, are pre-programmed until the year 2020. Memory is maintained for a maximum of three months by a rechargeable battery back-up regardless of mains disconnection.
Effluent outflow rate is obtained from the installed flow meter system.
The ship’s speed through the water, obtained from the ship’s speed log.
Manual Inputs
Manual inputs are not normally required except for the verification of the sample channel and the selection of total oil reset, total oil limit and ship situation data.
Outputs RecordedIntroduction
The outputs from the control unit are recorded by the thermal printer. Each record must be retained for at least three years.
The printer will be provide a listing every 10 minutes during operation and will provide immediate and additional listings such as:
• Each time the equipment is switched on
• Each time an alarm is raised
• Each time data is changed or revised
• Each time there is an increase of 10 litres/nautical mile in the quantity of oil being discharged
Notified Outputs
The printer will provide the following data according to the sampling mode:
• Date (Day/Month/Year) and time (24 hours GMT)
• Channel selected manually selected (No.l)
• State of discharge (permitted/prohibited)
• Position of discharge valve (open/closed)
• Flow rate input value
• Total oil limit in litres - manually input
• Power on/power off
• Monitoring
• Instantaneous rate of discharge of oil in litres/mile
• Total quantity of oil discharged
• Input value of oil content in ppm
• Ship’s speed input value
Other data is listed or displayed on the VDU, as appropriate, according to specific operating parameters or malfunctions, i.e. vessel under voyage etc.
Starting Interlock
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied by electrical control between the control unit and a relay based on interlock circuits contained in the cargo valve console.
2.7/2.7.3 Page 3 of 7
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Issue: Final Draft
Discharge Valve Control
Fully automatic discharge valve control is arranged in compliance with paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of overboard valve CL058 and slop tank return valve CL122.
Flow Rate Indicating System
The ODME control unit is provided with an automatic input rate of effluent discharge from the 650mm discharge line leading to the port high overboard valve.
The flow rate indicating system consists of a probe located in the horizontal section of the upstream discharge line of the ODME sampling probe. Linked to the probe is a DP transmitter. The low pressure and high pressure impulse lines from the probe are connected to the transmitter mounting valve block.
Ship’s Speed Indicating System
The system consists of a electromagnetic speed log, a transmitted signal of which is cabled directly to the ODME control unit.
Discharge of Ballast and Contaminated Water
Ensure that line flushing has been completed prior to discharging any ballast or oil contaminated water. All valves not being used for the discharge are to be kept shut.
Pre-Operational Checks for Oil Discharge Monitoring and Control System
Prior to setting the oil discharge monitoring and control system, and prior to the commencement of a ballast or oil contaminated water discharge, the following checks must carried out:
Engine Room
• Ensure that the 440V supply is available to the sample pump motor starter.
• Check that the 220V mains supply switch in the oil content meter cabinet is ‘ON’.
• Ensure that the air supply to oil content meter is available.
Pump Room
• Ensure that an adequate air supply is available to the monitoring system.
• Check and adjust the regulator serving the hydraulic panoply mounted flow detector to 1.2 bar.
• Open the fresh water flushing/calibration shut-off valve from the header tank and ensure the tank is full to operating level. The level of the header tank is automatically controlled by a topping up ball cock.
• Check all drains valves in the monitoring system are closed.
(Note: Do not touch the hydraulic panoply flow regulating valve unless absolutely necessary. The valve is preset during commissioning to give a sample flow of between 700 and 750 litres/hour through the ODME system.)
• Open the sample probe isolating valve.
On Deck
• Take oil/water interface readings of the heavy weather ballast tank(s) and/or of tank washings contained in the slop tanks by using the MMC detector.
Cargo Control Room
• Ensure that 220V power is available to the ODME control unit.
• Check that the control unit printer has sufficient paper.
• Inform the engine room of the cargo pump requirements.
• Start-up the hydraulic power pack and open the relevant cargo valves.
• Inform the OOW of an impending discharge. Make an initial entry in the Oil Record Book.
Operation of the ODME Ballast MonitorProgramming Procedure for Ballast Monitor
When the line flushing and pre-operational checks have been carried out, the following operating procedures are carried out at the control unit panel:
a) Inform the bridge and engine room watches that discharge of ballast or slops is in progress. The bridge look-out should report to the OOW, any oil or discolouration visible in the outflow or wake of the vessel. A seaman, equipped with a radio, should ideally be stationed above the overboard discharge to warn the OOW of any oil or discolouration, especially when the level in the tank is low.
b) Set the control unit main switch to ON, this switch is located behind the cabinet.
c) A data and time display appears after the initial VDU display of POWER OFF. POWER ON.
d) The screen displays STANDBY conditions. Hold key E until the display shows:
ENTER CODE ?
Enter data and B
Type Key 3 and B
Enter the three figure code then press key B.
(Note: Operation of the EMERGENCY STOP facility will stop any discharge overboard and divert effluent outflow to the port slop tank.)
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Once the three-figure code and B has been entered, the INPUT DATA AND PROCEDURE page appears as follows:
DATE AND TIME 1
CHANNEL AND FLOW RANGE 2
PPM 3
SPEED 4
DISCHARGE FLOW RATE 5
SHIP’S SITUATION 6
TYPE OF PRODUCT 7
LIMIT TOTAL OIL 8
RESET TOTAL OIL 9
INBOARD TRANSFER 0
START CALIBRATION A
TEST RUNNING B
BACK FLUSHING C
ADJUSTABLE PPM ALARM D
END INPUT DATA E
(Note: The operator has two minutes to enter each item. If no new data is entered after this time, the display returns to the original page.)
(Note: The following instructions are on the basis of programming all variables at the outset of monitoring. If only one variable is to be changed, then, following correct data entry, press key F to return the unit to its correct monitoring or standby mode.)
(Note: In respect to programming any one variable, the operator must first access the INPUT DATA AND PROCEDURE page.)
Entering the Data and Time - if the Displayed Data is Incorrect
Press key 1, the instruction page will appear.
Example: DD MM YY GMT CHANNEL 42 01 02 02.24
This information is obviously incorrect. To change it, follow the instructions given on the VDU screen. For example, to enter the following data 04.01.02 14h20 type as follows :
04 and B the information Done appears on day line
11 and B the information Done appears on month line
02 and B the information Done appears on year line
14 and B the information Done appears on hour line
20 and B the information Done appears on minute line
(Note: Do not press key F if further changes are required.)
Press key E to return to the INPUT DATA AND PROCEDURE page.
Selecting the Channel
a) Press key 2 and wait for display of the CHANNEL AND FLOW RANGE page. Press the key corresponding to the chosen channel which, for this vessel, is 1. No other channel selection is relevant to this vessel.
b) Press key B.
The channel number that has been chosen will be displayed together with the maximum and minimum flow rates corresponding to the channel.
The maximum and minimum flow rates are ROM programmed during manufacture of the unit and it is not possible for the operator to change this data.
Press key E and after display of the INPUT DATA AND PROCEDURE page, type key F if no further inputs are required.
Entering the PPM Information
a) Press key 3 and wait for the PPM page to appear.
On automatic: Press key B, this is the normal operating status.
On manual: Press key 3 after display of the INPUT DATA AND PROCEDURE page.
Type estimated ppm value, then press key B.
Entering the Ship’s Speed
a) Press key 4 and wait for the speed page to appear.
On automatic: Press key B, this is the normal operating status.
On manual : Enter the current vessel speed between 1 and 20 knots, multiplied by factor of 10, e.g. for 14 knots, type 1-4-0. The decimal point will position automatically.
Manual input is to be updated to reflect any changes in the speed of the vessel.
Entering the Ship’s Effluent Discharge Flow Rate
a) Press key 5 and wait for the DISCHARGE FLOW RATE page to appear.
On automatic: Press key B this is the normal operating status.
On manual: Enter an appropriate value obtained in m3/h from the pump characteristic curves contained in the maker’s manual. Ensure the value is between the pre-programmed channel limits (see above) to avoid an alarm condition, then press key B.
Manual input is to be revised according to variations in the discharge rate.
Entering the Ship’s Situation Data
Press key 6 and after the display of the SHIP’S SITUATION page, select the code corresponding to the vessel’s situation:
0 = Proceeding (normal situation). Monitoring of discharge from vessels outside the special zones. Discharge limit to 999ppm, 30 litre/nm and total oil limit. The total oil limit computation is printed every 10 minutes.
3 = Clean ballast. Discharge limit to 15ppm. No computing functions.
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Entering the Type of Product Data
a) Press key 7 and a list of product codes appears on the VDU screen.
b) Choose the code corresponding to the product carried by the vessel on its last loaded voyage and before ballast discharge. Type the code then B.
0 = Arabian light, Nigerian medium, Light diesel, Kerosene, Minas
1 = Heavy oils, Bachaqueros, Residual fuel
2 = Light crude oils, Sahara blend, Saharien
3 = Light distillate oils, leaded and unleaded gasolines
Resetting the TOTAL OIL LIMIT to Zero
Press key 9 and display the TOTAL OIL LIMIT page. Press key 0 to reset the TOTAL OIL LIMIT to zero.
(Note: Do not reset the Total Oil Limit if the effluent discharge is subsequent to an earlier discharge during the same ballast voyage.)
Entering the Total Oil Limit Data
This calculated value corresponds to the total quantity of oil that may be discharged into the sea during the ballast voyage.
For this vessel, the total quantity of oil discharged into sea during successive discharge operations in limited to 1/30,000 of the total quantity of the particular cargo of which the residue formed a part. For example, to establish TOTAL OIL LIMIT, assume homogeneous cargo of 38,000 tonnes oil (S.G. 0.85) was carried on the previous loaded voyage. Total oil limit may be calculated as follows: 38,000 divided by 30,000= 1.267 tonnes
Convert this figure to m3 by dividing by the SG, and convert this result to litres by multiplying by 1,000. e.g. 1.267¸ 0.85 x 1000 = 1490 litres. Enter this value using the keyboard.
Press key 8 and after display of the TOTAL OIL LIMIT page, and enter the data in litres.
(Note: THE TOTAL OIL LIMIT reset facility, detailed above, is to be used only if the SHIP SITUATION data is required to change or the oil residues remaining from the previous loaded voyage have been properly discharged.)
Where an oil contaminated deballasting or effluent discharge operation has been staged, suspended or interrupted during a specific ballast voyage then the record of the TOTAL OIL LIMIT must be left unchanged pending completion of the ballast passage.
Inboard Transfer
a) Press key 0 and after display of the INBOARD TRANSFER page, a list of options available appears on the VDU screen.
Choose the option required and type B.
• Option ‘0’ onboard transfer
• Option ‘1’ overboard discharges
(Note: The operator must ensure option 1 has been chosen prior to the commencement of any overboard discharge.)
Entering the Start Calibration Data
a) Press key A to obtain a display of the START CALIBRATION page.
b) Press key D to start a manual calibration cycle.
To lock on to the automatic calibration facility, after display of the START CALIBRATION page, press key C to enter the timing of the calibration cycle and which will thereafter occur every 24 hours. Enter the hour, and check all minutes are at zero. Press key B.
At the end of the calibration cycle, the control unit will be revert to its position before commencement. Generally the calibration/flushing cycle will take between 4-5 minutes to complete and consume approximately 80 litres of fresh water.
(Note: Always ensure that the sample channel is open i.e. the manual isolating valve at the probe is open and that the discharge line is not under pressure.)
Test Running
To obtain a test run of the equipment, press key C which will place the unit in a measurement mode using clean water from the header tank. Discharge overboard is prohibited in this mode.
Backflushing
To backflush the entire sampling system, press key D. This mode may be used for cleaning the unit and to check the sample pump operation. Discharge overboard is prohibited in this mode.
(Note: Always ensure that the sample channel is open (i.e. the manual isolating valve at the probe is open) and that the discharge line is not under pressure.)
Return to Initial Page
To return to the initial page press key F. The system will now be ready to monitor the discharge of effluent.
Emergency Stop
If necessary, press key E, 3 and B. The overboard discharge is immediately stopped.
Calibration/Flushing Procedure
The ODME is equipped with an automatic calibration device which can avoid the handling of hydrocarbons by the operator and it is recommended that the procedure should be adopted prior to each discharge operation.
To Execute a Calibration Cycle on this Ship
a) Press E on the keyboard and then enter the code 258 B.
b) Following the display of the INPUT DATA AND PROCEDURE page, press key 3 to check that the ppm information is on automatic. If the ppm information input is manual, the calibration cycle cannot be made.
c) Press E again, then A to start up a calibration cycle.
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d) The printer will produce the following record.
START CALIBRATION followed by: DISCHARGE PROHIBITED DATE TIME CHANNEL, SPEED, PPM, FLOWRATE and OVERBOARD VALVE POSITION
e) During calibration the sampling pump draws oil-free water from the header tank. The zero is automatically adjusted.
f) If the ODME is unable to complete the automatic adjustments, a CALIBRATION FAILURE alarm is set off.
g) Refer to the trouble-shooting page by pressing key C and make the necessary rectifications.
h) Press D to start up automatic calibration.
Action in Case of ODME Alarm
In the case of exceeding an operational limit, or receiving an equipment malfunction alarm, all overboard discharge operations will be stopped by the control system pending further effluent processing (if possible) or system rectification.
The action, in the case of manual (override) operation, consists of stopping the discharge pump(s) and closing the overboard valve CL058.
If the instantaneous rate of discharge (30 litre/nm) is exceeded.
a) Stop the discharge pump and secure the cargo system main valves.
b) Allow further time for oil/water interface formation.
c) If it is known that contamination has occurred, immediately use clean water to flush the lines into the port slop tank.
d) Take interface readings.
e) Try discharging again at a reduced flow rate, carefully observing the outflow quantity.
f) If a further discharge is impossible even though not exceeding the 30 litre/nm limit, retain the oil contaminated water for discharge to a shore reception facility at a later date.
If the total quantity limit is reached.
a) Stop the discharge pump immediately and secure the cargo system.
If the ODME suffers a malfunction or failure.
a) Stop the discharge pump and secure the cargo system.
b) Depending on the malfunction, attempt to rectify the fault using the troubleshooting page shown on the control unit display.
Commencement of Ballast or Contaminated Oil Discharge
a) Ensure that all line flushing/tank washing operations are properly completed.
b) The oil discharge line will be higher than the cargo system discharge line.
c) Ensure all the pre-operational checks for the ballast monitor system have been completed.
d) Check that the IG plant is available and on standby, and that all the relevant IG/vent distribution systems valves are set to their correct positions.
e) Set up the ODME control unit as described previously.
The important parameters being:
• Ship’s situation
• Type of product
• Total oil limit
f) Execute a manual calibration/flushing procedure.
Slowly run up the discharge pump to induce suction and prevent surging and divert the flow into the port slop tank through recirculating valve CL122. When the instantaneous rate of discharge is stabilised at a low reading, the overboard discharge valve CL058 will open and recirculating valve CL122 will close. Run the discharge pump at a suitable speed with the required outflow rate and observe the litre/mile instantaneous rate output carefully.
Periodic Checks During the Discharge
a) Carefully observe any diminishing tank levels.
b) Slow down the discharge pump when there is approximately a 1m level remaining in the tank, in order to avoid vortex formation and possible disturbance to the oil layer.
c) Station a watch-keeper, with a radio, above the discharge point to provide an early warning of water discolouration.
d) Be prepared to stop discharging at the 30 litre/nm alarm limit.
e) Be prepared to stop discharging at the Total Limit Alarm.
(Note: Always ensure overboard valve CL058 closes and recirculating valve CL122 opens on reaching an operational or alarm status.)
Shut Down Procedure
On completion of discharge operations.
a) Stop the discharge pump.
b) Open recirculating valve CL122, the overboard valve CL058 closes.
c) Ensure that the ODME system executes the full calibration/flushing cycle to completion.
d) Ensure the print recorder shows completion of operations.
e) Switch off the oil content meter and control unit and open the sample pump isolator (as long as automatic flushing is not required).
f) Isolate the sample probe and fresh water supply valves (as long as automatic flushing is not required).
g) Execute the final line flush to the port slop tank on completion of the contaminated oil discharge.
h) Secure the discharge system.
i) Make the appropriate entry in the Oil Record Book - Part II which is to be countersigned by the Master.
(Note: The system should execute an automatic calibration/flushing cycle every 24 hours when in STANDBY mode. When this is not required ensure that the power switch on the back of the control unit is in the OFF position and items e) and f), above are isolated.)
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PART 3 CARGO OPERATIONS - CONTROL AND INSTRUMENTATION
3.1 Control Systems
3.1.1 System Overview
3.1.2 Mimic Panels
3.1.3 Control of Valves and Pumps
3.1.4 Super Cargo - XL Cargo Handling System (SC-XL)
3.1.5 Ballast Exchange Program
Illustrations
3.1.1a Super XL Main Menu Display
3.1.1b System Overview Screen
3.1.2a Cargo Mimic Panel
3.1.2b Ballast Mimic Panel
3.1.4a Guidance Message Flow Diagram For Automatic Loading Control
3.1.4b Guidance Message Flow Diagram For Automatic Unloading Control
3.1.5a Ballast Exchange Plan and Control Screen
3.1.5b Ballast Exchange Control Sub-Menu
Iran Dena Cargo Operating Manual
Issue: Final Draft
OverviewGraphic
OverviewGraphic
Manifold
HullStress
Displace-ment
CargoTanks
AlarmSequence
AlarmData
SystemOverview
PumpRoom
Equipment
AUSfor Cargo
AUSfor Ballast
OMICRONSystemAlarm
TankCleaning
LoadingPlan
LoadingSimulation
LoadingAutomaticControl
LoadingTrend
LoadingParameterSet
DischargingPlan
DischargingSimulation
DischargingAutomaticControl
DischargingTrend
DischargingParameterSet
Ballast
F.O./D.O.
Tk.Vent& I.G.
Port &Cargo DataRegister
Tank DataInput
StatusManualInput
Log
LoadingCalculator
UllageReport
R.O.B./O.B.Q.Report
Training
Ballast& Misc.
Cargo
SYSTEMUTILITY
MONITORING1
MONITORING2
OPERATION
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TANK DATA
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
EQUIPMENT SYSTEMS
NO.1 Vacuum Pump Unit Suction Pressure Signal BreakdownNO.3 AUS Separator Level LowNO.4 AUS Separator Level Low
HULLCONDITION
SUPER CARGO - XL
ALARM LOAD.AUTO.CONTROL
DISCH.AUTO.CONTROL
OTHERS
SYSTEMUTILITY
TANK DATA EQUIPMENT
BallastExchangePlan
BallastExchangeControl
BallastExchangeTrend
BallastExchangeParameter
BALLASTEXCHANGEBALLASTEXCHANGE
SYSTEMS HULLCONDITION
ALARM LOAD.AUTO.CONTROL
DISCH.AUTO.CONTROL
OTHERS
Illustration 3.1.1a Super Cargo XL Main Menu Display
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PART 3: CARGO OPERATIONS - CONTROL AND INSTRUMENTATION
3.1 CONTROL SYSTEMS
3.1.1 SYSTEM OVERVIEW
The Super Cargo - XL cargo operating system developed by Mitsubishi Heavy Industries is the hub of the automatic loading, discharging, monitoring and control of cargo operations on this vessel, additionally the system includes the loading computer for calculating the hull stresses. The system has six CPUs, three are located together on the main cargo console in the cargo control room (CCR) and utilise 21 inch monitors and a desk top type CPU in the CCR which has a 17 inch monitor. There is a CPU located on the wheelhouse main console on the starboard side with a 17 inch monitor, this system on the bridge is for monitoring purposes only and has no operational function. The remaining CPU with a 17 inch monitor is located in the chief officer’s office, this unit has full operational control and planning capacity. Windows NT 4 software is used as the operating system platform.
The stations in the CCR on the cargo console are where the cargo operations will be conducted, the other stations are where monitoring and cargo planning can be made and their simulations run to ensure that during the actual implementation of the plan all criteria is met for draught, trim, hull stresses, loading rates and tank levels.
Data from the following areas are processed by the main PLC which is initially sent to the four CPUs in the CCR, as shown in the illustration 3.1.1b, via a serial data line and then transferred to the main PLC via ethernet data lines:
• Tank level and draught gauging system
• Hull stress monitoring system
• Gas sampling in the ballast tanks
• Gas alarm detection system in the pump room and accommodation
• Cargo tank independent overfill alarm
• Vapour pressure alarm system
• Cargo and ballast pump turbine and pump monitoring, including the tank cleaning and stripping pump
Data transfer from the main PLC to the programme control unit in the engine room for control of the cargo and ballast pumps is via a fibre optic line. Fibre optic data lines are also used for sending command data for the control of the cargo and ballast system hydraulic valves.
The three CRTs in the CCR are used to monitor and operate the functions of the SC-XL. Although the three monitors can show individual windows, only
one screen is authorised to carry out function operations, the other two are used for monitoring only. The authorised screen is the last screen to be opened in the sequence.
The root menu screen covers eight function areas, within each function area there are several further sub menus as follows:
Tank Data
Overview Graphic: From this screen a graphical overview of the cargo and ballast tanks can be seen. The information displayed covers the individual tank name, cargo code name for each tank, observed ullage and if it is in an alarm condition, corrected ullage, present ullage, calculated flow rate and remaining volume.
Cargo Screen: This tabulated screen allows the operator to monitor the tank level data in each cargo tank.
Ballast and Misc Screen: This tabulated screen allows the operator to monitor the ballast tank levels and miscellaneous tanks which include the fuel oil bunker, settling and service tanks and the diesel oil storage and service tanks.
Equipment
Equipment Screen: This screen display has two pages, the first page displays the condition of the main cargo, tank cleaning and ballast pumps. This information includes individual pump speed, pump flow rate, discharge pressure, suction pressure, bulkhead stuffing box temperature, pump upper and lower bearing temperatures, pump casing temperature, pump vibration, steam chest pressure, control condition either local or remote, pump status either preparation finish, warming up, warming up complete and run. The alarm condition for each pump is also displayed. This screen also has the emergency stop function buttons for each turbine driven pump.
The second equipment page allows the operator to monitor and control the hydraulic pump unit for the activation of the cargo and ballast valves. The ODME monitoring system can also be initiated from this page. Indication of the drum level and steam pressure for each boiler and the pressure in the cargo vacuum condenser is displayed. The operator can also control the starting and stopping of the pump room fans and pump room escape trunking fan.
AUS for Cargo: This screen has two pages. The first page shows the individual AUS control panels for the main cargo pumps and the control panel for the vacuum pump units. The second page shows the AUS pipeline condition and each separator level status. This page allows the operator to select icons with window functions either with the mouse cursor or via on-screen touch. These operational windows lead directly into the function pages for those items.
AUS for Ballast: This screen has two pages. The first page deals with the ballast AUS control panels and vacuum pump units. The second page is similar to page two for the cargo system AUS, except it deals with the ballast system AUS pipeline condition.
Omicron System Alarm: This screen has two pages, the first page gives the independent tank level 98% level overfill and alarm indication. The second page allows the operator to monitor the vapour alarm system, gas alarm detection and monitoring system in the pump room and accommodation and the gas sampling system in the ballast tanks.
System
Cargo Overview: The window shows the operator the complete cargo system and allows access to individual pumps and valve functions and their individual sub main level faceplate windows.
Manifold: This window gives the operator a closer view of the manifold area plus the option to set and control valves. The manifold pressure is also indicated on this screen.
Cargo Tanks: The operator can monitor the line up from this screen and also operate any control valves. The manifold pressure is also indicated on this screen.
Pump Room: This window has a more in-depth view of the pump room area allowing the operator to select and control the pumps and remote control valves.
Tank Cleaning: The operator can operate the control valves on deck for the tank cleaning system. Indication of the tank cleaning line pressure and the COW cleaning time are displayed on this screen.
Although a manual valve cannot be operated from the screens, indication of its position can be shown on screen in order to assist the operator in memorising which valves have been opened, or are in a closed position.
Ballast: This screen allows the operator to monitor the automatic line up of the ballast system plus the ability to select and operate the ballast pumps and control valves and to select and monitor the eductor performance.
FO/DO: This screen is used to monitor the bunker operations, with indication of the observed level and alarm condition, corrected sounding, final preset sounding, halfway preset sounding, volume, weight, calculated flow rate and remaining volume for each fuel oil and diesel oil tank. Although there are no remote control valves on this screen, the operator can select and change the memory status conditions of the valves as a memory aid.
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SYSTEMUTILITY
MONITORING1
MONITORING2
OPERATION
31/Mar/2002 10:11
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
Gas Sampling System
Ballast Tanks
C/O ROOM
CPU UNIT
(C/O Rm.)
W/H CPU
UNIT (W/H)
Tk. Level &
Draft
Gauging Sys.
Gas Alarm System
Pump Room
and Accommodation
Hull Stress
Monitoring
System
Overfill Alarm
System
Vapour Alarm
System
Engine
Monitoring
SYSTEMUTILITY
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)
HEEL(deg.)
UPS-3 UPS-2 UPS-1
I/O BOX
CPU-5 Printer-2 CPU-4 CPU-3
HUB 1
HUB 2
CPU-2 CPU-1 Printer-1CPU-6
Remote I/O Unit-1 Remote I/O Unit-2 Remote I/O Unit-3CARGO CONTROL ROOM CONSOLE (CCR)
DESK TYPE
CONSOLE
(CCR)
DESK TYPE
CONSOLE
(CCR)
PLC PLC-4
LOCAL PANEL (CCR)LOCAL UNIT-4(Engine Room)
LOCAL UNIT-1(Bosun's Store)(Hyd.Pump Unit Room)
LOCAL UNIT-3 LOCAL UNIT-2
1
2
1
A
B
A
B
A
B
A
B
1 1
222 2
1
2
1
2
1 1
2
PLC-3 PLC-1PLC-4
OK
Illustration 3.1.1b System Overview Screen
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Tk. Vent and IG: This screen allows the operator to monitor the IG status mode, either IGS or fresh air, the IG deck main line pressure, O2 content of the IG and IG outlet temperature. Although there are no remote control valves on this screen, the operator can select and change the memory status conditions of the valves as a memory aid. The status condition from the online data transfer of the IG fans and topping up IG generator is shown. When the fans are running their line colour will be changed from the normal white, stopped condition, to a coloured, running indication.
Hull Condition
Hull Stress: The operator can see in graphical format the bending and shear forces being experienced by the vessel from information processed by the loading computer and the information received by the four strain gauges located on the main deck. From this screen selection can be made for the stress calculation to be in either harbour or sea going condition.
Displacement: From this screen the operator can view the actual displacement of the vessel, which is automatically calculated from the observed draught and hydrostatic table information installed into the software. A graphical view is represented on screen of the trim and heel condition.
Alarm
Alarm Sequence: When an alarm condition is recorded the alarm buzzer on the cargo console is sounded, the alarm sequence page will show the latest alarm at the top of the page with indication of the date and time of the alarm, channel number, message of the alarm condition and alarm limit that has been reached. The alarm will be flickering red. Alarms that were stored on screen will be sequentially moved down one place. The alarm buzzer is stopped via the BUZZER STOP button at the bottom of the screen. The ACK. button is used to accept the alarm which will now turn to a steady red light. On recovery of the alarm condition the alarm message is erased from the list. In the event that the alarm is not acknowledged before recovery of the alarm condition, the alarm message will turn from red to green, the alarm message will be removed from the alarm list when the ACK. button is pressed either via the cursor or on screen touch.
Alarm Data Set: From this screen the operator can monitor and set the alarm parameters and select repose conditions. There are five alarm groups, group one covers valves, group two covers pumps, group three covers levels, group four covers system alarms and group five covers the remainder. The full list of alarm messages including each channel number, limit, units of measurement, if the alarm has a repose facility, time allowance set figure and remarks are contained in the manufacturer’s manual in the section Log Messages List.
Screen Overview: This screen monitors the system hardware. Any abnormal conditions in the system will be indicated by the individual controllers changing from white to red.
Load.Auto. Control
Loading Plan: The loading plan selection has four screens. Screen one is used to input information for the engineering of the loading plan including the initial loading condition for each tank, loading port data, eg. limit of draught and the SG of the sea area, port code, cargo name and grade, API, volume and weight. The operator can also call up existing plans which can be modified to suit the new requirements on the loading conditions and saved as a new plan, register the plan to the hard drive or floppy disk, submit the plan for the simulation function test and print off the cargo report loading plan result or loading simulation result.
Screen two shows a tabular and graphical result of the loading plan calculated from the entry of the information for the plan which can be seen in the various phases of the operation. This screen also allows the operator to make adjustments to the tank loading volume.
Screen three shows a tabular result of each tank in detail calculated at each phase of the loading of the parcels, including the trim and heel, shear forces and bending moments of the vessel at the beginning and end of each phase.
Screen four shows a tabular result of the ballast plan condition for each tank through the phases.
Loading Simulation: The loading simulation has four screens. After a loading plan has been created, the loading simulation screens are used to assess the validity of the plan and to make any changes.
Loading Automatic Control: This screen is used to initiate the commencement of automatic loading of a predefined and simulated loading plan.
Loading Trend: The loading trend screen is used to track and monitor the loading rate, hull stresses, tank levels, draught and trim and pump running status on an elapsed time line basis. The results can be printed out or saved to the hard drive.
Loading Parameter Set: This screen is used to set or modify the parameters for the automatic control of the loading operation.
Disch.Auto. Control
Discharging Plan: There are four screens in this set-up. Screen one is used to call up a premade plan giving the information on each parcel and the phase discharge make up. There are control buttons for data transfer of the plan to the discharge simulation function, register the plan, execute the plan in automatic mode and to print the plan.
Screen two shows a tabular view of the planning result, hull stresses and draught and trim values at each phase.
Screen three shows a tabular result of the discharge test of each tank in detail calculated at each phase of the discharge of the parcels, including the trim and heel, shear forces and bending moments of the vessel at the beginning and end of each phase.
Screen four shows a tabular result of the discharge test for the ballasting plan and the condition for each tank through the phases.
Discharging Simulation: After a discharge plan has been created the data is transferred to the discharge simulation function. The simulation programme will show if the plan is valid, indicating the vessel’s stress conditions, draught, trim and heel during the operation of the plan. Additionally it will show the tank level changeovers and the commencement of COW operations.
Discharging Automatic Control: This screen is used to initiate the commencement of automatic unloading of a predefined and simulated discharge plan. This includes the operation and control of the main cargo pumps, automatic stripping of the cargo oil tanks and control of the ballast pumps.
Discharging Trend: The discharging trend screen is used to track and monitor the unloading rate, COW status, hull stresses, tank levels, draught and trim and pump running status on a elapsed time line basis. The results can be printed out or saved to the hard drive.
Discharging Parameter Set: This screen is used to set or modify the parameters for the automatic control of the discharging operation.
Others
Port and Cargo Data Register: These two screens are used to input information for port criteria including limitations on draught, maximum pumping capacities etc and cargo type details which are then used during the set-up of individual loading and discharging plans.
Tank Data Input: These three screens are used to enter tank data and should be updated before online calculation and monitoring is initiated.
Status Manual Input: These screens are used to manually enter data if there is an error in the process signal or feedback control, eg, tank level, valve position, cargo pump trouble etc. Under these conditions any figures entered in this way have their identification line colour changed for ease of identification.
Log: The log screen is used to monitor the occurrence of alarms, manual operation of equipment, execution/reject/hold of guidance content under automatic control conditions and set/reset of manual status. Up to ten history logs can be saved to the hard drive, each file can have up to 1,000 entries. If necessary the log files can be set for automatic printing or manually printed on demand.
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Loading Calculator: There are four loading calculator pages. At the bottom of page one, indication of the deadweight summery is given along with the ship’s conditions which includes the forward, mean and aft draught, trim, heel, propeller immersion, KM, KG GM GGo and GoM figures and warning indication if any of the figures are outside of limits. A bending moment and shear force graph is shown in the bottom right hand corner. The table at the top of the page shows each cargo tank condition.
The other three pages in the loading calculator screen display show a tabular view of the ballast water tanks condition, FO/DO tanks and the main lubricating oil tanks in the engine room plus the domestic and distilled water tanks.
Ullage Report: This screen is used enter and print off the data for the final ullage report.
ROB and OBQ Report: This screen is used enter and print off the data for the final ROB/OBQ report.
Training: The training screen is used to assist the operator in gaining experience of using the loading and discharging operations without the actual operation of any valves or pumps. Calculations by the software is used to represent flow rates, changes in tank levels and dynamic running of the pumps. It is possible to use the training programme on one CPU while the other CPUs are being used to conduct cargo operations.
Ballast Exchange
Ballast Exchange Plan: Via this screen the operator will set the initial ballast tank conditions, either by entering each tank level separately, or using the On-Line Data retrieve button. The target levels for each tank for the ballast exchange are indicated and entered on-screen, the screen only displays ten steps, therefore to view the remaining tanks and steps the operator must use the scroll buttons at the bottom of the page. From this page the operator will also enter the conditions of the other tanks and the specific gravity of the sea water.
Ballast Exchange Control: After the target information for the ballast tanks and the data for all of the ship’s other tanks have been entered via the Ballast Exchange Plan screen the operator will initiate a simulation of the proposed plan from this control screen. When the ballast exchange simulation is initiated the Ballast Exchange Trend screen (No.1 of 2) will automatically open up. When the results of the simulation are satisfactory, the plan can be saved to the hard drive as a unique name in readiness for the period when the plan will be set into operation.
Ballast Exchange Trend: Under this heading there are two screens available, the first screen (1/2), which is the upper display window shows the change in the ballast water level on a time line graph. In the lower display window the operator can view the changes to the ship’s draught, trim, hull stresses, pumping
rate and ballast pump running periods during the ballast exchange. This first page of the trending screens will automatically be displayed when the operator initiates a simulation. The second page under this trending heading gives the operator the opportunity to view the individual levels and time elapsed period in each of the ballast tanks as the exchange simulation takes place.
Ballast Exchange Parameter: In this screen the operator will set the parameters for the ballasting and deballasting conditions, for example the time allowed for the priming of the ballast pumps, the discharge valve open position at the starting up of the pumps, the safety criteria when the pumps will be stopped, setting the period of the guidance messages after which the pumps will be stopped if no intervention is carried out in accordance with the guidance message. The full listings are shown on the parameter pages, there are seven such listings for the ballast operation and ten for the deballasting operation.
On the right hand side of the screen there are four function tabs; SYSTEM, MONITORING 1, MONITORING 2 and OPERATION. Clicking on the SYSTEM tab will bring up the following functions:
• Set clock: Used to set the date and time of the clock at the top right of the screen.
• Set of home screen: This function is used to set the default home screen display on each individual screen.
• Printer control: This function is used to select automatic or manual printout of the cargo report, interval time and which printer is selected to print the report. The printer selection of the log, hard copy and plan/simulation reports are selected from this window.
• Keyboard: An on screen numeric keypad is displayed allowing the operator to enter data in the event of the main keyboard failing.
• Unit select: The units of measurement used on screen can be changed in this window.
• Save of system data: Selecting this button will save the data stored on the system.
• Software install: Used to shutdown the Super Cargo - XL programme but keep the computer running for the installation of application software.
• Software version information: Used to display the software version.
• Help: Selection of this button will bring up the help programme for operator guidance on using the system.
• System shutdown: Closes all applications and shuts the system down.
Clicking on the MONITORING 1 tab will bring up the following windows:
• Cargo tank level: Used to monitor the observed and corrected ullage levels in the cargo tanks.
• Ballast tank level: Used to monitor the observed and corrected soundings in the ballast tanks.
• FO/DO tank level: Used to monitor the observed and corrected ullage levels in the fuel oil tanks.
• Manifold pressure: Used to monitor the manifold pressure, observed and calculated.
• Pump room light: This screen is used to monitor the pump room lighting order and interlock status and the operation of the pump room and emergency generator room fans.
• Tank cleaning line press.: This screen is used to monitor the tank cleaning line pressure.
Clicking on the MONITORING 2 tab will bring up the following options:
• No.1 COP: This window displays the pump speed and suction and discharge pressure of No.1 cargo pump.
• No.2 COP: This window displays the pump speed and suction and discharge pressure of No.2 cargo pump.
• No.3 COP: This window displays the pump speed and suction and discharge pressure of No.3 cargo pump.
• TCP: This window displays the pump speed and suction and discharge pressure of the tank cleaning pump.
• No.1 WBP: This window displays the pump speed and suction and discharge pressure of No.1 water ballast pump.
• No.2 WBP: This window displays the pump speed and suction and discharge pressure of No.2 water ballast pump.
• No.1 cargo eductor: This window displays the suction and driving pressure of No.1 cargo eductor.
• No.2 cargo eductor: This window displays the suction and driving pressure of No.2 cargo eductor.
• No.1 ballast eductor: This window displays the suction and driving pressure of No.1 ballast eductor.
• No.2 ballast eductor: This window displays the suction and driving pressure of No.2 ballast eductor.
The windows described for monitoring 1 and 2 can be displayed on top of the currently viewed screen during cargo operations.
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Clicking on the OPERATION tab will bring up the following windows:
• Hyd.oil pump: This screen is used to select automatic/manual operation of the starting and stopping of the hydraulic pumps used for operating the cargo and ballast system remote control valves. The system pressure is indicated in addition to the system alarm conditions.
• Pump room trunk fan: This screen is used to start or stop the pump room trunking fan, with running and abnormal condition indication.
• ODME: This screen is used to start the monitoring of the ODME system, with indication whether discharge is prohibited or within limits, a power failure or a common alarm.
• Valve lock: From this screen the operator can select to lock closed any remote control valve in the cargo tank piping system, segregation valves in the main cargo line in the tanks and the segregation valves on the main cargo line at the manifold area. It is not possible to lock a valve in the open position.
• Data set for load.auto. control: This window is used to set the target trim values and heel control with cargo tanks.
• Data set for disch.auto.control: From this window the following conditions can be set, target trim for discharge, target trim for stripping, target trim for COW, heel control with the cargo tanks, pump control mode, target flow for each pump, target manifold pressure, cargo oil pump NPSH suction pressure and AUS control of the start of stripping.
Valve Locking Facility
At times it may be necessary to lock the operation of cargo valves in order that a cargo valve cannot be inadvertently opened, this function is important when grade segregation must be maintained, or to protect parcels from being discharged in the wrong ports.
After selecting the Safety Utilities button on the right hand side of the screen, scroll through the menus until the Operation control buttons is reached. In this column there is a Valve Lock button. When this button is selected the screen will show which of the cargo valves can be set into lock mode. Any valve which can be locked is shown on this pages along with its group title, it is possible if required to select all valves to become either locked or unlocked on mass via the All Set or All Reset buttons. When a valve is locked off, a yellow box will appear by the side on the valve on the relevant screen displays.
3.1.2 MIMIC PANELS(Illustrations 3.1.2a and 3.1.2b are shown on the following pages.)
The cargo system operation mimic panel is located on the right hand side of the main cargo control console and shows the complete cargo system apart from the COW pipeline after the tank washing heater. There are no control functions on the mimic panel, it serves only to give reference to the positions of the remote control valves which are either open or closed. Remote control valves are indicated by a green light, while manually operated valves are indicated by a yellow light. No reference is indicated to the position of the percentage opening/closed valves.
The ballast operation mimic is located on a separate ballast control mimic board situated on the bulkhead to the left of the cargo control console. This control board also contains gauges indicating the level in each ballast tank, including the fore and aft peak tanks, the engine room ballast tanks and the forward, aft and midship draught conditions. There are no control functions on the mimic panel, it serves only to give reference to the positions of the remote control valves which are either open or closed. Remote control valves are indicated by a green light, while manually operated valves are indicated by a yellow light. No reference is indicated to the position of the percentage opening/closed valves.
3.1.3 CONTROL OF VALVES AND PUMPS
Control of the hydraulic cargo and ballast system valves and pumps is from the Super Cargo - XL integrated computerised cargo control system. After a loading/discharging plan has been formulated and tested in the simulation programme the SC-XL, when given the command to execute a plan, will automatically control the operations of the cargo and ballast system valves and pumps according to the pre-defined plan.
The following valves are of the intermediate type, operated between 0 to 100%.
• Cargo oil tank main suctions
• Cargo oil tank stripping suctions
• Cargo oil pump discharge valves
• Ballast tank main suction valves
• Ballast tank stripping suction valves
• Ballast pump discharge valves
• Tank cleaning pump discharge valves
Each remote control valve of the intermediate control type has a slider bar which is used to move the valve to the required position when the manual option is selected. The slider bar cannot be used when the valve selection is in automatic control. When a valve is closed the colour of the valve is white.
When an intermediate valve is selected on screen, the valve number colour will become inverted. The valve will blink the cargo line colour when it is moving and the feed back indicator for the valve will move to the new position. The valve will become a steady cargo line colour when it has reached its required position.
When an open/closed type valve is selected on screen its valve number colour will become inverted. When the valve is in motion it will blink the cargo line colour until it reaches its fully open position, then it will change to the solid cargo line colour. When the valve is closed it will be shown in white.
The hydraulic pump unit which operates the remote control cargo and ballast valves is located in the hydraulic pump room on upper deck. The pumps are controlled from the SC-XL screen display either from the EQUIPMENT menu then page down to bring up the HYD.OIL PUMP window, or from the sub-menu OPERATION tab at the right of the screen, then selecting the HYD.OIL PUMP button. To start a pump select the START button on the required pump, if the equipment menu has been selected to open the hydraulic pump unit operation window a safety message No.? Hyd. Oil Pump ‘Start’ OK is displayed, this message is not given if the window was opened through the sub-menu. When a pump is set to RUN, the other pump will automatically become the standby pump. The standby pump will cut in automatically in the event of low oil pressure. An alarm is indicated when the standby pump cuts in.
Indicator lamps on the cargo control console show the start/stop condition of each hydraulic pump, plus an indication of a common alarm fault on the system.
The steam turbine driven pumps are made ready for operation in the engine room before control is passed over to the SC-XL. The SC-XL control system then controls the speed of the pumps automatically according to the discharging plan.
The cargo oil stripping pump is steam driven, control of its speed setting is from the SC-XL screen display.
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Issue: Final Draft
Illustration 3.1.2a Cargo Mimic Panel
No.3 Cargo Line
SLOP (P) 5TK (P) 4TK (P) 3TK (P) 2TK (P) 1TK (P)
SLOP (P) 5TK (S) 4TK (S) 3TK (S) 2TK (S) 1TK (S)
5TK (C) 4TK (C) 3TK (C) 2TK (C) 1TK (C)
F.P.TK
No.2 Cargo Line
No.1 Cargo Line
CL095V
CL092V
CL093V
CL087V
CL120V
CL090V
CL091V
CL086V
CL119V
CL125V
CL124V
CL118V
CL085V
CL089VCL088V
CL164V CL178V CL183V
CL165V CL179V CL182V
NO.2
COP
CL163V CL177V CL184V
CL057V
CL066V
CL064V
CL060V
CL065V
CL062V
CL071V
CL094V
CL254V CL136V CL137V
CL081V
CL121V
CL138V CL131V
CL139V CL132V
CL140V CL133VCL109V
CL110V
CL111V
CL108V CL107V
CL106V
CL058V CL201V
TONO.3S.C.O.T. (S)
CL158VCL197V
CL265V
CL116V CL117V
CL114V CL115V
CL112V CL113V
CL264V
CL199V
CL266V
CL198V
CL160V
CL157V
CL200V
TONO.3S.C.O.T. (P)
CL159VCL194V
CL195V
CL129V
CL128V
CL079V
CL078V
CL269V
CL076V
CL277V
CL077V
CL074V CL075V
CL051V
CL050V
CL272V CL051V
CL253V
CL055V
CL261V
CL260V
CL259V
CL040V
CL072V CL073V
CL056V
CL054V
CL271V
CL252V
CL052V
CL267V
CL080V
CL135V
CL161V
CL162V CL082V
CL084V
CL130V
CL096V
CL270V
CL093VCL134V
CL123V
CL038V
CL070V
CL049V
CL024V
CL020VCL262V
CL263V
CL244V
CL023V
CL038V
CL036V
CL018V
CL034V
CL105V CL196V
CL274V
CL273V
CL193V
CL276V
CL275V
CL155V
CL156V
CL153V
CL154V
CL151V
CL152V
CL149V
CL150V
CL141V
CL142V
CL143V
CL144V
CL145V
CL146V
CL147V
CL148V
CL104V
CL103V
CL102V
CL098V
CL099V
CL100V
CL101V
CL015V
CL032V
CL041V
CL012V
CL030V
CL009V
CL021V
CL025VCL048V
CL026VCL047V
CL027VCL046V
CL028VCL045V
CL005VCL006V
CL003VCL004V
CL001VCL002V
CL008V
CL014V
CL043V
CL042V
CL017V
CL011V
CL035V
CL016V
CL033V
CL013V
CL031V
CL010V
CL029V
CL007V
CL022V
CL037V
CL019V
CL268V
CL251V
CL122V
CL097V
CL069V
CL286V
VOIDSPACE T.C.HEATER
TOTANKCLEANLINE
FROM I.G.MAIN
FROMVACUUMSYS.FROMW.BSYSTEM
BIL.SUC. (F)
BIL.SUC. (A)
CL061V
CL063V
CL059V
CL068V
CL067V
NO.1
COP
S.C.
NO.3
COP
CL166V CL180V CL181V
TCP
C.O.S.P.
NO.2
NO.1
CL126V
CL127V
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Issue: Final Draft
Illustration 3.1.2b Ballast Mimic Panel
NO.2
BP
BA357V
BA358V
BA338V
BA328V
BA342V
BA339V
BA343V
BA329V
BA331V
BA330V BA326V BA364V
BA327V BA363V BA311V BA312V
TO C.O. SYSTEM
SPOOL
PIECE
SPOOL
PIECE
FROM I.G MAIN LINE
5TK (P)
5TK (S)
4TK (P)
4TK (S)
3TK (P)
3TK (S)
2TK (P)
2TK (S)
1TK (P)
F.P.TK
1TK (S)
BA323V
BA334V
BA335V
BA325V
BA324V
BA333V
BA336V
BA345V
NO.2
NO.1
BA337V
BA344V
BA332V
BA340V
BA321V
BA309V
BA319V
BA307V
BA317V
BA305V
BA315V
BA303V
BA313V
BA301V
BA322V
BA310V
BA320V
BA308V
BA318V
BA306V
BA316V
BA304V
BA314V
BA302V
BA362V
BA361V
BA356VBA341V
BA360V
BA359V
NO.1
BP
SC
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3.1.4 SUPER CARGO - XL CARGO HANDLING SYSTEM (SC-XL)
The Super Cargo-XL computerised cargo handling system is the heart of the loading and discharging operations. The system is designed to optimise cargo operations while taking into account ship stresses and limitations of the loading/unloading terminal. Planning and execution of the loading/unloading and ballasting operations are undertaken by the SC-XL which can be set for full automatic operation with guidance control.
Initially, a cargo plan must be set up by the operator which the SC-XL will subsequently follow for the cargo operation. In this plan all parameters are entered that the SC-XL must take into account. After a plan has been set up, the operator can then set the plan as a simulation, the SC-XL software will then verify that the plan is correct or it will indicate any modifications that should be made.
To Construct a Loading Plan
From the main menu screen display select LOADING PLAN, the loading plan screen will now open. In the plan name box enter the name of the plan which should be unique, then press ENTER. Press the INITIAL CONDITIONS DATA SET button, this will open the initial conditions data set window. Press the ON-LINE DATA RETRIEVE button to update the current levels in the cargo, ballast FO/DO, LO and fresh water tanks. Press OK if these figures are correct. The total sum of the loading quantity is now displayed.
On returning to the loading plan screen, under the port code area, select the arrow button to open the port code information drop down box, enter the name of the port code. The port data window will show the limitations for this port, ie. draught limits, air draught limit, maximum and minimum manifold pressure, maximum shore capacity flow rate, SG of the sea water at that area, maximum displacement allowed and the piping loss factor. These figures will have already been set during the initial port information set up. If it is required to modify some of this data, then this modification will only apply to this plan and not the original record of the port data. If all of the details are correct for this plan select OK. On returning to the loading plan, select the arrow button in the cargo data area for this selected port. A drop down box will appear where the cargo data can be entered. Check and modify the cargo data as required, modification of the data is only applicable to this plan and does not affect the original information held about each cargo type. When the information is correct select OK.
Enter the quantity of cargo to be loaded against each cargo grade and the tolerance ratio for each grade.
The loading condition for the FO/DO and miscellaneous tanks should be entered for the loading phases via the OTHER TANKS CONDITION buttons on the loading plan window.
Under the deadweight heading enter the maximum load line marks that should be used, considering the sea areas to be transitted between the last load port and first discharge port.
If commingle grades are to be carried, this data can be entered under the OTHER DATA heading. Select the SET COMMINGLE OF CARGO OIL data button and enter the commingle data in the respective cargo grade boxes.
Under the SET CARGO TANK GRADES box, the operator can select the cargo grades either for automatic selection by the SC-XL software when the plan is run, or specifically select cargo grades for individual tanks.
It is necessary to determine whether the aft peak and engine room ballast tanks should be considered during the formulation of the plan, ie. if these tanks can or cannot be used for ballast/deballasting. From the APT & E/R SWBT OPERATION area, select either PROHIBITED or OK. If OK is selected, the plan will be formulated for the inclusion of these tanks in its calculations.
It is necessary to instruct the SC-XL whether cargo tank groupings are to be considered. This information is relayed via the TANK DISTRIBUTION heading box. If the NO LIMITATION is selected, then the cargo tank groupings will be ignored during the formulation of the plan. Selecting TANK GROUP indicates that the SC-XL must consider the tank groups in formulating the plan.
When all of the information has been entered, press the AUTOMATIC TANK PLAN EXECUTE button on the loading plan window.
The SC-XL software will now calculate the plan, a PLANNING NOW window will be displayed. On completion of the calculations, LOADING PLAN (2/4) will automatically be displayed. Up to ten plans can be displayed. If the software has produced more than one plan for consideration, then these can be presented by using the UP/DOWN buttons.
The screen will show the planned loading quantity for each grade, commingle data if applicable. The evolution result indicates if the plan is acceptable for hull strength, draught, trim and loading quauntity. If the evolution value is below 100% then it should be considered to change some of the entered data for the plan and then resubmit.
The screen will also show the cargo load value that can be accepted.
The graphical image at the bottom of the screen shows the loading condition for each phase.
The screen LOADING PLAN (3/4) shows a tabular view of the port information, cargo grade to be loaded, draught before and after loading, trim/heel conditions before and after loading, hull stresses before and after loading, grade for each tank and the loading quantity for each tank before and after loading.
The screen LOADING PLAN (4/4) shows a tabular view of the port information, cargo grade to be loaded and the loading quantity of ballast water before and after the loading operation.
If it is necessary to modify a plan, select the best plan then on screen LOADING PLAN (2/4) press the TANK LOADING VOLUME ADJUST button. Select which phase is to be adjusted, then using the INC. DEC. buttons adjust the volume accordingly and note the change in the ship’s condition. When all changes have been made select the OK button. This will feed back the information to the plan and update it.
When the proposed plan is complete the plan is summitted to the simulation function programme. To activate this programme select the DATA TRANSFER TO SIMULATION FUNCTION button on the LOADING PLAN (1/4) screen.
The LOADING SIMULATION (1/4) screen will automatically be displayed. Enter the plan name. On the phase select area, enter the phase related data that should be considered. Input the target range for trim control and whether this control can be carried out by using the cargo tanks. If control is to be made with the cargo tanks, select OK in the HEEL CONTROL WITH CARGO TANK area, otherwise leave as PROHIBITED.
Enter the start time for deballasting operations after commencment of loading operations. If deballasting is to be started at the same time as loading commences, leave this area blank. If FO and DO is to be bunkered during loading operations, input the time and flow rates.
Enter the loading sequence for each grade, either parallel or serial. Only two grades can be loaded in parallel, further grades would only be started when one of the parallel grades has finished. In the serial loading condition, the second grade will only be loaded after the first grade has finished.
Enter the start time for the first cargo load.
Enter the initial, mean loading and topping off rates.
Enter the information for the first tank that should be loaded for each grade. This is accessed from the button and drop down box to the left of the first cargo grade information panel.
Press the green button on the CARGO PIPING line, this will display the simulated cargo piping line plan. If all the information shown is correct, press OK on the cargo piping plan window.
Press the green button on the GRAVITY DEBALLAST PIPING line, this will display the simulated gravity piping line plan. If all the information shown is correct, press OK on the piping plan window.
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Press the green button on the PUMPING DEBALLAST PIPING line, this will display the simulated pumping deballasting piping line plan. If all the information shown is correct press OK on the piping plan window.
On the LOADING SIMULATION (1/4) window press the SIMULATION EXECUTE button, then press the CONFIRM button. The SC-XL software will now process the data and when complete the result is displayed automatically in the LOADING SIMULATION (2/4) window. This window will display the following information:
• Time from start of operations to completion for each grade
• The topping off sequence for each tank
• Display the level in each cargo tank on a time line basis
• Display the change of condition for draught, trim, hull stress, loading rate and pump status on a time line basis
• Changeover starting point of each phase
• Changeover of the time scale co-ordinates
If the simulation plan is verified as being accurate for the loading plan then it must be registered and saved, either to the hard drive or floppy disk. The simulation plan must be registered and saved before the loading plan can be executed.
Execution of a Loading Plan
To carry out a automatic loading plan, select LOADING AUTOMATIC CONTROL from the main menu. The LOADING AUTOMATIC CONTROL (1/4) will open. From this window select the PLAN CALL button. From the pop up window select the line of the required plan, a confirmation box will open.
Select the required phase for automatic loading control. To execute the loading automatic control, press the EXECUTE button, a safety message will appear asking the operator for confirmation to start automatic loading control.
The operator is then presented with guidance message information which must be responded to.
The guidance message number is given at the left hand side of the page. The next column gives operation/control summery of the action. The next column describes the guidance message on which the operator must act with a response either to accept, hold or reject the action. The response coloumn will show the operator the execute, hold or reject options which are then described in the transaction column. The following column will then indicate the next guidance message line that should be followed.
The remarks column at the right hand side of the page gives remarks of the actions that will take place after the response has been made. The illustration 3.1.4a gives the flow lines for the guidance message dialogues.
Illustration 3.1.4a Guidance Message Flow Diagram
for Automatic Loading Control
Start
Loading Deballasting
D-04 can be called from
the hold list anytime
after completion of D-03
L-01 D-01
L-02 D-02
L-03
L-04 D-03
L-05
L-06
L-12
L-13 D-04
L-14, 15 D-05
L-16
L-22
L-44 D-39
3.1/3.1.4 Page 2 of 4
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To Construct a Discharging Plan
From the main menu screen display select DISCHARGING PLAN, the DISCHARGING PLAN (1/4) screen will now open. In the plan name box enter the name of the plan which should be unique, then press ENTER. Press the INITIAL CONDITIONS DATA SET button, this will open the initial conditions data set window. Press the ON-LINE DATA RETRIEVE button to update the current levels in the cargo, ballast FO/DO, LO and fresh water tanks. Press OK if these figures are correct. The total sum of the loading quantity is now displayed.
The final condition of a loading plan can be set as the initial condition of a discharging plan, press LOADING PLAN CALL and select the related plan.
From the discharging plan screen select the port code at which the discharge will be carried out using the button and the drop down box. Check the information in the PORT DATA window, amend the information as necessary. When the port data is correct, select the OK button.
In the cargo code area select the cargo grade to be discharged using the button and drop down window and enter the required discharge quantity for each grade. On the discharging plan window the cargo summary will show the initial loading quantity and required discharging quantity for each grade.
The loading condition for the FO/DO and miscellaneous tanks should be entered for the discharging phases via the OTHER TANKS CONDITION buttons on the loading plan window.
It is necessary to determine whether the aft peak and engine room ballast tanks should be considered during the formulation of the plan, ie. if these tanks can or cannot be used for ballast/deballasting. From the APT & E/R SWBT OPERATION area, select either PROHIBITED or OK. If OK is selected, the plan will be formulated for the inclusion of these tanks in its calculations.
It is necessary to set the final target trim value for each phase.
When all data has been entered press the AUTOMATIC TANK PLAN EXECUTE button. The SC-XL software will now calculate the plan according to the entered information. When the calculation is complete the DISCHARGING PLAN (2/4) will automatically open. From this window the planned and required discharge quantity is displayed for each grade. The evolution result indicates if the plan is acceptable for hull strength, draught and trim during each phase. If the evolution value is below 100% then changes to some of the entered data for the plan should be considered and then resubmited.
The graphical view at the bottom of the page shows the final unloading condition at each phase.
The screen DISCHARGING PLAN (3/4) shows a tabular view of the port information, cargo grade to be discharged, draught before and after unloading, trim/heel conditions before and after unloading, hull stresses before and after unloading, grade for each tank and the discharging quantity for each tank before and after the discharge operation.
The screen DISCHARGING PLAN (4/4) shows a tabular view of the port information, cargo grade to be discharged and the loading quantity of ballast water before and after the discharging operation.
If it is necessary to modify a plan, select the best plan then, on screen DISCHARGING PLAN (2/4) press the TANK LOADING VOLUME ADJUST button. Select which phase is to be adjusted, then using the INC. DEC. buttons adjust the volume accordingly, note the change in the ship’s condition. When all changes have been made, select the OK button, this will feed back the information to the plan and update it.
When the proposed plan is complete the plan is submitted to the simulation function programme. To activate this programme select the DATA TRANSFER TO SIMULATION FUNCTION button on the DISCHARGING PLAN (1/4) screen.
The DISCHARGING SIMULATION (1/4) screen will automatically be displayed. Enter the plan name. On the phase select area, enter the phase related data that should be considered. The port code, shore maximum capacity, maximum manifold pressure and piping losses for each related phase are automatically displayed. If it is necessary to adjust the piping loss figures press the button against the piping loss factor % box and insert a new value. The final loading condition for each related phase is automatically displayed.
Enter the target range for trim control for the main discharge operation, cargo stripping and COW operations. If control is to be made with the cargo tanks, select OK in the HEEL CONTROL WITH CARGO TANK area, otherwise leave as PROHIBITED.
Enter the start time for ballasting operations after the commencement of discharging operations. If ballasting is to be started at the same time as discharging commences leave this area blank. If FO and DO is to be bunkered during cargo operations, enter the time and flow rates.
If COW operations are required, select the button next to the DEMAND OF COW OPERATION and this will bring up the DEMAND OF COW EXECUTION window. In this window enter the selection of which tanks COW is to take place and if top and bottom washing is to take place. Enter the target ullage level for the commencement of COW for each relevant tank.
Enter the discharging sequence for each grade, either parallel or serial. Only two grades can be discharged in parallel, further grades would only be started when one of the parallel grades has finished. In the serial discharging condition, the second grade will only be started after the first grade has finished.
Enter the start time for the first cargo discharge.
Enter the target manifold line test pressure. During this line test period a line check will be conducted by the ship’s staff.
Enter the control mode for the cargo pumps, either flow or pressure control. Flow mode will control the pump speed and discharge valve open position to maintain a target flow rate through the manifold. Pressure mode will control the pump speed and discharge valve open position to maintain a target pressure at the manifold. The relevant target data for flow and pressure must be entered accordingly in their respective boxes.
Enter the NPSH suction pressure data for each cargo grade.
Press the green button on the CARGO PIPING line, this will display the simulated cargo discharge piping line plan. If all the information shown is correct, press OK on the cargo piping plan window.
Press the green button on the GRAVITY BALLAST PIPING line, this will display the simulated gravity piping line plan. If all the information shown is correct, press OK on the piping plan window.
Press the green button on the PUMP BALLAST PIPING line, this will display the simulated pumping ballasting piping line plan. If all the information shown is correct, press OK on the piping plan window.
On the DISCHARGING SIMULATION (1/4) window press the SIMULATION EXECUTE button, then press the confirm button. The SC-XL software will now process the data, when complete the result is displayed automatically in the DISCHARGING SIMULATION (2/4) window. This window will display the following information:
• Time from start of discharge operations to completion for each grade
• The stripping level sequence for each tank
• Display the level in each cargo tank on a time line basis
• Display the change of condition for draught, trim, hull stress, discharging rate and pump running status on a time line basis
• COW execution status
• Changeover starting point of each phase
• Changeover of the time scale co-ordinates
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If the simulation plan is verified as being accurate for the discharging plan then it must be registered and saved, either to the hard drive or floppy disk. The simulation plan must be registered and saved before the discharging plan can be executed.
Execution of a Discharging Plan
To carry out a automatic discharging plan, select DISCHARGING AUTOMATIC CONTROL from the main menu. The DISCHARGING AUTOMATIC CONTROL (1/4) will open. From this window select the PLAN CALL button. From the pop up window select the line of the required plan, a confirmation box will open.
Select the required phase for automatic discharging control. To execute the loading automatic control, press the EXECUTE button. A safety message will appear asking the operator for confirmation to start automatic discharging control.
The operator is then presented with guidance message information which must be responded to.
The guidance message number is given at the left hand side of the page. The next column gives operation/control summery of the action. The next column describes the guidance message on which the operator must act with a response either to accept, hold or reject the action. The response coloumn will show the operator the execute, hold or reject options which are then described in the transaction column. The following column will then indicate the next guidance message line that should be followed.
The remarks column at the right hand side of the page gives remarks of the actions that will take place after the response has been made. The illustration 3.1.4b gives the flow lines for the guidance message dialogues.
Illustration 3.1.4b Guidance Message Flow Diagram
for Automatic Unloading Control
Start
Cargo Discharge Ballasting
B-04 can be called from
the hold list anytime
after completion of B-03
U-01 B-01
U-02 B-02
U-03
U-04 B-03
U-05
U-06
U-22
U-23 B-04
U-24 B-05
U-105 B-28
3.1/3.1.4 Page 4 of 4
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Iran Dena Cargo Operating Manual
Issue: Final Draft
Illustration 3.1.5a Ballast Exchange Plan and Control Screen
SYSTEMUTILITY
MONITORING1
MONITORING2
OPERATION
OPERATION
6/Sep/2003 19:40
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
6/Sep/2003 10:50 E/R SWBT(P) Fore Sampling System Disconnected
TOTAL (mt)
F.P.TK
1WBT (P)
1WBT (S)
2WBT (P)
2WBT (S)
3WBT (P)
3WBT (S)
4WBT (P)
4WBT (S)
5WBT (P)
5WBT (S)
A.P.TK
E/R SWBT (P)
E/R SWBT (S)
TOTAL (mt)
TANK NAME
(UNIT )
TANK NAME
(UNIT ) INIT.INIT.
BALLAST EXCHANGE PLAN(1/1)BALLAST EXCHANGE PLAN(1/1)
BALLAST TANK LOADING CONDITIONBALLAST TANK LOADING CONDITION
REPOSE
17.93 16.88A 1.05
P 0.11
17.46
17.35
1 2 3 4 5 6 7 8 9 101
Deballast
2
Deballast
3
Deballast
4
Deballast
5
Deballast
6
Deballast
7
Deballast
8
Deballast
9
Deballast
10
Deballast
PIPING (PUMP SELECT)
m
PIPING (PUMP SELECT)
SCROLL BUTTONSCROLL BUTTON
OTHER TANKS CONDITIONOTHER TANKS CONDITION
CARGO TANKSCARGO TANKS
F.O/D.O TANKF.O/D.O TANK
MISCELLANEOUS TANKSMISCELLANEOUS TANKS
S.G. OF SEAWATERS.G. OF SEAWATER A.P.TK RATE(m3h)A.P.TK RATE(m3h)
16.15
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
2,920
16.15
30.75
0.00
30.00
30.00
0.00
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
85,183
16.15
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
104,006
16.15
0.00
30.75
30.00
30.00
29.99
0.00
30.02
30.02
30.07
30.07
8.91
21.71
21.71
85,184
16.15
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
104,007
0.00
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
100,013
0.00
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
100,014
0.00
30.75
30.75
0.00
30.00
29.99
29.99
30.02
30.02
30.07
0.00
8.91
21.71
21.71
81,565
0.00
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
100,015
0.00
30.75
30.75
30.00
0.00
29.99
29.99
30.02
30.02
0.00
30.07
8.91
21.71
21.71
81,566
0.00
30.75
30.75
30.00
30.00
29.99
29.99
30.02
30.02
30.07
30.07
8.91
21.71
21.71
100,015
1,0250 1,000Default
1,000
Ballast
Deballast
Ballast
Deballast
SYSTEMUTILITY
MONITORING1
MONITORING2
OPERATION
OPERATION
6/Sep/2003 19:40
AFT
DRAFT
(m)
FOREPORT
STBD
AFT FORE
PORT
STBD
TRIM(m)HomeMenu Window
S.Force &B.Moment Self Execution
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
TRIM(m)
HEEL(deg.)
6/Sep/2003 10:50 E/R SWBT(P) Fore Sampling System Disconnected
Simulation
TerminateExecuteTerminateInterruptExecuteSTEP-01START STEP NUMBERSTART STEP NUMBER
Normal
TOTAL (mt)
F.P.TK
1WBT (P)
1WBT (S)
2WBT (P)
2WBT (S)
3WBT (P)
3WBT (S)
4WBT (P)
4WBT (S)
5WBT (P)
5WBT (S)
A.P.TK
E/R SWBT (P)
E/R SWBT (S)
TOTAL (mt)
LEVEL
(m)
VOLUME
(m3) (%)TANK NAMETANK NAME
STEP NO.STEP NO. INITIALSTEP-01
Ballast
STEP-02
Deballast
STEP-03
Ballast
STEP-04
Deballast
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
LEVEL
(m)
VOLUME
(m3) (%)
SCROLL BUTTONSCROLL BUTTON
CALCULATED
SHIP DATA
CALCULATED
SHIP DATA
Guidance Operation ModeGuidance Operation Mode
BALLAST EXCHANGE CONTROL(1/1)BALLAST EXCHANGE CONTROL(1/1)
REPOSE
AP
5P
4P
3P
2P
1P
5S
4S
3S
2S
1S
FP
AP
5P
4P
3P
2P
1P
5S
4S
3S
2S
1S
FP
AP
5P
4P
3P
2P
1P
5S
4S
3S
2S
1S
FP
AP
5P
4P
3P
2P
1P
5S
4S
3S
2S
1S
FP
AP
5P
4P
3P
2P
1P
5S
4S
3S
2S
1S
FP
Initial W.B.
Clean W.B.
Handling Tk.
Empty Tk.
CALC.DRAFT(m)--,-- --,----,--
--,--
--,--
--,--
17.93 16.88A 1.05
P 0.11
17.46
17.35
3.1/3.1.5 Page 1 of 2
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Iran Dena Cargo Operating Manual
Issue: Final Draft
3.1.5 BALLAST EXCHANGE PROGRAM
A ballast water exchange must be carried out in accordance with certain national and port authority requirements, details of these requirements are contained in the Ballast Water Management Plan held on board.
The Super Cargo - XL cargo control, monitoring and supervision program contains a module which allows the automated ballast water exchange to be conducted after an initial simulation has been carried out. When all of the necessary data has been entered into the module, a simulation will be conducted to ensure that the ship’s hull stresses and stability condition stays within safe limits at all times. As a ballast exchange simulation is initiated, the ‘ballast exchange trend’ screen will appear and from this screen the operator can view the change in the ballast condition in relation to tank contents, hull stresses, changes in draught and trim and the pumping rate of the ballast pumps.
When the simulation has been run and shows that the ship’s condition and operating parameters are proven to be satisfactory, then the simulation can be saved as a unique plan. During the execution of the plan, the operator can use the guidance message list which is the normal mode of operation when the ballast exchange system is working in automatic operation, or the Self-Execution mode, in which the operation will continue without having to receive an operator’s Exceute/Hold command.
Procedure to Execute an Automatic Ballast Water Exchange
When it is necessary to carry out a ballast water exchange, all the required data for a simulation and subsequent plan to be drawn up will be entered via the Ballast Exchange Plan screen, the screen image is indicated above on the left hand side.
For each step of the plan the target data must be inserted, these are the reference points the system will work to during the deballasting and ballasting operation, the units can either be specified as ullage or m3 capacity. The tank capacity data for all of the remaining tanks must also be updated, either manually or by pressing the On-Line Data Retrieve button for each group of tanks. The green button below each total column for each step is used to confirm the ballast piping plan that will be used for each phase of the operation. When it is confirmed that the piping plan is correct, the OK button must be pressed.
When all of the reference data has been entered, the operator must process this information through a simulation. This is carried out by selecting the Ballast Exchange Control from the main menu, its image is indicated in the illustration above on the right hand side. The simulation is normally started with step No.1, although, using the selection box on the top left of the screen a different starting point step No. can be made. When the operator is assured that the data entry is correct the Simulation Execute button should be pressed, a confirm button message will now be displayed, press Yes to begin the simulation.
When the simulation is initiated the Ballast Exchange Trend screen will appear. This new screen display will allow the operator to view the change of ballast level in each tank, additionally, the draught and trim changes, hull stresses, the rate of ballast exchange and the pump running condition can be viewed for the entire simulation. When the simulation is complete, the operator can chose to accept the simulation if all of the criteria are within acceptable limits, or run it again if it is necessary to make some adjustments either to the tank target levels, or to transfer liquid between the fuel oil bunker tanks for example.
When the simulation has been saved to the hard drive it can be called up when the ballast exchange takes place. Although the simulation can take into account the overall constraints on the ship, i.e., hull stress, stability, draught and trim changes etc., it cannot take into account or make allowances for the weather and sea conditions. Therefore, before the automatic ballast exchange plan is set into operation the operator must take into account the fact that the plan may require to be terminated at some stage of the process. If the plan is terminated part of the way through, then when it is restarted the operator can choose the step start point from the drop down box at the top left hand corner of the screen.
With the correct ballast exchange plan activated, which will be displayed on the ballast exchange control screen, the operator should check that the target data for each ballast tank is correct. If any changes have to be made, then after the modifications have been implemented another simulation must be carried out.
The chief officer who will have run the simulation, must decide if the plan is to be run under the guidance control mode or self-execution mode. In guidance control mode, the system will wait for a positive action from the operator before the next step in the process can take place. In the self-execution mode, the guidance information will be displayed but the operation will continue without any necessary input from the operator.
When the preparations for the ballast pumps have been carried out by the duty engineer, the operator in charge of ballast exchange will initiate the plan by pressing the EXECUTE button, followed by OK. The ballast exchange will now be carried out in accordance with the previous simulation exercise.
It is possible that the sea state or weather conditions might make the judgement by the Super Cargo - XL program difficult to correctlyassess the stripping phase of the tanks due to movement of the ship. If this is the case, then the operator can intervene by setting the finish stripping of each tank manually. To carry out this function select the OPERATION tab at the right hand side of the screen followed by Data Set for Ball. Auto. Control, this will open up a ballast exchange control sub-menu as indicated in the following column. From this sub-menu select the correct tank which is at the stripping stage then select the corresponding FINISH button. A confirmation window will now open, select OK to carry out the end of stripping process on that tank.
To Interrupt or Terminate the Automatic Running of a Ballast Exchange Plan
If it is necessary to interrupt the plan which is in progress, then it is simply a case of the operator pressing the interrupt button at the top of the ballast exchange control page. A safety message will appear when the interrupt button is pressed to confirm the action. The interrupt action will transfer the process out of automatic mode and into manual mode, all of the valves and pumps will stay as they are unless the operator manually makes any changes, e.g., stopping pumps, opening or closing valves, i.e., possibly setting the system into recirculation etc., in order that no overall changes take place to the tank contents. During this period of interruption the historical trending will continue to be displayed.
To restart the plan after an interruption, the operator should first ensure that the pumps all of the valves are set to their original condition and positions before the interruption took place. When this has been carried out the operator can select the INTERRUPT button again, this will bring up a Restart confirm action dialogue box. After confirmation, the system will return to the automatic operation of the plan at the point it was interrupted.
To terminate the plan the operator must press the TERMINATE button at the top of the page, a safety message will ask to confirm the action. If the plan is terminated the pumps and valves are set into manual mode, the pumps and valves would then be shut down manually, the historical trend recording will also stop.
Ballast Exchange Control X
F.P.TK
1WBT (P)
1WBT (S)
2WBT (P)
2WBT (S)
3WBT (P)
3WBT (S)
4WBT (P)
4WBT (S)
5WBT (P)
5WBT (S)
OBS.
SOUND.
OBS.
SOUND.
CORR.
SOUND.
CORR.
SOUND.
HANDLING
FINISH SET
HANDLING
FINISH SET
Finish
Finish
Finish
Finish
Finish
Finish
Finish
Finish
Finish
Finish
Finish
Finish
OBS.
SOUND.TANK NAMETANK NAME
TANK NAMETANK NAME
OBS.
SOUND.
CORR.
SOUND.
CORR.
SOUND.
STRIPP.
FINISH SET
STRIPP.
FINISH SET
TRIM(m) HEEL(deg.)
A.P.TK
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
HH xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
xx.xx
HH xx.xx xx.xx
A xx.x P xx.x
Illustration 3.1.5b Ballast Exchange Control Sub-Menu
3.1/3.1.5 Page 2 of 2
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3.2 Cargo Control Room, Console and Panels
Illustrations
3.2a Cargo Control Room
3.2b Cargo Control Console
3.2c Cargo Control Room Panels
Iran Dena Cargo Operating Manual
Issue: Final Draft
Illustration 3.2a Cargo Control Room
Cargo Control Room
Key
1 - Cargo Control Console
2 - Sounding Board
3 - Omicron Panel for Gas Detection and Overfill Alarms
4 - Inert Gas Sub Panel
5 - Saab TankRadar Control Panel
6 - ODME Control Unit
7 - Super Cargo XL Display
8 - Printer
9 - Saab TankRadar Display and Computer
10 - LAN PC and Printer
1
3 245
6
77910 888
NO.2
BP
BA357V
BA358V
BA338V
BA328V
BA342V
BA339VBA343V
BA329V
BA331V
BA330V
BA326V
BA364V
BA327V
BA363V
BA311V
BA312V
TOC.O.SYSTEM
SPOOL
PIECE
SPOOL
PIECE
FROMI.G
MAINLINE
5TK(P)
5TK(S)
4TK(P)
4TK(S)
3TK(P)
3TK(S)
2TK(P)
2TK(S)
1TK(P)
F.P.TK
1TK(S)
BA323V
BA334V
BA335V
BA325V
BA324V
BA333V
BA336V
BA345V
NO.2
NO.1
BA337V
BA344VBA332V
BA340V
BA321V
BA309V
BA319V
BA307V
BA317V
BA305V
BA315V
BA303V
BA313V
BA301V
BA322V
BA310V
BA320V
BA308V
BA318V
BA306V
BA316V
BA304V
BA314V
BA302V
BA362V
BA361V
BA356VBA341V
BA360V
BA359V
NO.1
BPSC
To Ship's Office
5kg CO2 Fire
Extinguisher
3.2 Page 1 of 4
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3.2 CARGO CONTROL ROOM, CONSOLE AND PANELS
The cargo control room (CCR) is located on A deck in the accommodation block. All the necessary equipment and controls are located here to permit the centralised supervision of cargo operations.
The cargo control console is split into two main sections which contain the following equipment:
Cargo Control Console
Control and monitoring for pumps and motors necessary for the normal cargo/ballast operations, including:
• Two Super Cargo - XL 21 inch monitors and associated keyboard and mouse for control and monitoring of cargo operations
• A 17 inch monitor for Saab TankRadar level gauge monitoring
• Buzzer for SC - XL alarms and guidance messages
• Source indicator lamps for 24V DC and 220V AC supply
• Fire repeater alarm panel
• Slave clock
• Digital rpm indication of the main cargo oil pumps, tank cleaning pump and ballast pumps
• Automatic telephone
• IS telephone and IS selection controller
• No.3 VHF unit
• Boiler No.1 and 2 water level and pressure gauge indication
• Cargo oil stripping pump stroke counter
• Vibration display unit for pump room fans
• No.1 and 2 temperature display unit for pump room fan motors
• Bilge level alarm for the steering gear room port and starboard, emergency fire pump recess, pump room forward and aft, pump room void space, bosun’s store void space port and starboard and the bosun’s store port and starboard
• Start/stop running indication of the hydraulic pump units for valve control
• Alarm indication for the hydraulic pump units for valve control
• Cargo tank level indication
• Cargo tank temperature indicator
• Emergency stop buttons for the cargo stripping pump, water ballast pumps and main cargo pumps and tank cleaning pump
• Buzzer stop and flicker buttons
• Lamp test and buzzer function test switches
• Pump room light and pump room fans buttons
• Talkback microphone
• Cargo system mimic panel
• Ballast mimic panel, ballast level and draught level indication gauges
Planning Station and Monitoring Area • Two Super Cargo - XL planing station with 17 inch monitors
keyboard and mouse
• Saab TankRadar display with CPU located in the cupboard below
• Printer No.1
• Inclinometer on the forward bulkhead
• LAN network station
• Printer No.3
Supplied at other Stations are• Sub-control panel for the inert gas system
• Main gas sampling system control panel and overfill alarm panel
• ODME monitor, control and printer unit
• Cupboard space for portable gas detection equipment, lifejackets, first aid kit and general office equipment and reference books
• EEBD (emergency escape breathing device) container
• Sounding board
• Slave panel alarm for BWMS
• Alarm indication for engine room local fire fighting system
• Ship’s general alarm bell
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Issue: Final Draft
ONOFFONOFF
Illustration 3.2b Cargo Control Console
Cargo Control Console
Pump Room LightSwitch
Pump Room FanSwitch
Key
1 - Buzzer Alarm
2 - Guidance Alarm Buzzer
3 - AC220V Source
4 - DC24V Source
5 - Engine Room Water Ballast Tank (P)
6 - No.5 Water Ballast Tank (P)
7 - No.4 Water Ballast Tank (P)
8 - No.3 Water Ballast Tank (P)
9 - No.2 Water Ballast Tank (P)
10 - No.1 Water Ballast Tank (P)
11 - Aft Peak Tank
12 - Fore Peak Tank
13 - Engine Room Water Ballast Tank (S)
14 - No.5 Water Ballast Tank (S)
15 - No.4 Water Ballast Tank (S)
16 - No.3 Water Ballast Tank (S)
17 - No.2 Water Ballast Tank (S)
18 - No.1 Water Ballast Tank (S)
19 - Port Draught
20 - Starboard Draught
21 - Aft Draught
22 - Forward Draught
23 - Ballast System Mimic
24 - Fire Alarm Repeater Panel
25 - RPM Indicator for TCP
26 - RPM Indicator for No.3 COP
27 - RPM Indicator for No.2 COP
28 - RPM Indicator for No.1 COP
29 - RPM Indicator for No.2 BWP
30 - RPM Indicator for No.1 BWP
31 - Clock
32 - Super Cargo XL Monitor
33 - Telephone Directory
34 - Telephone
1 2 3 4
32
24 31 45 46 47 48 49
52
51
53
60 61 62 63
66
65
35 36 37
38
39 40 54 55 56 57 58 59
50 64
44434241
25 26 27 28
30
34
29
33
NO.2
BP
BA357V
BA358V
BA338V
BA328V
BA342V
BA339V
BA343V
BA329V
BA331V
BA330V BA326V BA364V
BA327V BA363V BA311V BA312V
TO C.O. SYSTEM
SPOOL
PIECE
SPOOL
PIECE
FROM I.G MAIN LINE
5TK (P)
5TK (S)
4TK (P)
4TK (S)
3TK (P)
3TK (S)
2TK (P)
2TK (S)
1TK (P)
F.P.TK
1TK (S)
BA323V
BA334V
BA335V
BA325V
BA324V
BA333V
BA336V
BA345V
NO.2
NO.1
BA337V
BA344V
BA332V
BA340V
BA321V
BA309V
BA319V
BA307V
BA317V
BA305V
BA315V
BA303V
BA313V
BA301V
BA322V
BA310V
BA320V
BA308V
BA318V
BA306V
BA316V
BA304V
BA314V
BA302V
BA362V
BA361V
BA356VBA341V
BA360V
BA359V
NO.1
BP
SC
5 6 7 8 9 10
13 14 15 16 17 18
19
1211
20 21 22
23
35 - Emergency Stop for CO Stripping Pump
36 - Emergency Stop for WBP
37 - Emergency Stop for COP / TCP
38 - I.S. Selector Box
39 - I.S. Telephone
40 - VHF Radio
41 - Buzzer Stop
42 - Flicker Light
43 - Lamp Test
44 - Buzzer Test
45 - No.2 Boiler Drum Level
46 - No.1 Boiler Drum Level
47 - No.2 Boiler Steam Pressure
48 - No.1 Boiler Steam Pressure
49 - CO Stripping Pump Stroke Counter
50 - Super Cargo XL Monitor
51 - Pump Room Fan Vibration Display Module
52 - No.1 Pump Room Fan Motor Temperature Display Module
53 - No.2 Pump Room Fan Motor Temperature Display Module
54 - Emergency Feeder Line Switch
55 - No.2 Normal Feeder Line Switch
56 - No.1 Normal Feeder Line Switch
57 - Pump Room Trunk Fan Switch
58 - No.2 Pump Room Fan Switch
59 - No.1 Pump Room Fan Switch
60 - Bilge Alarm Lamp
61 - No.2 Hydraulic Power Unit
62 - No.1 Hydraulic Power Unit
63 - Hydraulic Power Unit
64 - Super Cargo XL Monitor
65 - Cargo Tank Level Indication
66 - Cargo Piping Mimic
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7 8 9 0 7 ALARM SYSTEM
4 5 6 . 7 MENU
OutputOK I
I 32
SERV.
1 2 3 - ENTER CLEAR
M MELCHER
LCP
Saab MarineElectronicsCOMUTECH GROUP
LCM+ LCS LCI
Illustration 3.2c Cargo Control Room Panels
Cargo Control Room
Key
A - For details on ODME Panel refer to drawing2.7.3a Oil Discharge Monitoring Equipment
B - For details on Inert Gas Panel refer to drawing1.4.1c Inert Gas Mimic Panel
C - For details on Gas Sampling Panel refer to drawing3.3.3a Omicron Gas Sampling and Overfill Control Units3.3.3b Omicron Vapour Alarm and Gas WarningSystem Control Units
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3.3 Cargo Tank Instrumentation System
3.3.1 Saab Tank Level Measurement System
3.3.2 Remote Sounding and Draught Gauge System
3.3.3 Gas Detection and Tank Overfill Alarm Systems
3.3.4 Cargo Loading Computer
Illustrations
3.3.1a Tank Level Measurement and Alarms
3.3.1b Saab Tank Level Monitor Display
3.3.1c Saab Tank Temperature Monitor Display
3.3.3a Omicron Gas Sampling and Overfill Control Units
3.3.3b Omicron Vapour Alarm and Gas Warning System Control Units
3.3.4a Loading Calculator
3.3.4b Hull Condition Screens
Iran Dena Cargo Operating Manual
Issue: Final Draft
Illustration 3.3.1a Tank Level Measurement and Alarms
Window
Help CloseAllJan 08 13:37.44 2003
CargoOverview Ballast MiscTks
Alarm AcceptHi HFO2S Innage 17.47 ( 17.00) m
Density Sys. Overv
SaabTankRadar
System Overview
CargoTemps
SLOPP CT5P CT4P CT3P CT2P CT1P
CT5C CT4C CT3C CT2C CT1C
SLOPS CT5S CT4S CT3S CT2S CT1S
SAFEAREAHAZ.AREA
15CargoTankswith IGPressure and 3Temperature Probes per Tank2SlopTankswith IGPressure and 3Temperature Probes per Tank
Pointer Instruments11EngineRoomTanks Levels
TankDisplayUnitsTDU1 - 17
ThumbwheelTTDU
I/O-Box
Ballast TanksEngineRoomTanksFreshWater TanksDistilledWater TanksDraughts
1411214
#3 #4#1 #2
UnitLevel
1 2 3
Level Datic 100S
UPS
Work Station Work Station
Redundancy Box
Interface to Super CargoXL (Main)
Interface to Super CargoXL (Backup)
AnalogueOutputModules, S49Mounted insideCCR
Pointer Instruments14Ballast Levels4Draughts
1 2 18
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3.3 CARGO TANK INSTRUMENTATION SYSTEM
3.3.1 SAAB TANK LEVEL MEASUREMENT SYSTEM
Maker: Saab Marine ElectronicsType: Saab TankRadar G3
General Description of the Saab TankRadar System
The Saab Tankradar system fitted to this ship has the main level control unit and work station and display and slave monitor display mounted in the CCR. The information gathered by the system is used to display the cargo oil tank levels, temperatures in the cargo oil tanks at three different levels, top, mid and bottom areas, ballast tank levels, density of the fluids in the segregated ballast tanks and miscellaneous tanks in the engine room. The engine room tanks which come under the Miscellaneous heading are also displayed on the screens. The system recieves an input from the pressure monitoring system in the cargo oil tanks which it displays on the Cargo Overview screen.
The radar transmitters fitted on the top of the cargo oil tanks emit microwaves, directed by an antenna, towards the surface of the tank contents, the antenna then picks up the echo from the surface. The difference in frequency between the transmitted and reflected signal is directly proportional to the measured distance i.e. ullage.
The Saab TankRadar system, which is the main part of the cargo tank control system, is made up of the following units:
• Workstation and monitor
• Monitor slave display on cargo console
• Level unit
• Transmitters
Workstation
The workstation and slave display located in the CCR is used by the operator for monitoring the tank ullage, temperatures, inert gas pressures and all the other data that is handled by the Saab TankRadar. The workstation takes care of the alarm handling of the measured values. It also communicates with other systems, such as load calculators and electric-pneumatic level gauging systems (such as ballast) and supervises the transmitter and level unit computers.
Level Unit
The level unit located in the CCR contains terminals for the intrinsically safe connection of the transmitters. It contains the electronics used for processing the signals from the transmitters for calculating the tank parameters, such as a trim/list corrected ullage, average cargo temperature and for communicating with the workstation.
The system automatically measures the ullage more frequently on cargo tanks that are either being loaded or discharged.
Transmitters
The transmitters measure the distance to the product surface, using a continuous radar signal, and have an electronic box that generates and processes the radar signal. The transmitters are of the standard type with a high performance parabolic antenna.
Workstation
The workstation is operated with a light pen, which the operator points directly on the screen to activate various functions.
The display works under the Windows environment. Different windows can be opened up and displayed simultaneously. The windows can be moved on the screen by pointing at the top, on the title bar, of the window and dragging them to a new position. All the windows have a BACK button, which places the window behind the other windows and an EXIT button, which closes the window.
The overview window is the main window to work from, as it shows the layout of the tanks of the vessel. If the overview window is not displayed touch the CLOSE ALL button or the OVERVIEW button. Touch a tank area on the mimic figure to open the tank data window, which displays the basic information on one tank. When loading or discharging, the tank data windows of all the active tanks can be opened and placed beside each other.
To display the channel menu touch a value (for example an ullage value). Select one of the items on the menu or touch outside the menu to close it. The tank set up window shows more information on one tank than the tank data window.
OperationLight Pen
a) Move the pen to the area on the screen to be activated or selected.
b) Hold the light pen close to the screen and move the cursor to the area to be activated, press the tip of the light pen against the surface of the screen. The pen registers a ‘hit’ and activates the function of the area where the cursor was positioned.
c) If the light pen (or mouse) should fail, it is possible to move the cursor with the arrow keys on the keyboard.
d) Press an arrow key once to move it just slightly, or keep it pressed to move the cursor quickly.
e) To activate a function, once the cursor is correctly positioned, press the control key and the return key at the same time, this corresponds to a ‘hit’ by the light pen.
The Base Window
The base window is always at the background of the screen.
At the top of the window there is row with the TankRadar name, the date and time, the HELP button and an CLOSE ALL button.
By pressing the HELP button the help texts can be read about the various parts of the software.
Clear the screen by pressing the CLOSE ALL button. All the windows that are open on the screen are closed down and the overview window is opened.
Below the top row there is the row of buttons, of which the first button is always the WINDOW button. The other buttons can be as follows (depending on system configuration):
OVERVIEW
SET UP
GROUP
TREND
ALARM
These buttons are used to open the corresponding windows. However, both the WINDOW button and the SETUP button are MENU buttons, which means they open up menus from which a selection can be made.
Alarm Row
At the bottom of the screen there is an alarm row. On the alarm row there is:
• An ALARM button for opening the alarm summary window
• An alarm text with the oldest accepted alarm, status, channel name, current value and the past alarm limit
• An indication of how many more unaccepted alarms there are
• A red ACCEPT button for accepting the alarm displayed on the alarm row
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Illustration 3.3.1b SAAB Tank Level Monitor Display
Window
Help
Trim A 3.52m
List S 0.67°
CloseAllJan 04 20:25.43 2003SaabTankRadar
Ballast TanksDraft Aft
18.67m
Draft Fore
15.15m
Draft Port 17.28m
Draft Stbd 16.60m
BT E/R S
Density
1.0250
kg/l
Innage
0.33 m
iBT 5S
Density
1.0250
kg/l
Innage
9.71 m
iBT 4S
Density
1.0250
kg/l
Innage
9.50 m
iBT 3S
Density
1.0250
kg/l
Innage
9.44 m
iBT 2S
Density
1.0250
kg/l
Innage
9.82 m
iBT 1S
Density
1.0250
kg/l
Innage
16.05 m
i
ATP
Density
1.0250
kg/l
Innage
7.26 m
iFPT
Density
1.0250
kg/l
Innage
14.04 m
i
BT E/R P
Density
1.0250
kg/l
Innage
7.88 m
iBT 5P
Density
1.0250
kg/l
Innage
9.49 m
iBT 4P
Density
1.0250
kg/l
Innage
9.48 m
iBT 3P
Density
1.0250
kg/l
Innage
9.54 m
iBT 2P
Density
1.0250
kg/l
Innage
9.95 m
iBT 1P
Density
1.0250
kg/l
Innage
16.10 m
i
X
Cargo Overview Cargo Temps Ballast Tanks Misc Tanks Density All System Overview
Mimics
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• A buzzer stop button for silencing the workstation’s alarm buzzer, until there is a new alarm
When there is an alarm, the alarm row is shown on top of the other windows on the screen, if there is no alarm, only the ALARM button is shown on the alarm row.
Overview Window
When the workstation is switched on a mimic of the vessel is shown in an overview window.
The overview window is made specifically for each ship. The information in the overview window will change for different ships.
Each tank is shown with its tank name and ullage. An arrow indicating the level rate may be displayed below the value of the ullage. When it points down it indicates that the tank is being discharged and conversely it points up when the tank is being loaded.
There can also be fixed areas on the overview window with information on, for example, draught, sea water density, trim and list.
Below the mimic of the ship there can be buttons for viewing predefined tank groups. One of these buttons could be configured to show for example, the tanks in the aft end of the ship, and another, the tanks at the middle part of the ship.
By pressing a tank area, the tank data window for that tank is opened. If the ullage value is pressed, the channel menu is opened.
Tank Data Window
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 form below the bar graph. In the bar graph, the ullage is indicated by the empty 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 data window by pressing the area of the tank in the overview window. The tank data window for that specific tank will open. If the value of the ullage in the overview window is hit, the channel menu will be displayed instead.
A number of tank data windows can be opened (a maximum of 20 windows can be displayed at one time) and placed wherever required on the screen. Touch the title bar and move the pen. It is possible to switch to a new tank in a window by pressing the TANK button and selecting a new tank from the list.
An arrow pointing down beside the bar graph indicates that the tank is being discharged, and conversely if the arrow points up the tank is being loaded.
The alarm limits are shown as lines beside the bar graph. The shorter lines indicate the high and low limits, while the longer lines indicate the high high and low low limits. The values in the window that are underlined can be changed.
Channel Data Window
The Channel Data window looks similar to the tank data window. The channel data window is used to get a quick overview of the data of a single channel. A new channel can be selected directly from this window by pressing the CHANNEL button.
Tank Set-Up Window
The Tank Set-Up window will give all the data on one tank. Alarm limits and other data can be changed from this window. It is also possible to block individual channels from this window by pressing the check boxes at the right end of the window. A check mark in a box indicates that the channel is blocked. Select a new tank by pressing the TANK button.
It is possible to press a field in the Mode column to set a manual value to the channel. The value of delay is entered in seconds.
The tank set-up window can contain more information than can fit sideways. In this case there is a scroll bar at the bottom of the window for scrolling the window sideways.
Channel Set-Up Window
Use the Channel Set-Up window to enter a manual value. Just press the check box for manual, and then press the value and type the manual value. Some channels do not allow manual entries, the word Manual is then dimmed. It is also possible to disconnect a channel, by pressing the DISCONNECT check box so that a check mark shows.
Alarm limits can be changed as well as blocking a channel.
Select a new channel by pressing the CHANNEL button.
Alarm Window
The Summary window contains four summaries; Sysfail, Warning Summary, Alarm Summary and the Event Log.
Open the Summary window by pressing one of the two ALARM buttons, either at the lower left corner of the screen or at the row of buttons at the top part of the screen.
Press the SUMMARY button to display one of the following summaries:
• Sysfail to display any system failure
• Warning to display the Warning Summary
• Alarm to display the Alarm Summary
• Event log to display a log of all events (up to the 200 latest events in the system)
On the right side of the window there are four buttons for scrolling the list. Use the intermediate buttons to scroll the list one page at a time, or use the TOP or BOTTOM buttons to go to the beginning or to the end of the list.
When the ACCEPT PAGE button is pressed, all the channels seen on the screen at the moment are accepted.
Sysfail Window
The Sysfail window contains a list of any serious system failures within the TankRadar system. The following failures can be included in the Sysfail window:
• Level unit communication failed
• Level unit sysfail
• Level unit power failure
• Level unit LI communication failed
• Input/output box relay communication failed
Warning Summary Window
The Warning Summary window lists all the failures that normally do not seriously affect the TankRadar system.
The following messages can be included in the Warning Summary window:
• Level unit ground failure
• Level unit memory failure
• Master communication failed
• Level data communication failed
• SIOX communication failed
• Level unit restarted
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See the service manual for more information on how to find the failures and how to fix them.
Alarm Summary Window
The Alarm Summary window displays all the channels that are in alarm at the moment. They are displayed with their status, value, the limit that caused the channel to go into alarm and the unit with which the channel is presented. The alarm summary can contain an unlimited number of rows. The alarms for each tank are grouped together in the summary.
Event Log
The Event Log lists the latest 200 events for channels of the alarm classes Sysfail, Warning and Alarm. An Event is recorded when a channel status goes into or out of alarm, block or disconnect.
Group Window
Use the Group window to group information, such as measured values, status, alarm limits, into one or more tables. It could, for example, be the ullage values 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:
a) Press the GROUP button to display a list of the available groups.
b) Select the group required.
c) Press the SET UP button to select one of the following modes:
1. Edit Group mode to change the group
2. Add Group mode to create a new group
3. Delete Group to delete a whole group
d) Press the BLOCK button to block all the channels in the group that are possible to block. Unblock them by hitting UNBLOCK.
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.
Adding a New Group
Add a new group by pressing the ADD GROUP ACTION under the SET UP button. The Group and Log Set-Up window is displayed. Enter the name of the group.
Select whether the group will be based on tanks or on channels. Normally it is best to have groups that are based on tanks. There will be one row for each tank. The columns can contain data such as ullage value, status, and unit for each tank. The logging of the group can be set up directly, but these parameters can also be defined at a later time, see instructions next on how to edit a group.
Press OK to open the new group. Press the buttons marked with ???? to define the contents of the rows and columns of the group. Select NEW to add new rows or columns before or after the column or row button pressed.
Editing a Group
(Note: Do not edit a group with a log started. Stop it first, edit it and save the changes, then start it again.)
To edit a group, first select the group from the list under the GROUP button.
Then press the SET UP button and select EDIT GROUP. The look of the window changes slightly when it is in the edit mode.
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 the heading of the row. A small menu, with the options EDIT, NEW and DELETE, is displayed.
When selecting EDIT or NEW, the Edit Member window is opened. If selecting NEW, first make the selection whether the new row will be placed before or after the active row.
Press the MEMBER button to select another channel to be displayed on that row. The new channel is displayed on the Member row in the window. In the Label input field the label can be changed so that it fits in the Group window.
The columns are changed in a similar way. Instead of the Member window, the Infopost window is opened. In addition to the functions described above, it is possible to define the width of the column.
Use the LOG SET UP button to open the Group and Log Set up window where the period, start time or stop time of the groups log can be set up. It is also possible to define if the log should be printed or saved on a file. The option of saving a file to a log is used only for service purposes.
Trend Window
The Trend window is used to view the historical data of up to four channels in a window, with different colours for each channel.
A number of trends can be configured and selected by pressing the TREND button. The minimum sample rate is ten seconds. The latest 1000 samples are stored and can be displayed using the scroll bar.
Each channel is displayed with its actual value and with its maximum and minimum settings for the diagram. The trends are shown in a window, these can be scrolled one page at a time using the intermediate left or right buttons, or they can be scrolled to the end of the trend using the outermost left and right buttons. The window shows 180 samples at a time.
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 pressing the RULER button. When the ruler is on the values of the channels corresponding to the time where the ruler is placed, the values are displayed under the heading Ruler Value. The time and date, corresponding to the position of the ruler, are shown above the grey window containing the trend lines. The ruler can be moved one sample at a time using the left and right single arrow buttons, or five samples at a time using the left and right double arrow buttons. To move quickly to another part of the Trend, switch the ruler off and use the buttons to move one whole window at a time, or to go to one end of the trend.
When the ruler is on, it is possible to press a point on a trend and the Ruler moves to this point. Then the position of the ruler can be adjusted more exactly with the single arrow left and right buttons.
Edit, Add or Delete a Trend
To change a trend, add a new one or delete one, press the SET UP button to open a menu with these choices. When selecting Add Trend or Edit Trend, the Edit Trend window opens up.
Another way to open the Edit Trend window is by pressing one of the numbered channel buttons or anywhere on a channel row.
Change the name of the trend by typing the new name in the input field. Change the sample period by entering the time between each sampling in hours, minutes and seconds. The minimum sample rate is ten seconds.
It is also possible to activate or deactivate the trend by pressing the ACTIVE box. A check mark indicates that the trend is active and is storing samples.
Select up to four channels that are included in the trend, by pressing the numbered buttons at the bottom of the window.
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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 the 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 (except for the IG pressure alarm) is done in the level unit. All such alarm handling is done in the workstation.)
3.3/3.3.1 Page 6 of 6
Illustration 3.3.1c SAAB Temperature Monitor Display
Window
Help
Trim A 2.35m
List S 0.15°
CloseAllJan 08 08:59.44 2003
CargoOverview Ballast MiscTks
Alarm AcceptHi HFO2S Innage 17.47 ( 17.00) m
Density Sys. Overv
SaabTankRadar
TemperaturesDraft Aft
18.67m
Draft Fore
15.15m
Draft Port 17.28m
Draft Stbd 16.60m
CargoTemps
SLOP P
Temp
Top
Mid
Bot
Average
0.0 °C
29.3 °C
26.5 °C
25.1 °C
CT 5P
Temp
Top
Mid
Bot
Average
0.0 °C
28.7 °C
25.7 °C
25.0 °C
CT 4P
Temp
Top
Mid
Bot
Average
0.0 °C
27.8 °C
24.7 °C
24.7 °C
CT 3P
Temp
Top
Mid
Bot
Average
0.0 °C
26.2 °C
24.3 °C
24.2 °C
CT 2P
Temp
Top
Mid
Bot
Average
22.3 °C
27.2 °C
24.4 °C
24.1 °C
CT 1P
Temp
Top
Mid
Bot
Average
0.0 °C
26.3 °C
24.4 °C
24.1 °C
CT 5C
Temp
Top
Mid
Bot
Average
0.0 °C
27.9 °C
26.7 °C
25.4 °C
CT 4C
Temp
Top
Mid
Bot
Average
0.0 °C
26.6 °C
24.4 °C
24.0 °C
CT 3C
Temp
Top
Mid
Bot
Average
0.0 °C
26.4 °C
24.0 °C
24.4 °C
CT 2C
Temp
Top
Mid
Bot
Average
0.0 °C
26.8 °C
24.1 °C
24.1 °C
CT 1C
Temp
Top
Mid
Bot
Average
0.0 °C
26.0 °C
23.7 °C
23.9 °C
SLOP S
Temp
Top
Mid
Bot
Average
0.0 °C
29.0 °C
27.6 °C
24.9 °C
CT 5S
Temp
Top
Mid
Bot
Average
0.0 °C
28.2 °C
25.8 °C
25.2 °C
CT 4S
Temp
Top
Mid
Bot
Average
0.0 °C
27.3 °C
25.1 °C
24.6 °C
CT 3S
Temp
Top
Mid
Bot
Average
0.0 °C
25.9 °C
24.4 °C
24.2 °C
CT 2S
Temp
Top
Mid
Bot
Average
0.0 °C
27.8 °C
24.8 °C
24.4 °C
CT 1S
Temp
Top
Mid
Bot
Average
0.0 °C
26.2 °C
24.4 °C
24.5 °C
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3.3.2 REMOTE SOUNDING AND DRAUGHT GAUGE SYSTEM
Maker: SF ControlType: Electric-Pneumatic
The ballast tanks, including the fore peak, aft peak and engine room side ballast tanks, the fuel oil and diesel oil tanks and the fresh water tanks are fitted with an electric-pneumatic type transmitter. This information is relayed to the Saab TankRadar display monitors.
The draught gauge level transmitters are also of the electric-pneumatic type. The forward transmitter is fitted in the fore peak tank, the aft transmitter in the engine room and the midship transmitters (two) in No.4 port and starboard ballast tanks.
The ballast and draught transmitter signals are linked into the Saab TankRadar system and can be monitored on the same display.
The measuring line from all the electric-pneumatic type transmitters are led back to the cabinet transmitter boxes located in the hydraulic power pack room on upper deck. Here the pneumatic signal is converted to an electronic signal and passed to their respective displays in the engine and cargo control room.
The ballast tanks are equipped with a high level alarm.
Clean dry air supplied from the control air system is supplied to the LD 100S cabinets where it is regulated down to an operating pressure of 7 bar. Air is distributed to the individual tanks. The fuel oil and diesel oil tanks are fitted with a non-return valve in the transmitter line. The draught system lines are each fitted with a ship side isolating valve. The two domestic fresh water tanks are fitted with a pneumatic 1:1 converter.
The output signals from the LD 100S cabinets are sent to the Saab monitoring system and the alarm and monitoring system.
Operating Principle
The operating principle is based upon the measurement of the hydrostatic pressure at the bottom of the tank by the injection of air through a bubbling probe.
The output pneumatic signal of the modulator is fed into a P/I converter where the pneumatic signal is converted to an electric signal which is connected to the display and digital indicator.
Overfill Alarm System
An Omicron overfill level alarm is fitted to each cargo tank. It operates independently from the Saab TankRadar level measuring system.
The level alarm sensor consists of a magnetic reed switch operated by a float. The sensor is mounted at the level equivalent to 98% capacity. The sensor will operate alarms in the cargo control room and on deck.
3.3/3.3.2 Page 1 of 1
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Issue: Final Draft
1. F.P.T. LOW 2. F.P.T. UP
3. NO.1 WBT(S) FORE 4. NO.1 WBT(P) FORE
5. NO.1 WBT(S) AFT 6. NO.1 WBT(P) AFT
7. NO.2 WBT(S) FORE 8. NO.2 WBT(P) FORE
9. NO.2 WBT(S) AFT 10. NO.2 WBT(P) AFT
11. NO.3 WBT(S) FORE 12. NO.3 WBT(P) FORE
13. NO.3 WBT(S) AFT 14. NO.3 WBT(P) AFT
15. NO.4 WBT(S) FORE 16. NO.4 WBT(P) FORE
17. NO.4 WBT(S) AFT 18. NO.4 WBT(P) AFT
19. NO.5 WBT(S) FORE 20. NO.5 WBT(P) FORE
21. NO.5 WBT(S) AFT 22. NO.5 WBT(P) AFT
23. NO.6 WBT(S) FORE 24. NO.6 WBT(P) FORE
25. NO.6 WBT(S) AFT 26. NO.6 WBT(P) AFT
27. SPARE NO.1
LOW GAS ALARM HIGH GAS ALARM ACCEPTED
28. SPARE NO.2
FLOW FAIL ACCEPTED
DISCONNECTED
AUTOMATIC
CALIBRATION
ACCEPTALARM
RESETALARM BUZZER
GAS IN CAB.PWR. RESET
LAMPTEST
ON/OFF
PURGE
DIS/RE-
CONNECT
(DIM)
UP
SAMPLE SELECTOR
SAMPLE
POINT
DOWN(DIM)
MANUAL
ACTIVE
H.C GAS SAMPLING SYSTEM, OGS 3.0/28
FOR BALLAST AND VOID SPACES
OMICRON
1. F.P.T. LOW 2. F.P.T. UP
3. NO.1 WBT(S) FORE 4. NO.1 WBT(P) FORE
5. NO.1 WBT(S) AFT 6. NO.1 WBT(P) AFT
7. NO.2 WBT(S) FORE 8. NO.2 WBT(P) FORE
9. NO.2 WBT(S) AFT 10. NO.2 WBT(P) AFT
11. NO.3 WBT(S) FORE 12. NO.3 WBT(P) FORE
13. NO.3 WBT(S) AFT 14. NO.3 WBT(P) AFT
15. NO.4 WBT(S) FORE 16. NO.4 WBT(P) FORE
17. NO.4 WBT(S) AFT 18. NO.4 WBT(P) AFT
19. NO.5 WBT(S) FORE 20. NO.5 WBT(P) FORE
21. NO.5 WBT(S) AFT 22. NO.5 WBT(P) AFT
23. NO.6 WBT(S) FORE 24. NO.6 WBT(P) FORE
25. NO.6 WBT(S) AFT 26. NO.6 WBT(P) AFT
27. SPARE NO.1
ALARM ACCEPTED
28. SPARE NO.2
ACCEPTALARM
RESETALARM BUZZER
GAS IN CAB.PWR. RESET
LAMPTEST
ON/OFF
H2S GAS SAMPLING SYSTEM, OGS 3.0/28
FOR BALLAST AND VOID SPACES
OMICRON
98% NO.1 C.O.T. (C) 98% NO.4 C.O.T. (C)
98% NO.1 C.O.T. (S) 98% NO.4 C.O.T. (S)
98% NO.1 C.O.T. (P) 98% NO.4 C.O.T. (P)
98% NO.2 C.O.T. (C) 98% NO.5 C.O.T. (C)
98% NO.2 C.O.T. (S) 98% NO.5 C.O.T. (S)
98% NO.2 C.O.T. (P) 98% NO.5 C.O.T. (P)
98% NO.3 C.O.T. (C) 98% SLOP (S)
98% NO.3 C.O.T. (S) 98% SLOP (P)
98% NO.3 C.O.T. (P)
LOOP FAILURE OVERFILL
ALARM ACCEPTED
SYST./POWER FAIL OVERFILL
LOOP FAILURE ACCEPTED
ACCEPTALARM
RESETALARM BUZZER
ALARMHOLD
LAMPTEST
ON/OFF
OVERFILL ALARM SYSTEM
OMICRON
HIGH GAS ALARM
LOW GAS ALARM
SYSTEM FAILURE
H2S
PPM
H2S
SENSOR
Illustration 3.3.3a Omicron Gas Sampling and Overfill Control Units
3.3/3.3.3 Page 1 of 4
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3.3.3 GAS DETECTION AND TANK OVERFILL ALARM SYSTEMS
Maker: Tønsberg, Norway
Gas Detection Systems
Model (Ballast Tanks): Omicron OGS 3.0/28 (Pump Room): Omicron OGA 2.0/14.1.1 (Accommodation): Omicron OVS OP31
Tank Overfill Alarm System
Model: Omicron OAS 5.4
Description
The Tønsberg gas detection and tank overfill alarm system comprises four separate and distinct alarm systems which have been grouped together into one unit situated in the cargo control room (CCR). The individual systems fulfil the following functions:
• The ballast tank gas detection system monitors for the presence of hydrocarbon explosive gases and also hydrogen sulphide gas in the ballast tanks. The system has 28 external sampling points and one internal point for sampling the atmosphere inside the cabinet itself. These sampling points are designated to cover the ballast tanks (two sample points per tank including two in the forward peak tank and two spare sample points) and include non-return valve terminations where appropriate.
• The pump room system monitors for hydrocarbon, hydrogen sulphide and oxygen content. The pump room has fourteen sample points for hydrocarbons, one sample point each for hydrogen sulphide and oxygen, and one internal point for sampling the atmosphere inside the cabinet itself.
• The entrance points into the accommodation at upper and A deck port and starboard have sampling detectors monitoring for hydrocarbons.
• The independent electronic overfill alarm system comprises of seventeen level sensors, one unit is located in each cargo and slop tank.
The common alarm/control panel for these systems is located in a central cabinet in the CCR. The detector cabinets for the ballast tank, pump room and accommodation gas sampling/analysis systems are located in the hydraulic pump unit room on upper deck. The control cabinet for the overfill alarm system is situated in the CCR below the IG sub-control panel. All three of the gas sampling systems have remote repeater panels located on the bridge.
Data from the gas detection and monitoring and overfill alarm system is fed to the Super Cargo - XL control and monitoring system, information is displayed on screen under the EQUIPMENT / OMICRON SYSTEM ALARM screen display, pages 1 and 2.
Alarm set points and detection spans for the gas sampling systems are preset at the factory and are as follows:
Ballast Tank System Hydrocarbon Detector
Span 0-100% Low alarm 10% High alarm 30%
Ballast Tank System Hydrogen Sulphide Detector
Span 0-25ppm Low alarm 10ppm High alarm 15ppm
Pump Room System Hydrocarbon Detector
Span 0-100% Alarm 10%
Pump Room System Hydrogen Sulphide Detector
Span 0-25ppm Alarm 10ppm
Pump Room System Oxygen Detector
Span 0-25%/volume Alarm 19.5%/volume
Accommodation Hydrocarbon Detector
Span 0-100% Alarm 10%
The gas detection systems are automatic scanning and permanently installed. The gas detector elements are common for all sampling points on that system. A gas sample is taken from each sampling point in turn according to a pre-programmed sampling sequence. The sampling time for each point is individually adjustable, corresponding to the length of pipe to each particular sampling point.
Test gas cylinders with a gas mixture of known composition can be connected to the systems for regular calibration/testing of the individual gas alarm instruments, as well as operational checks on the systems. It is important to only use calibration/test gas of an internationally recognised standard, and to follow the manufacturer’s instructions during any test/calibration procedure as damage to the equipment can occur.
The Tønsberg Omicron gas detection and tank overfill alarm system consists of the following units:
Common Alarm/Control Panel
Located in the CCR, this unit contains all five of the main alarm/control panels for all four systems. The ballast tank system has two separate alarm/contol panels for hydrocarbon and hydrogen sulphide respectively, arranged in a master/slave configuration. Each of the remaining systems has its one alarm/control panel at this location.
The gas sampling alarm/control panels display the current status of the system, with individual LED/LCD displays for each sample point, measured value LCD read outs, system failure alarms and calibration/status control switches.
The overfill alarm system has individual LED/LCD displays for each cargo and slop tank.
Ballast Tank Detector Cabinet
Located in the deck foam and fire control station on upper deck starboard side, this unit contains all the equipment to transport and complete the analysis of the individual gas test samples. It also has an internal gas sampling point to monitor for leakage inside the cabinet.
Gas detection/analysis is carried out by an infrared hydrocarbon detection unit and an electro-chemical hydrogen sulphide detector.
Pump Room and Accommodation Detector Cabinet
Located in the deck foam and fire control station on upper deck starboard side, this unit contains all the equipment to transport and complete the analysis of the individual gas test samples. It also has an internal gas sampling point to monitor for leakage inside the cabinet. This cabinet also receives samples from the accommodation entrance areas on upper and A deck.
Gas detection/analysis is carried out by a catalytic (Pellistor) hydrocarbon detector, an electro-chemical hydrogen sulphide detector and a galvanic lead-oxygen element oxygen detector.
Electronic Tank Overfill Alarm Cabinet
This unit is located in the CCR. It contains all the electronics/equipment necessary to operate this system, with inputs from the seventeen tank level sensors and from the alarm/control panel. All outputs are displayed on the alarm/control panel located in the common alarm/control panel.
3.3/3.3.3 Page 2 of 4
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ALARM ACCEPTED
ACCEPTALARM
RESETALARM BUZZER
LAMPTEST
ON/OFF
VAPOUR ALARM SYSTEM, OVS OP 31
OMICRON
HIGH PRESSURE
LOW PRESSURE
SYSTEM FAILURE
PRESS
mbar
VAPOUR
PRESSURE
HIGH OXYGEN CONT
FLOW FAILURE
SYSTEM FAILURE
OXYGEN
% VOL
OXYGEN
MONITORING
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
UNDER P/M
TOP (STBD)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
IN HULL
DUCT (PORT)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
IN HULL
DUCT (STBD)
HIGH GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
BESIDE OF
STRIP. P.
HIGH H2S GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
H2S
ppm
BESIDE OF
T.C.P.
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
BESIDE OF
NO.3 C.O.P.
LOW OXYGEN CONT
FLOW FAILURE
SYSTEM FAILURE
OXYGEN
% VOL
BESIDE OF
NO.2 C.O.P.
% HC
L.E.L.
BESIDE OF
NO.1 C.O.P.
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
VOID SPACE
IN P/R
GAS WARNING SYSTEM, OGA 2.0/14-1-1
ALARM ACCEPTED
ACCEPTALARM
RESETALARM BUZZER
LAMPTEST
ON/OFF
OMICRON
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
ENTRANCE AT
'A' DK (P)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
ENTRANCE AT
'A' DK (S)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
ENTRANCE AT
UPP DK (P)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
ENTRANCE AT
UPP DK (S)
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
ABOVE
27,500 PLATFORM
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L
BESIDE OF
DRAIN TANK
HIGH HC GAS ALARM
FLOW FAILURE
SYSTEM FAILURE
% HC
L.E.L.
UNDER P/M
TOP (PORT)
GAS IN CAB.PWR. RESET
Illustration 3.3.3b Omicron Vapour Alarm and Gas Warning System Control Units
3.3/3.3.3 Page 3 of 4
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Remote/Bridge Indicating Units
These units provide audible/visual displays on the bridge of alarms or fault conditions within the gas sampling systems only.
Audible/Visual Alarms
These units are provided for immediate relay of alarm conditions to remote positions.
Audible/visual alarms are provided in the pump room for indication of a gas detection alarm. Located either side of the manifold area there is a electronic horn and light which will operate in the event of an overfill alarm being activated.
Pipe System
The pipe system transports the test samples from sampling points to the respective analysing unit. The pipe system includes shut-off valves, non-return valves and flame traps, which are connected to the detector cabinet.
It is important that the control/instrument air supply to the system is never isolated during the normal operation of the control units. The individual sampling line isolation valves must also remain open during normal sampling operations, these are located adjacent to the sampling unit.
Special attention should be paid to the ballast tank sampling system. When individual ballast tanks are filled, both sample points in that tank must be disconnected at the control unit and the individual shut off valve for those points closed to prevent water entering the system. When a sample point is later reconnected after the ballast tank has been emptied, it is necessary to purge the sample lines to clear any obstructions or water from the line.
Procedure to Disconnect a Sample Point i.e. When a Ballast Tank(s) is to be Filled
a) The system is operating in the AUTOMATIC mode.
b) Using the SAMPLE POINT SELECTOR switch on the master alarm/control panel located in the common alarm/control cabinet, move the current sample point to the desired sample point.
c) Press the DIS/RECONNECT button. This button will illuminate with a blue light.
d) The LCD display will show a message including the sample point's name and the message DISCONNECTED.
e) When the automatic sequence restarts and moves away from this sample point, the LED will continue to flash slowly, indicating that it has been disconnected.
f) Close the sample point shut off valve, located in the deck foam and fire control station on upper deck starboard side.
Procedure to Purge then Reconnect a Sample Point i.e. When Ballast Tanks are Empty
a) The system is operating in the AUTOMATIC mode.
b) Open the desired sample valve.
c) Using the SAMPLE POINT SELECTOR switch on the master alarm/control panel located in the common alarm/control cabinet, move the current sample point to the desired sample point.
d) When the desired sample point has been selected, turn the AUTOMATIC/MANUAL/CALIBRATION selector switch to the MANUAL position and then turn the manual selector switch to the PURGE position. The purge will continue for as long as the selector switch is in this position.
e) The LCD display will show the sample point’s name and the message MANUAL PURGING.
f) After at least 30 seconds, return the selector switches to their original positions to complete the purge.
g) While the correct sample point is still selected, press the DIS/RECONNECT button. The blue light inside this button will go out.
h) When the automatic sequence restarts and moves away from this sample point, the LED will go dark, indicating that it has been reconnected and the normal sequence has been re-established.
Each sample line that is reconnected must be purged individually.
Procedure to Test the Cargo Tank Overfill Alarms
Prior to cargo operations the independent overfill alarms must be tested for each tank. Each level switch is fitted with a mechanical testing device, located under a screw cap on top of the level switch’s junction box. By lifting the testing device slowly by approximately 10mm, the overfill alarm for that particular tank will be triggered.
No alarm LEDs on the alarm panel should be lit. A green LED on the alarm unit is illuminated if the module is working properly. If the microprocessor inside the alarm module is defective, the green LED will flash. If the green LED does not illuminate there is a problem with the 24V DC supply or the internal 5V DC system.
a) Check all lights and the buzzer on the alarm panel by pressing the LAMP TEST button.
b) Activate the ALARM HOLD button.
c) Remove the cap nut from the test rod on the overfill alarm unit.
d) Activate an alarm in each tank by lifting the testing device by approximately 10mm until the audible and visual alarms on deck have operated. Confirm with the CCR that the alarm has been indicated on the common alarm/indicator panel and on the Super Cargo computer screen.
The red alarm LEDs on the alarm panel and on the switch unit will flash, the buzzer in the alarm panel and the horn on deck will sound, and the xenon strobe alarm lights will flash.
e) Press the ACCEPT ALARM button on the alarm panel. The horn, xenon strobe alarm light and the buzzer in the alarm panel should turn off. The red alarm LEDs on the alarm panel should continue to flash.
f) Press the RESET ALARM button. All the red LEDs on the alarm panel should turn constant due to the alarm hold function being activated.
g) Operate the testing device again, no repeated alarms should occur.
h) Ensure that the testing device on each alarm unit has been returned to its normal position, replace the protective screw cap and deactivate the ALARM HOLD button.
All alarm LEDs on the panel will now turn off.
3.3/3.3.3 Page 4 of 4
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Issue: Final Draft 3.3/3.3.4 Page 1 of 2
MONITORING1
MONITORING2
OPERATION
OPERATION
7/Jan/2003 10:51REPOSE
SeaIsSeaIsPORTPORTVOYAGEVOYAGE 05/0305/03 REMARKSREMARKS LOADLOAD
AFT
DRAFT
(m)
FOREPORT
STBD
TRIM(m)HomeMenu Window
Execute Hold Reject HoldList
AssociatedScreen
Ack.BuzzerStop
PageUp
PageDown
HEEL(deg.)
12/Jan/2003 10:23 No.1 WP Revolution Signal Breakdown
SYSTEMUTILITY
CARGO
BALLAST
F.O./D.O.MISCELLANEOUS
11.1610.05
10.009.27
A 1.87
P 0.05
LOADING CALCULATOR (1/1)
Illustration 3.4a Loading Calculator
TANK NAMETANK NAME
F.P. TK
1WBT (P)
1WBT (S)
2WBT (P)
2WBT (S)
3WBT (P)
3WBT (S)
4WBT (P)
4WBT (S)
5WBT (P)
5WBT (S)
A.P. TK
E/R SWBT (P)
E/R SWBT (S)
SUM
DENS.(mt/m3)DENS.(mt/m3)
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
1.0250
MAX.VOLUME(m3)
MAX.VOLUME(m3)
3,976.0
9,002.0
9,002.0
9,608.0
9,608.0
9,736.0
9,736.0
9,748.0
9,748.0
8,758.0
8,758.0
2,111.0
2,144.0
2,144.0
VOLUME@T(m3) (%)VOLUME@T
(m3) (%)
3,588.8
8,651.8
9,706.7
9,340.2
9,371.2
9,460.0
9,503.2
9,196.2
9,249.8
4,490.2
4,481.3
941.6
10.3
9.2
90
96
97
97
98
97
98
97
98
51
51
48
0
0
87,000.5
3,678.5
8,868.1
8,924.4
9,573.7
9,605.4
9,696.5
9,740.8
9,426.1
9,481.1
4,602.5
4,593.3
965.1
10.6
9.5
89,175.5
WEIGHT(mt)
WEIGHT(mt)
15.07
30.16
30.35
29.56
29.74
29.52
29.77
29.49
29.80
9.28
2.25
6.18
0.31
0.28
SOUND.(m)
SOUND.(m)
Cargo
Ballast
Fuel Oil
Diesel Oil
Miscellaneous
Deadweight
Displacement 141,347.2 (mt)
S.G. of Outside
Seawater
1.0250
192.7 (lt)
89,175.5 (mt)
5,524.2 (mt)
103.8 (mt)
1,348.0 (mt)
96,347.2 (mt)
DEADWEIGHT SUMMARYDEADWEIGHT SUMMARY
Draft at F.P.
Mean Draft
Draft at A.P.
Trim
Heel
Propeller Immersion
KM 31.78 (m)
KG 31.78 (m)
GGO 31.78 (m)
GOM 31.78 (m)
GM 31.78 (m)
9.02 (m)
10.05 (m)
11.08 (m)
A 2.06 (m)
S 0.12 (deg.)
102.4 (%)
SHIIP'S CONDITIONSHIIP'S CONDITION
Warning
F1:CgoSum F2:LodCnd F3:Stab F5:DmgStab F6:Disp F7:UnitChg F8:LglCnd F9:O-L Data F10:Load F11:Save F12:Print S
76
S. F.
Max.
90
B. M.
Max.
(Hogging)
(Sagging)
Frame
No.
BENDINGMOMENT
SHEARINGFORCE
64 99 148 172
178
202
267
256 280 310 334
82 118
226
HULL STRESS (SEA GOING)HULL STRESS (SEA GOING)
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3.3.4 CARGO LOADING COMPUTER
The ship’s loading computer is an integral part of the Super Cargo - XL software program.
During the formulation of a loading/discharging plan, which is them run through the Super Cargo - XL simulation program, all aspects of the ship’s hull stress conditions are examined in detail to ensure that no maximum hull stress limits are exceed. After the chief officer has examined the simulation results to ascertain which is the best plan to follow, as long as the loading/discharging plan is followed then the ship’s stability and hull stress conditions should remain inside the permitted limits.
During the actual loading/discharging operation the ship’s hull condition can be followed via the on screen data as displayed by the Super Cargo - XL software.
From the main menu under TANK DATA, the current condition of the cargo, ballast and miscellaneous tanks can be viewed as these data fields are continuously updated. In addition to the cargo operation data being displayed, i.e. observed and corrected ullage, temperature (cargo data screen only), volume, weight, flow rate, remaining volume, remaining time in operation, the screen displays for the cargo (page 2/4) and ballast (page 3/4) system also will give the current status of the maximum shear force and bending moments.
If at any time the operator wishes to see a more in-depth analysis of the ship’s hull condition then the HULL CONDITION field and sub menus should be viewed. From these sub menus, HULL STRESS, DISPLACEMENT and STABILITY the operator will receive a more in depth view of the ship’s condition. Additionally, the operator will need to view the Loading Calculator from the OTHERS menu first in order to get a live update from the tank data information. The Loading Calculator screen, as shown in the illustration above gives an overview of the tank condition at its last update, additionally it also shows the deadweight summary, ship’s condition and hull stresses. This page does not receive live data, therefore to update to the current condition it is necessary to do an online data transfer. This is carried out either by pressing F9 from the keyboard or using the tab at the bottom of the screen, F9: O-L DATA. A single burst of data stream will be transferred from the tank condition pages, this information will then be used to update the Loading Calculator and Hull Condition page displays. There are 12 F key tabs at the bottom of the Loading Calculator which can be used by the operator to gain additional information on the ship’s condition, updated data and save any changes etc.
This view of the new data on the Loading Calculator and Hull Condition pages will only be relevant to the screen on which it is being used. If the operator transfers to another screen and views the Loading Calculator and Hull Condition pages, these pages will only show the last condition when they were last updated.
3.3/3.3.4 Page 2 of 2
HULL STRESS (1/3)
DISPLACEMENT (2/3) STABILITY (3/3)
A.P. TK
E/R SWBT (P) 5WBT (P)
5CCOT
5WBT (S)
5SCOT (P)
5SCOT (S)
4WBT (P)
4CCOT
4WBT (S)
4SCOT (P)
4SCOT (S)
3WBT (P)
3CCOT
3WBT (S)
3SCOT (P)
3SCOT (S)
2WBT (P)
2CCOT
2WBT (S)
2SCOT (P)
2SCOT (S)
1WBT (P)
1CCOT F.P.TK
1WBT (S)
1SCOT (P)
1SCOT (S)
SLOPTK (P)
SLOPTK (S)
E/R SWBT (S)
PORT STBD
A.P. F.P.MIDSHIPS
TRTIM (m) A 1.87HEEL (deg.) P 0.07
AFT FOREMID.(P) MID.(S)
11.14 9.2710.08 10.01
AT A.P. AT F.P.AT MIDSHIPS
10.0511.14
OBSERVED DRAFT (m)
CORRECTED DRAFT (m) 9.27
MEAN
10.18
RESULT
30.14
12.53
17.60
0.37
17.24
10.147
ITEM IMO REQ.
KM (m)
KG (m)
GM (m)
GGO (m)
GOM (m) > 0.15
MAXIMUM GOZ (m) > 0.20
RESULT
47.13
2.369
4.067
1.672
77.0
90
ITEM IMO REQ.
ANGLE at MAX. GOZ. (deg.)
AREA 0 deg. - 30 deg. (m-rad)
AREA 0 deg. - 40 deg. (m-rad)
AREA 30 deg. - 40 deg. (m-rad)
IMMERSION ANGLE (deg.)
STABILITY RANGE (deg.)
> 0.090
> 0.030
> 25.0
> 0.055
DISPLACEMENT (mt)
LIGHT WEIGHT (mt)
DEADWEIGHT (mt)
AIR DRAFT (m)
PROPELLER IMMERSION (%)
DEFLECTION (m)
S.G. OF OUTSIDE SEAWATER
144,144.5
45,639.2
98,505.3
23.65
103
H0.13
1.0250
STABILITY CURVE
00.0
5.0
10.0
15.0
10 20 30 40 50 60 707780
ANGEL (deg.)
GOZ (m)
90
Illustration 3.4b Hull Condition Screens
(Hogging)
(Sagging)
Frame No.
BENDINGMOMENT
64 99 148 172
178
202
267
256 280 310 33482 118 226
SHEARINGFORCE
CONDITIONSELECT
SeaGoing
InHarbour
CalculationResult
Shearing
Force
Bending
Moment
100%
-100%
50%
-50%
0%
PORT FWD (Fr. No.267)
PORT AFT (Fr. No.99)
ACCELERATION (g) 0.210
OBSERVED CALCULATED
538,722
531,362
206,608
530,279
STRAIN GAUGE
PORT MIDDLE (Fr. No.178)
STBD MIDDLE (Fr. No.178)
OBSERVED CALCULATED
570,444
545,632
642,851
STRAIN GAUGE
642,851
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PART 4: EMERGENCY SYSTEMS AND PROCEDURES
4.1 Emergency Procedures - Deck 4.1.1 Fire Hydrant System
4.1.2 Deck Foam System
4.1.3 Discharge of Cargo from Damaged Tank
4.1.4 Oil Spill and Pollution Prevention - Cargo
4.1.5 Emergency Inerting of Ballast Tanks
Illustrations
4.1.1a Fire Hydrant Systems
4.1.2a Deck Foam System
4.1.5a Emergency Inerting of Ballast Tanks
4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)
Iran Dena Cargo Operating Manual
Issue: Final Draft
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BM043V
BM047V
BM048V
BM049V
BM046V
BM045V
BM044V
BM050V
Illustration 4.1.1a Fire Hydrant System
039V
071V
040V
003V 001V
WS033V
019V
039V
003V
WA002V 036V
035V
034V
033V
032V
031V
030V
029V
028V026V
025V027V
024V
023V
006V 007V 008V 009V 010V 011V 012V
016V
015V
005V004V
043V
042V
041V
BM021VBM016V
002V
002V
002V
004V
EF043V
AW001V
AW003V
AW007V
AW010V
AW013V
AW015V
AW005V
AW008V
AW011V 022V018V 020V 017V 019V
Void Space
To DeckFoam To Deck Wash
and Fire Hydrants
eck WashFire Hydrants
Lifeboat Water FogCurtain System,Identical on Port
and Starboard Sides
Group of Fire Hydrants LocatedInside of Accommodation
Paint StoreSprinkler System
Group of Fire Hydrants LocatedOutside of Accommodation onthe Starboard Side, Port SideHas the Same Configuration
To HighExpansionFoamSystem
TExpFoam
BosunStore
EductorFor VoidSpace
EductorFor Bosun'sStore
EductorFor ChainLocker(Port)
EductorFor ChainLocker(Stb'd)
021V
021V
014V
To Aft Deck MachineryHydraulic Coolers
Eneck Foamstem
Cross ConnectionTo Engine Room LocalFire Fighting System
To Chemical StoreSprinkler System
Emergency SupplyTo Scrubber Tower
013V
SeaChest
Emergency Fire Pump(290m3/h x110mth)
Bilge, Fire and GS Pump (350/290m3/h x30/110mth)
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)
No.5Cargo OilTank (Port)
No.4Cargo OilTank (Port)
No.3Cargo OilTank (Port)
No.2Cargo OilTank (Port)
No.1Cargo OilTank (Port)
ToEductor inVoid Space
SlopTank(Port)
No.5Cargo OilTank (Stb'd)
No.4Cargo OilTank (Stb'd)
No.3Cargo OilTank (Stb'd)
No.2Cargo OilTank (Stb'd)
No.1Cargo OilTank (Stb'd)
SlopTank(Stb'd)
HeavyFuel Oil(Port)
HeavyFuel Oil(Stb'd)
PumpRoom
EngineCasing
Steering GearRoom andRope Store
No.5Cargo OilTank
No.4Cargo Oil Tank(Centre)
No.3Cargo Oil Tank(Centre)
No.2Cargo Oil Tank(Centre)
No.1Cargo Oil Tank(Centre)
Swimming Pool
Key
Fire and Wash Water
All valves pre-fixed EW unlessotherwise stated
PumpRoom
To Drive forPump RoomBilge Eductor
045V
To Fire HydrantsOutside of
Accommodation
To Fire HydrantsInside Accommodation
Deck Foam andFire ControlStation
001V
002V
045V
004V
EF043V
ToTT Deand
From EmergencyFire Pump
ToTT Highxpansionm System
Fromngine Room
ToTT DeSys
Ded
Txpm
nes
4.1/4.1.1 Page 1 of 4
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Iran Dena Cargo Operating Manual
Issue: Final Draft
4.1 EMERGENCY PROCEDURES - DECK
4.1.1 FIRE HYDRANT SYSTEM
Introduction
The fire hydrant and wash deck system can supply sea water to:
• The fire hydrants on deck
• The fire hydrants in the engine room
• The fire hydrants at the accommodation block, outboard port and starboard side and centrally in the accommodation block
• The deck foam system
• The Hot Foam system (for engine room)
• Lifeboat embarkation water fog curtain, port and starboard side
• Crossconnection onto the engine room local fire fighting system
• Chemical store area sprinkler system
• Paint locker sprinkler system
• The forward void space eductor
• The pump room bilge eductor
• The bosun’s store
• Aft deck machinery hydraulic system oil coolers
• Forward deck machinery hydraulic system oil coolers
• Hawse pipes
The following pumps can supply the fire and wash deck system:
Bilge, Fire and General Service Pump
Maker: Shinko IndustriesNo. of sets: 2Capacity: 350/290m3/h at 30/110mth
Emergency Fire Pump
No. of sets: 1Capacity: 290m3/h at 110mth
Both bilge, fire and GS pumps are normally kept ready on the deck fire main because, in addition to the emergency fire pump, the pumps can also be started from the deck foam and fire control station, hot foam room and the bridge.
The discharge from the fire pumps in the engine room to the engine room fire hydrant system is independent of the discharge to the deck wash fire main system. The bilge, fire and GS pump suction valves from the sea suction main and the discharge valves to the fire main outlets, both to the deck main and engine room are normally open. The discharge line from these pumps to the engine room fire hydrant system is also used for ballasting operations for the aft peak and engine room side ballast tanks.
The pumps take suction from the sea, aft peak and engine room side ballast tanks and engine room bilges.
The sea suction is from the main sea water crossover line in the engine room. This crossover line has connections to the high sea chest on the port side and low sea chest on the starboard side.
The emergency fire pump supplies the fire main only. It is an electrically driven self-priming vertical centrifugal pump. It is situated in the fire pump recess located within the steering gear room, its power supply is taken from the emergency switchboard. The pump can be started remotely from the bridge and the ship’s fire control station. The emergency fire pump has its own sea chest suction.
Preparation for the Operation of the Fire Hydrant System
a) All intermediate isolating valves along the fire main on the main deck must be open.
b) All hydrant outlet valves are normally closed.
c) The engine room isolating valve to the deck and accommodation in the deck foam and fire control station must be open, EW001V.
d) The connection from the emergency fire pump supply line in the deck foam and fire control station must be open, EW004V.
e) The emergency fire pump isolating valve to the deck wash, fire main system on the poop deck must be open, EW003V.
f) The discharge line valve in the deck foam and fire control station to the engine room hot foam system must be shut, EW002V.
g) The isolating supply to the deck foam system must be shut, EF043V.
h) The discharge valve to the paint store sprinkler system, WA002V, crossconnection onto the engine room local fire fighting system, and discharge to the chemical store sprinkler system FE071V must be shut.
i) Ensure the discharge isolator from the supply to the deck fire/wash deck system to the engine room fire hydrants is open. This valve is a new fitting and has no designated identification number. It enables the engine room system to be back fed from the emergency fire pump.
(Note: The engine room fire hydrant system can still be supplied independently from the fire and ballast pump.)
j) Set up the valves as shown in the following table:
It is assumed that the SW main suction valves at the SW valve chest(s) are open to provide SW suction.
The Bilge, Fire and GS Pumps
Position Description Valve
Open No.1 bilge, fire and GS pump SW main suction BM014V
Closed No.1 bilge, fire and GS pump SW bilge suction BM010V
Closed No.1 bilge, fire and GS pump SW ballast suction BM011V
Closed No.1 bilge, fire and GS pump SW direct bilge suction BM009V
Open No.1 bilge, fire and GS pump fire main discharge BM016V
Closed No.1 bilge, fire and GS pump SW overboard discharge BM018V
Closed No.1 bilge, fire and GS pump SW ballast line dischargeBM017V
Open No.2 bilge, fire and GS pump SW main suction BM015V
Closed No.2 bilge, fire and GS pump SW bilge suction BM012V
Closed No.2 bilge, fire and GS pump SW ballast suction BM013V
Open No.2 bilge, fire and GS pump fire main discharge BM021V
Closed No.2 bilge, fire and GS pump SW overboard dischargeBM019V
Closed No.2 bilge, fire and GS pump SW ballast line dischargeBM020V
WARNINGIt is very important that the bilge suction valves are securely closed on the bilge, fire and GS pumps so that there is no possibility of oily water being discharged onto the fire main and subsequently onto a fire. In addition there is the risk of the pumps losing suction in the event of a bilge well becoming empty.
k) Start either of the bilge, fire and GS pumps and supply water to the deck fire main.
l) Open the desired hydrant valves on the fire main after connecting the fire hose.
4.1/4.1.1 Page 2 of 4
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Iran Dena Cargo Operating Manual
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N.I.T.C.
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BM043V
BM047V
BM048V
BM049V
BM046V
BM045V
BM044V
BM050V
Illustration 4.1.1a Fire Hydrant System
039V
071V
040V
003V 001V
WS033V
019V
039V
003V
WA002V 036V
035V
034V
033V
032V
031V
030V
029V
028V026V
025V027V
024V
023V
006V 007V 008V 009V 010V 011V 012V
016V
015V
005V004V
043V
042V
041V
BM021VBM016V
002V
002V
002V
004V
EF043V
AW001V
AW003V
AW007V
AW010V
AW013V
AW015V
AW005V
AW008V
AW011V 022V018V 020V 017V 019V
Void Space
To DeckFoam To Deck Wash
and Fire Hydrants
eck WashFire Hydrants
Lifeboat Water FogCurtain System,Identical on Port
and Starboard Sides
Group of Fire Hydrants LocatedInside of Accommodation
Paint StoreSprinkler System
Group of Fire Hydrants LocatedOutside of Accommodation onthe Starboard Side, Port SideHas the Same Configuration
To HighExpansionFoamSystem
TExpFoam
BosunStore
EductorFor VoidSpace
EductorFor Bosun'sStore
EductorFor ChainLocker(Port)
EductorFor ChainLocker(Stb'd)
021V
021V
014V
To Aft Deck MachineryHydraulic Coolers
Eneck Foamstem
Cross ConnectionTo Engine Room LocalFire Fighting System
To Chemical StoreSprinkler System
Emergency SupplyTo Scrubber Tower
013V
SeaChest
Emergency Fire Pump(290m3/h x110mth)
Bilge, Fire and GS Pump (350/290m3/h x30/110mth)
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)
No.5Cargo OilTank (Port)
No.4Cargo OilTank (Port)
No.3Cargo OilTank (Port)
No.2Cargo OilTank (Port)
No.1Cargo OilTank (Port)
ToEductor inVoid Space
SlopTank(Port)
No.5Cargo OilTank (Stb'd)
No.4Cargo OilTank (Stb'd)
No.3Cargo OilTank (Stb'd)
No.2Cargo OilTank (Stb'd)
No.1Cargo OilTank (Stb'd)
SlopTank(Stb'd)
HeavyFuel Oil(Port)
HeavyFuel Oil(Stb'd)
PumpRoom
EngineCasing
Steering GearRoom andRope Store
No.5Cargo OilTank
No.4Cargo Oil Tank(Centre)
No.3Cargo Oil Tank(Centre)
No.2Cargo Oil Tank(Centre)
No.1Cargo Oil Tank(Centre)
Swimming Pool
Key
Fire and Wash Water
All valves pre-fixed EW unlessotherwise stated
PumpRoom
To Drive forPump RoomBilge Eductor
045V
To Fire HydrantsOutside of
Accommodation
To Fire HydrantsInside Accommodation
Deck Foam andFire ControlStation
001V
002V
045V
004V
EF043V
ToTT Deand
From EmergencyFire Pump
ToTT Highxpansionm System
Fromngine Room
ToTT DeSys
Ded
Txpm
nes
4.1/4.1.1 Page 3 of 4
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(Note: In order to avoid cavitation and overheating, at least one outlet on the system should be opened to allow some flow through the pump. This would usually be an hawse pipe anchor washer.)
Emergency Fire Pump
If the emergency fire pump is to be used, it can be started either locally or remotely form the deck foam and fire control station, hot foam room or the bridge. The pump suction valve EW013V, pump discharge valve EW014V and the discharge valve to the fire main EW003V are always kept open so the pump can be started and supply water to the fire main immediately. The valves should, however, be operated periodically in order to ensure that they are free to be closed should the need arise.
The Fire Main
The fire main has outlets at the accommodation block, both outboard port and starboard sides and centrally inside the accommodation block and on the deck forward and aft. At each hydrant outlet is positioned a hose box containing a fire hose and nozzle unit. Hydrant outlet valves should be operated at frequent intervals in order to ensure that they will open satisfactorily should that be necessary in the event of an emergency.
At the fire hydrant valve on A deck port and starboard, a branch line fitted with an isolating valve is led off to supply a water fog curtain for the lifeboat embarkation area.
Intermediate valves in the fire main along the deck should be kept open at all times in order to ensure that water will be available at all deck hydrants whenever required.
In addition to supplying water to deck fire hydrants the fire main system also supplies water to the hot foam system (high expansion foam system) for the engine room and to the foam system for the deck. This isolating valve is located inside the deck foam and fire control station.
The bilge eductors in the pump room, the forward void space and chain lockers are operated by means of water supplied from the fire main.
The fire main must be maintained in an operational condition at all times and so all hydrant valves must be closed so that pressure is available at the hydrants as required. The foam systems are an essential part of the ship’s fire fighting capability and the valves to these units must be free and easily operated.
4.1/4.1.1 Page 4 of 4
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Illustration 4.1.2a Deck Foam System
Void Space Bosun
Store
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port)
No.5 Water Ballast Tank (Stb'd) No.4 Water Ballast Tank (Stb'd) No.3 Water Ballast Tank (Stb'd) No.2 Water Ballast Tank (Stb'd) No.1 Water Ballast Tank (Stb'd)
No.5
Cargo Oil
Tank (Port)
No.4
Cargo Oil Tank (Port)
No.3
Cargo Oil Tank (Port)
No.2
Cargo Oil Tank (Port)
No.1
Cargo Oil Tank (Port)
Slop
Tank
(Port)
No.5
Cargo Oil
Tank (Stb'd)No.4
Cargo Oil Tank (Stb'd)
No.3
Cargo Oil Tank (Stb'd)
No.2
Cargo Oil Tank (Stb'd)
No.1
Cargo Oil Tank (Stb'd)
Slop
Tank
(Stb'd)
No.4
Cargo Oil Tank
(Centre)
No.5
Cargo
Oil Tank
(Centre)
No.3
Cargo Oil Tank
(Centre)
No.2
Cargo Oil Tank
(Centre)
No.1
Cargo Oil Tank
(Centre)Foam Tank
6m3
EF036V
FE001V
EW045V
EW002V
EF040VEF037V
EF038V EF020V
EF021V
EF
015V
EF003V
EF023V
EF022V
EF024V
EF025V
EF027V
EF026V
EF030V EF032V
EF033VEF031V
EF014V EF013V
EF004V
EF012V
No.1
No.2
No.4
No.3
EF006V
EF011V EF009V
EF007VEF002V
EF019V
EF003V
EW001V
To Deck
Fire MainFrom
EngineRoom
To Hot FoamSystem
FromEmergencyFire Pump
FlushingValve
Key
Fire and Wash Water
Foam and Water Mixture
Foam
Foam Station with
Applicator and Hose
EW004V
EF010V
EF028V
EF029V
EF008V
EF017V
EF035V
EF043V
EF016V
FM29
4.1/4.1.2 Page 1 of 2
Foam Monitor and Foam Branch Station
Foam Proportioning
Pump
Fire Water Supply from Engine Room
Foam Tank and Pump Unit
Fire Water Supply to Deck and from Emergency Fire
Pump
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4.1.2 DECK FOAM SYSTEM
Description
Foam for fire fighting purposes is supplied to the main deck when required, from a single 6m3 foam tank situated in the deck foam and fire control station on upper deck starboard side. Foam compound is supplied from the tank, via a foam liquid pump, to an automatic proportioner where it is automatically mixed with the correct proportion of sea water and then supplied to the deck foam main.
The proportioner mixes the foam compound and sea water in the ratio of 3% foam compound to 97% sea water.
The sea water is supplied from the fire main. The foam main runs the length of the main deck and supplies nine foam monitors sited so that the entire deck area can be covered. Seven of the monitors are on the centre line on the deck itself and two are at the forward corners of the accommodation block. Foam hydrants are fitted to the foam supply pipes branched off before each monitor for use with hoses. They are situated at both sides of the vessel. Isolating valves, which are normally open, are fitted to the foam main just forward of each monitor to enable damaged sections of the main to be isolated, so allowing the system aft of the damaged section to operate normally.
The foam hydrants are used with hoses and foam nozzles when required. The are four foam station units each containing a foam branch and hose, their locations are indicated on the illustration 4.1.2a.
The foam mixture is aerated at the foam monitors and nozzles to give the required consistency. The hoses and nozzles can be used to supply foam to the cargo tanks if required.
The capacity of the deck foam system is designed to give 20 minutes operation of one monitor supplying 8,000 litres/minute of foam mixture.
Operation of the Main Deck Foam System
Procedure for Fighting a Fire, After First Raising the Alarm
a) Open the inlet valve to the monitor to be used for fighting the fire.
Only use a maximum of 2 monitors or 1 monitor and 2 applicators.
Deck Foam and Fire Control Station
Position Description Valve
Open Master supply valve to foam and deck EW001V
Open Emergency fire pump supply to the deck foam and fire control station EW004V
Open Water supply valve to proportioner FE001V
Open Supply valve to main deck foam main EF043V
Closed Foam supply flushing line valve EF035V
Closed Foam supply from foam tank EF037V
Closed Foam concentrate pump discharge valve EF036V
Engine Room
Position Description Valve
Open No.1 bilge, fire and GS pump sea suction BM014V
Open No.1 bilge, fire and GS pump discharge to fire main BM016V
Closed No.1 bilge, fire and GS pump bilge suction BM010V
Closed No.1 bilge, fire and GS pump direct bilge suction BM009V
Closed No.1 bilge, fire and GS pump ballast suction BM011V
Closed No.1 bilge, fire and GS pump discharge to overboard BM018V
Open No.2 bilge, fire and GS pump sea suction BM015V
Open No.2 bilge, fire and GS pump discharge to fire main BM021V
Closed No.2 bilge, fire and GS pump bilge suction BM012V
Closed No.2 bilge, fire and GS pump ballast suction BM013V
Closed No.2 bilge, fire and GS pump discharge to overboard BM019V
Locked Open Emergency fire pump sea suction EW013V
Locked Open Emergency fire pump discharge valve EW014V
On Deck
Position Description Valve
Open Discharge from the emergency fire pump to deck EW003V
All of the above fire duty pumps are ready to be started locally or remotely from the deck foam and fire control station, hot foam room and the bridge.
b) Start the duty bilge, fire and GS pump in the engine room and begin fighting the fire with sea water.
c) In the foam room open the foam concentrate pump valves EF037V and EF036V.
d) Check line pressure valve, when at working level (5-11 bar).
e) Start the foam concentrate pump.
The system is now in operation.
Fighting Oil Fires on Deck
Never direct the foam mixture directly on to the burning oil as this will cause the oil to splash and spread the fire.
Direct the foam mixture so that it flows over the surface of the burning oil, in order that it gradually covers and smothers the fire. Use the prevailing wind or slope of the deck to assist the flow wherever possible.
Use one or possibly two monitors to fight the fire. If more are used, the effectiveness of each will be reduced.
Stopping the System
a) Shut down the fire pump supply and stop the foam pump.
b) Close the foam tank suction valve EF037V.
c) Close the proportioner inlet valve EF036V.
d) Connect a line onto the flushing line and open the flushing valve EF035V. Start up the fire and foam pumps and operate the forward monitor on the deck until clear sea water is discharged. Then operate all other monitors for a few seconds.
e) Stop the bilge, fire and GS pump and foam pumps.
f) Revert all valves to the standby position, ensuring that the flushing valve is closed. All valves in the foam room, monitor inlet valves and hydrant valves should be closed. All intermediate valves between the monitors and the pressure gauge cock in the foam room should be open.
g) Refill the foam tank as soon as possible.
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4.1.3 DISCHARGE OF CARGO FROM A DAMAGED TANK
Should a leakage to sea or to a ballast tank occur due to suspected tank damage, measures should be taken to reduce the head (increase the ullage) in the cargo tank involved, either by internal transfer or discharge ashore. Unless corrective action is taken promptly, oil will continue to flow to sea until the hydrostatic balance is achieved between the head of oil remaining in the tank and the sea water pressure exerted on the outer hull. If it is not possible to identify the specific tank from which the leakage is occurring, the levels of all tanks in the vicinity should be reduced, taking into account the effect on hull stresses and stability.
Should it be suspected that leakage is from a fracture on the bottom plating or lower shell plating, then the level in the tank, if full, should be reduced and then a water bottom pumped into the damaged tank to prevent further oil spillage.
Remember that in a tidal stream, any seepage or leakage from the hull (or sea valve, for that matter) may be carried by the current to another part of the ship before it surfaces and is noticed. This is particularly so in the area of the bilge keels. For example, oil leaking from a sea valve can be carried forward by the current, entrapped below the bilge keel, to surface in the forward part of the ship.
Where action is taken to prevent or minimise oil spillage, preventive measures should take priority over cargo segregation and quality concerns. Similarly, no action must be undertaken that could jeopardise the safety of the personnel on board the ship and on shore.
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4.1.4 OIL SPILL AND POLLUTION PREVENTION - CARGO
Small spills might occur during routine transfer operations on the ship, i.e. during loading, discharging, ballasting, bunkering etc. If an oil spill occurs at any time, the Ship’s Oil Spill Emergency Plan (SOPEP) must immediately be put into operation.
ResponsibilitiesThe responsibilities of shipboard officers are clearly laid down in the company’s regulations but may be summarised as follows.
During any loading, transferring or discharging of cargo, tank cleaning or ballasting and when bunkering, the Master or chief officer and the Chief Engineer or second engineer must be on board.
During these operations at least one deck officer and engineer must be on duty.
Preventative MeasuresThe prevention of oil spills must be regarded as a high priority in any oil transfer operation. The most commonly recorded causes of operational spills are cargo and bunker overflows, pipeline leakage including COW lines, leakage from overboard and sea valves, the accidental discharge of dirty ballast and lastly oil spray from tank vents and common vapour risers. In addition, direct leakage from the ship’s hull is an occasional cause of minor spillages. Measures adopted to prevent these occurrences are fully described 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 publication should be kept with this plan.
If, despite the adherence to proper procedures, an oil spill does occur, all cargo and bunker operations should be stopped by the quickest possible means and should not be restarted until the source of the leak has been identified, rectified and all hazards from the oil released have been eliminated. In most cases, the cause of the leak will be obvious but, in some instances, such as spillages resulting from slight hull leakage, the source may be difficult to locate, requiring the services of a diver.
The duty officer assisted by the duty watchman should undertake the following actions in the event of an incident. He should also inform the Master and the Chief Officer and/or the Chief Engineer to facilitate the mobilisation of additional manpower as required and to initiate notification procedures.
Tank OverflowShould a tank overflow occur, the flow to the tank should be stopped immediately and the level in the tank lowered by the most practical means.
Pipeline LeakageShould leakage occur from the ship’s on-deck pipe work or from transfer hoses, 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, pumped into an empty or slack tank.
Overboard and Sea Valves LeakageShould leakage from an overboard or sea valve occur, the cargo operation should be stopped immediately and the pressure relieved from the relevant sections of line.
Oil Spray from Tank Vents and Common Vapour RisersShould an oil spray occur from tank vents/mast risers, the cargo flow should be stopped and the vent/riser shut and allowed to drain. The cause of the oil entrainment in the vapour flow should be established and the necessary measures taken to prevent recurrence.
Hull LeakageShould spillage be suspected due to hull leakage, measures should be taken to reduce the head of cargo in the tank involved, either by internal transfer, 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 achieved between the head of oil remaining in the tank and the sea water 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 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 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 any further oil spillage.
Containment on BoardIn the event of an oil spill on deck, the following steps should be taken to prevent or minimise overside pollution utilising the on board spill equipment.
a) Identify the source and stop the leak.
b) Place drip trays or containers to catch the leakage.
c) Bail or pump pools of oil into tanks, drip trays or containers.
d) Soak up the oil with absorbent material, sawdust etc.
e) Ensure scupper plugs are tight and any excess water is drained off.
f) List/trim the ship to maintain/increase the deck scupper volume.
The prevention of overside pollution and its mitigation takes precedence over cargo quality and contamination concerns.
Oil Leakage/Overflow During Loading
a) Contact the terminal and request to stop loading immediately. Cease all cargo and ballast operations.
b) Follow the individual terminal emergency stop procedures and signals.
c) Manifold valves may be closed only after permission is received from the terminal.
d) In case of overflow, open valves to any empty/slack tanks to reduce the level of the overflowing tank.
e) Sound the General Emergency Alarm with a PA broadcast about the oil spill.
f) Check/stop the air intake to accommodation, stop non-essential air intakes to the engine room.
g) Close all non-essential sea suctions.
h) Re-check that all scuppers are shut.
i) Try to contain the spill on board using the portable Wilden pumps and stripping pumps as appropriate.
j) Deck clean up is to be started and fire fighting equipment to be kept ready for use.
k) Oil spill dispersants/emulsifiers should never be used overside except for small spills where written approval is received from the appropriate authorities.
l) Reporting procedures to be followed as per the SOPEP/VRP depending on the location of the ship.
m) Loading may be resumed after the fault has been rectified.
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Oil Leak/Spill During Discharge
a) Stop/trip the cargo pumps immediately. Cease all cargo and ballast operations.
b) Inform the terminal about the nature and extent of the leak.
c) Sound the General Emergency Alarm with a PA broadcast about the oil spill.
d) The manifold valves may be closed.
e) Identify and isolate the leaking section of the line if possible.
f) Open the drop valves to drain the top lines and consider reducing the IG pressure in the tanks.
g) Check/stop the air intake to the accommodation. Stop non-essential air intakes to the engine room.
h) Close all non-essential sea suctions.
i) Re-check that all scuppers are shut.
j) Try to contain the spill on board using the portable Wilden pumps and stripping pumps as appropriate.
k) Deck clean up is to be started and fire fighting equipment to be kept ready for use.
l) Oil spill dispersants/emulsifiers should never be used overside except for small spills where written approval is received from the appropriate authorities.
m) Reporting procedures to be followed as per the SOPEP/VRP depending on the location of the ship.
n) Discharging may be resumed after the fault has been rectified.
Any spillage that collects near the aft scuppers on the main deck can be pumped into the slop tanks. This is carried out using the permanently fitted diaphragm pumps, one either side on the port and starboard side of the aft main deck, the suction piping system is fitted at the after supper point.
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Issue: Final Draft
Illustration 4.1.5a Emergency Inerting of Ballast Tanks
NG041V
NG029V
ND027
ND009
ND002
ND025 ND022
ND023 ND014 ND011
ND005
ND029 ND030
ND031 ND032
Spill Tank (Starboard)
Spill Tank (Port)
ND006
ND007 ND008
ND020
ND004
ND026 ND024
BA341
Minimum
2500
Lower
Grating in
Pump Room
No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port)
No.2
Water Ballast Tank
(Port)
No.1
Water Ballast Tank (Port)
No.5 Water Ballast Tank (Starboard)
No.3 Cargo Oil
Tank (Centre)
No.2 Cargo Oil
Tank (Centre)
No.1 Cargo Oil
Tank (Centre)
No.4 Cargo Oil
Tank (Centre)
Vent
Riser
No.5 Cargo Oil
Tank (Centre)
No.5 Cargo Oil
Tank (Port)
No.4 Cargo Oil
Tank (Port)
No.2 Cargo Oil
Tank (Port)
No.3 Cargo Oil
Tank (Port)
No.1 Cargo Oil
Tank (Port)
Slop Tank
(Port)
No.5 Cargo Oil
Tank (Starboard)
No.4 Cargo Oil
Tank (Starboard)
No.2 Cargo Oil
Tank (Starboard)
No.1 Cargo Oil
Tank (Starboard)
Void
Slop Tank
(Starboard)
No.4 Water Ballast Tank (Starboard)
No.2
Water Ballast Tank
(Starboard)
No.1
Water Ballast Tank (Starboard)
No.3 Water Ballast Tank (Port)
No.3 Water Ballast Tank (Starboard)
Upper Deck
To
Transmitter
Panel
Pump Room
Water Ballast Main Line
Deck Seal
Water
Supply
Steam
Supply
Steam
Return
Shore
Connection
Port
Shore
Connection
Stb'd
Engine Room
Bulkhead
ND001 ND003
ND043ND042
To Cargo Oil Main Line
Key
Inert Gas
Sea Water
Steam
Condensate
Purge Pipe Locations
ND019
ND021ND018
ND013
ND015
ND010
ND012
PV
Breaker
ND016
NG017V
NG018V
P P
ND017
Deck
Seal
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4.1.5 EMERGENCY INERTING OF BALLAST TANKS
Description
Opposite each ballast tank there is a spur pipe off the IG main with a blank flange. A connection piece with blank flange is fitted to each ballast tank. Emergency inerting of a ballast tank is carried out by connecting a flexible hose from the inert gas main to the connection piece and supplying inert gas. The tank is vented through the tank vents or via the access hatch at the aft end of the ballast tank.
Procedure to Carry Out Emergency Inerting of a Ballast Tank (Example, No.2 Port Ballast Tank Partially Flooded)
a) The inert gas plant should be ready to run.
b) Check that the IG pressure has been lowered to a minimum.
c) Remove the blank from the spur on the IG main and from the connection piece on the ballast tank.
d) Connect the portable flexible hose from the spur pipe on the IG main to the connection piece on the ballast tank.
e) Start up and run the IG system, normal operating parameters apply, see section 1.4 for details. Open the deck valves ND001 and ND002.
f) Check there is sufficient flow at the vent or aft access hatch.
g) Monitor the vapour at the outlet.
Continue inerting until the oxygen reading at the tank vent is consistently below 8%, at which point the tank can be considered inert. Depending on requirements, it may be prudent to continue inerting until a level of 5% oxygen is reached, to give a greater safety margin.
Alternatively the ballast tanks can be inerted using the IG connection to the ballast system as follows:
To Carry Out Emergency Inerting of No.2 Ballast Tank Port Side, No Flooding
a) Shut valve ND002 to maintain a positive pressure in the cargo tanks.
b) The IG system should be running and ready for use.
c) Insert the spool piece in the inert gas/ballast system connecting line.
d) Open valves ND009 and BA341.
e) Open the ballast line valves to No.2 port, BA326, BA364 and BA303.
f) Open the ballast tank hatch to act as a vent, provided that there is no lightning or source of ignition in the vicinity.
g) Open the deck isolating valve ND001 for the IG main.
Inert gas will now be delivered to No.2 port ballast tank, entering via the ballast suction valve and exiting through the ballast tank hatch.
Continue inerting until the oxygen reading at the tank vent is consistently below 8%, at which point the tank can be considered inert. Depending on requirements, it may be prudent to continue inerting until a level of 5% oxygen is reached, to give a greater safety margin.
Illustration 4.1.5b Emergency Inerting, Ballast Tank No.2 (Port Side)
Key:
ManholeInerting Via Ballast SuctionWith Cross Connection SpoolPiece Inserted From IG LineTo Ballast Line.
Inerting Via Removal OfBallast Tank Inerting Plate,Layering Onto The BallastSurface.
IG
IG
FWD
FWD
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