cargo manual environment

5/21/2018 Cargo Manual Environment

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Issue: Draft 1 - November 2006

Document Title: Cargo Operating Manual

Document Section Front Matter: British Environment

Revision: Draft 1

Date: November 2006

IMO No. 9260043

List of Contents:

Issues and Updates

Mechanical Symbols and Colour Scheme

Electrical and Instrumentation Symbols

Introduction

PART 1: SYSTEM DESCRIPTION

1.1 Cargo Tanks Layout

1.1.1 Tanks, Capacity Plan and Loading Rate

1.1.2 Tank Heating System

Illustrations

1.1.1a General Arrangement - Ship

1.1.1b Cargo Tank Arrangement

1.1.1c Cargo Tank Internal Arrangement

1.1.1d Tank Capacity Tables

1.1.2a Tank Heating System

1.1.2b Observation Tank

1.2 Cargo Piping System

1.2.1 System Description

1.2.2 Measuring and Sampling System

1.2.3 Slop Tank Usage

Illustrations

1.2.1a Cargo Piping System

1.2.2a Measuring and Sampling Positions

1.2.3a Slop Tank Arrangement

1.3 Cargo Pumps

1.3.1 Main Cargo Pumps

1.3.2 Portable Cargo Pump

1.3.3 Compressed Air Purging and Stripping System

Illustrations

1.3.1a Framo Pump Hydraulic System Architecture

1.3.1b Framo Hydraulically Driven Cargo Pump

1.3.1c Main Cargo Pumps - Control Console

1.3.1d Diesel Engine Local Control Panel

1.3.3a Cargo Pump Compressed Air Purging System

1.3.3b Air or Nitrogen Purging of the Manifolds

1.4 Inert Gas System


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 Generator Panels in the Engine Room and

CCR 1.4.1d High Velocity Pressu re/Vacuum Valve

1.5 Crude Oil Wash and Tank Cleaning System

1.5.1 Tank Cleaning System

1.5.2 Methods of Tank Cleaning

Illustrations

1.5.1a Tank Cleaning System

1.5.1b Tank Cleaning Machines

1.5.1c Tank Cleaning Machine Speed Adjustment

1.6 Hydraulic Valve Remote Control System

Illustrations

1.6a Remote Valve System

1.6b Stationary Hand Pump

1.7 Ballast System


1.7.2 Ballast Operation

1.7.3 Ballast Vent System

Illustrations

1.7.1a Water Ballast System

1.7.2a Ballast Operation

1.7.2b Deballast Operation

PART 2: CARGO HANDLING PROCEDURES

2.1 Cargo Handling and Operation Sequence Diagrams

2.1.1 Loading

2.1.2 Discharging

2.2 Inerting Cargo Tanks

2.2.1 System Operation

2.2.2 Primary Inerting

2.2.3 Use of Inert Gas While Loading Cargo

2.2.4 Use of Inert Gas While Discharging Cargo and Crude Oil

Washing

2.2.5 Use of Inert Gas on Loaded or Ballast Passage

2.2.6 Use of Inert Gas for Purging Cargo Tanks

2.2.7 Use With Vapour Emission Control (VEC)

2.2.8 Minimising Inert Gas Air Pollution

Illustrations

2.2.1a Inert Gas System in the Engine Room

2.2.1b Inert Gas System on Deck

2.2.1c Inert Gas Generator Panels in Engine Room and CCR

2.2.2a Primary Inerting

2.2.2b Primary Inerting

2.2.3a Inert Gas Flow During Loading (Non VEC)

2.2.3b Inert Gas Flow During Loading of Cargo Tanks

2.2.4a Inert Gas Flow During Discharging

2.2.4b Inerting During Discharging

2.2.6a Inerting Cargo Tanks

2.2.7a Inert Gas Flow During Loading with VEC

2.2.7b Vapour Emission Control Monitoring and Alarm System

2.3 Loading Cargo

2.3.1 Loading a Single Grade Cargo

2.3.2 Loading a Multigrade Cargo

Illustrations

2.3a Cargo Piping System

2.3.1a Loading Single Grade

2.3.2a Loading Two Grades

Front Matter - Page 1 of 7


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IMO No. 9260043

2.4 Discharging Cargo

2.4.1 Discharging a Single Grade Cargo (25% COW)

2.4.2 Discharging - Single Grade Cargo (Products)

2.4.3 Discharging - Two Grade Cargo without Pre-Wash

(Chemicals)

2.4.4 Discharging - Three Grade Cargo Category A, B and D

(Chemicals)

Illustrations

2.4.1a Single Grade Discharge (25% COW)

2.4.1b Crude Oil Washing

2.4.1c Single Grade Stripping to Port Slop Tank

2.4.2a Discharging Cargo - Single Grade (Products)

2.4.3a Discharging Cargo - Two Grades (Chemicals)

2.4.4a Discharging Cargo - Three Grades (Chemicals)

2.5 Tank Cleaning Operations

2.5.1 Chemical Tables

2.5.2 Pre-Wash with Water

2.5.3 Pre-Wash by Ventilation

2.5.4 Water Wash (Hot and Cold)

2.5.5 Disposal of Slops

2.5.6 Washing with a Medium Other than Water

Illustrations

2.5.1a Cleaning and Disposal Procedures

2.5.1b Pre-Washing Tables

2.5.1c Disposal of Pre-Wash or Slops

2.5.2a Pre-Wash with Water

2.5.3a Pre-Wash by Ventilation

2.5.4a Hot Wash with Sea Water

2.5.5a Discharge of Slop Water at Sea

2.6 Gas Freeing

2.6.1 Purging Cargo Tanks

2.6.2 Gas Freeing for Entry

Illustrations

2.6.1a Purging

2.6.1b Flammability Composition Diagram

2.6.2a Gas Freeing

2.7 Ballasting and Deballasting Operations

2.7.1 Heavy Weather Ballasting

2.7.2 Oil Discharge Monitoring Equipment (ODME)

Illustrations

2.7.1a Heavy Weather Ballast

2.7.1b Loading Heavy Weather Ballast

2.7.2a Oil Discharge Monitoring Equipment

PART 3: CARGO OPERATIONS, CONTROL AND

INSTRUMENTATION

3.1 Cargo Control System

3.1.1 Distributed Control System Overview

3.1.2 Operator Stations

3.1.3 Screen Displays and DCS Operation

3.1.4 Operations

Illustrations

3.1.1a Distributed Control System Overview

3.1.2a Operator Control Station Keyboard

3.1.3a DCS Typical Screen Display

3.1.4a DCS Operator Station Screen Display

3.2 Cargo Control Room 3.2.1 Cargo Control Centre

Illustrations

3.2.1a Cargo Control Room and Ships Office

3.2.1b Control Console for Cargo Pumps, Ballast Pumps and

Hydraulic Power Packs

3.3 Cargo Tank Instrumentat ion System

3.3.1 Tank Level Measurement

3.3.2 Gas Detection System

3.3.3 Portable Measuring and Sampling Equipment

3.3.4 Loading Computer

3.3.5 Remote Sounding and Draught Gauging System

Illustrations

3.3.1a Saab Tank Level Monitor Display

3.3.1b Tank High Level and Overflow Alarm System

3.3.2a Gas Detection Alarm Panel

3.3.3a Manual Sampling Device

3.3.4a Loading Computer Profile Image

3.3.4b Loading Computer Longitudinal Strength Screen

3.3.5a Tank Level and Draught Gauging System

3.3.5b Tank Level Gauge Boards

PART 4: EMERGENCY SYSTEMS AND PROCEDURES

4.1 Fire Hydrant System

Illustrations

4.1a Engine Room Fire Hydrant System

4.1b Deck Fire Hydrant System

4.2 Deck Foam System

Illustrations

4.2a Deck Foam System

4.3 Discharge of Cargo from a Damaged Tank

Illustrations

4.3a Discharge of Cargo from a Damaged Cargo Tank

4.4 Cargo Spillage

4.5 Emergency Inerting

Illustrations

4.5a Emergency Inerting of a Ballast Tank

4.5b Ballast Tank Inerting



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Revision: Draft 1

Date: November 2006

IMO No. 9260043

ISSUE AND UPDATES

This manual is provided with a system of issue and update control. Controlling

documents ensure that:

Documents conform to a standard format;

Amendments are carried out by relevant personnel.

Each document or update to a document is approved before

issue.

A history of updates is maintained.

Updates are issued to all registered holders of documents.

Sections are removed from circulation when obsolete.

Document control is achieved by the use of the footer provided on every page

and the issue and update table below.

In the right hand corner of each footer are details of the pages, section number

and page number of the section. In the left hand corner of each footer is the

issue number.

Details of each section are given in the first column of the issue and update

control table. The table thus forms a matrix into which the dates of issue of the

original document and any subsequent updated sections are located.

The information and guidance contained herein is produced for the assistance

of certificated officers who, by virtue of such certification, are deemed

competent to operate the vessel to which such information and guidance refers.

Any conflict arising between the information and guidance provided herein and

the professional judgement of such competent officers must be immediately

resolved by reference to the BP Technical Operations Office.

This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LTD.

For any new issue or update contact:

The Technical Director Dee House

Zone 2

Parkway

Deeside Industrial Estate

CH5 2NS

UK

E-Mail: [email protected]

Item Issue 1 Issue 2 Issue 3 Issue 4



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IMO No. 9260043

Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4 Item Issue 1 Issue 2 Issue 3 Issue 4



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Revision: Draft 1

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IMO No. 9260043

A

S

S

M

A

A

S

E

W

F

Not Connected

Crossing Pipe

Connected Crossing Pipe

T Pipe

H B

F

Mechanical Symbols and Colour Scheme

Stop Valve

Thermostatic TemperatureRegulating Valve

Float Valve

Gate Valve

Angle Stop Valve

Butterfly Valve

Hydraulic OperatedButterfly Valve

Intermediate PositionType Butterfly Valve

Screw Down Non-Return

Valve

Screw Down Non-Return

Valve

Non-Return Valve

Swing Check Valve

Ball Valve

Hose Valve

Angle Hose Valve

Needle Valve

Angle Needle Valve

Foot Valve

Pressure Regulating Valve

Breathing Valve

Angle Safety / Relief Valve

Safety / Relief Valve

Self-Closing Valve

Pneumatic OperatedEmergency Shutt-Off Valve

Angle Self-Closing Valve

Regulating Valve

Two-Way Cock

Three-Way Cock (L-Type)

Three-Way Cock (T-Type)

Air Motor Valve

Electric Motor Valve

Emergency Shut Off Valve

Rotary Disc Automatic

Three-Way Valve

Storm Valve

Storm Valve(Without Handle)

Wax Expansion TypeControl Valve

Flap Check Valve

Blind Flange Valve

Rose Box

Mud Box

Simplex Water Strainer

Simplex Oil Strainer

Drain and Water Strainer

Duplex Oil Strainer

Y-Type Strainer

Steam Trap with Strainer

and Drain Cock

Steam Trap with Strainer

Duplex Auto-Backflushing

Oil Strainer

Simplex Auto-BackflushingFilter

Sight Glass

Observation Glass

Flow Meter

Disc Float Type Air Vent

Disc Float Type Air Vent

(With Flame Wire Screen)

Hopper without Cover

Hopper with Cover

Scupper

Air Vent Pipe Manual HydraulicDeck Stand

Deck StandAir Vent Pipewith Flame Screen

Air Vent Pipe(Without Wire Net)

Air Vent Pipe(With Wire Net)

Sounding Head

with Cap/Filling Cap

Sounding Head

with Self Closing Device

Pressure VacuumRelief Valve

Pressure VacuumBreaker

Fire Hose Box

Air Horn

Steam Horn

Electric Horn

Suction Bellmouth

Overboard Discharge

Centrifugal Pump

Gear or Screw Type Pump

Hand Pump

Ejector (Eductor Injector)

Reciprocating Type Pump

Diaphragm Pump

Spool Piece

Flexible Hose Joint

Discharge/Drain

Tank Penetration

Blind (Blank) Flange

Orifice

Spectacle Flange( Open, Shut)

Piston Valve

Piston

Diaphragm Operated

Valve

Solenoid Valve

Solenoid Driven

Electric Motor Driven

Air Motor Driven

Hand Operated

Cylinder with Positioner

Hand Operated

(Locked Close)

Hand Operated(Locked Open)

Spring

Weight

Float

Diaphragm

Diaphragm with Positioner

Cargo Grade 1

Cargo Grade 2

Cargo Grade 3

Cargo Grade 4

Cargo Grade 5

Cargo Grade 6

Inert Gas

Hydraulic Oil

Fresh Water

Sea Water

Ballast Water

Fire Water

CO2Line

Air

High Temperature Water

Low Temperature Water

Marine Diesel Oil

Heavy Fuel Oil

Slops

Lubricating Oil

Saturated Steam

Exhaust Steam

Condensate

Bilges

Electrical Signal

Instrumentation

Refrigerant



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IMO No. 9260043

Resistor

Group junction box xx(xx = location)

Whistle relay box

Governor motor

Water transducer

Humidistat

WT joint box2 glands (4 glands)

NWT joint box

Receptacle

Solenoid valve

Variable resistor

Fuse

Normally Closed switch

Indicator lamp

Relay coil

Buzzer

Bell

110 Central meter

Rectifier equipment

Making contact

Making contact

Making contact

Breaking

Breaking

Breaking

Making contact

Breaking

Pushbutton switch(alternative)

Pushbutton switch(alternative)

Power supply unit

Zener barrier box

Limit switch

GSP

CP

PD

LD

LD

L

M

Starter (direct on line)

Local groupstarter panel

Control panel

440V dist. board

230V power dist. board

Lighting dist. board

Air circuit breaker

M.C.C.B 1 phase

M.C.C.B 3 phase

Normally Open switch

Battery charger

Battery

Pushbutton (start/stop)

Pushbutton

(start/stop/running)

Emergency stoppushbutton box

Overcurrent relay

Diesel generator

Liquid sensor

Transformer

J

HS

( )J J

10A

RL

D-D

BZ

BL

XXXXXXX

ZB K

LM

AC induction motorM

LD

Emergency generatorEG

DG

WT

GM

S I GR B

GJB/XX

Function is Locally

Available

Functions are Availablein Control Room

XXXXXXX

Functions are Available

on a Local Panel

Letters outside the circleof an instrument symbolindicate whether high (H),

high-high (HH), low (L)or low-low (LL) functionis involved

O = OpenC = Closed

CP Capacitance

CI Compound Indication

CO2 CO

2Meter

O2 O

2Meter

DP Differential Pressure

DPS Differential Pressure Switch

DPX Differential Pressure Transmitter

DPI Differential Pressure Indicator

DIS Displacer

EM Electromagnetic Flow Meter

FA Flow Alarm

FC Flow Controller

FX Flow Transmitter

FI Flow Indication

FS Flow Switch

FCO Flow Counter

FLG Float Type Level Gauge

HY Hydrazine Detector/Meter

H2O Hydrometer

LAH Level Alarm (High)

LAL Level Alarm (Low)

LC Level Controller

LCG Local Content Gauge

LI Level Indication

LR Level Recorder

LS Level Switch/Limit Switch

MS Microswitch

PAH Pressure Alarm (High)

PAL Pressure Alarm (Low)

PAHLI Pressure Alarm High/Low Indicator

PX Pressure Transmitter

PC Pressure Controller

PR Pressure Recorder

PI Pressure Indication

PS Pressure Switch

PD Pressure Displacement Meter

PH PH Detector/Meter

RI RPM Indicator

RCO RPM Counter

RX Revolution Transmitter

RC Revolution Controller

SA Salinity Alarm

SI Salinity Indication

SX Salinity Transmitter

SM Smoke Indication

SMX Smoke Transmitter

TR Temperature Recorder

TC Temperature Control

TI Temperature Indication

TAH Temperature Alarm (High)

TAL Temperature Alarm (Low)

TAHLI Temperature Alarm High/Low Indicator

TS Temperature Switch

TH Turbine Meter

TM Torque Meter

VA Vacuum Alarm

Space heater(element type)

Earth

With time

limit inclosing

With time

limit inopening

Flicker

relay

XXX

Auxiliary

relay

contact

H

L

XXXXXXX

Trip Automatic Trip

S

VI Vacuum Indication

VX Vacuum Transmitte r

VR Viscosity Indication

VC Viscosity Controller

VAH Viscosity Alarm (High)

VAL Viscosity Alarm (Low)

Electrical and Instrumentation Symbols



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Revision: Draft 1

Date: November 2006

IMO No. 9260043

INTRODUCTION

General

Although this ship is supplied with shipbuilders plans and manufacturers

instruction books, there is no single document which gives guidance on

operating complete systems as installed on board, as distinct from individual

items of machinery. The purpose of this one-stop manual is to assist, informand guide competent ships staff and trainees in the operation of the systems

and equipment on board and to provide additional information that may not

be otherwise available. In som e cases, the competent ships staff and trainees

may be initially unfamiliar with this vessel and the information in this manual

is intended to accelerate the familiarisation process. It is intended to be used in

conjunction with shipyard drawings and manufacturers instruction manuals,

bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing

Orders and in no way replaces or supersedes these publications, all of which

take precedence over this manual.

Information relevant to the operation of the British Environment has been

carefully collated in relation to the systems of the vessel and is presented in

three onboard volumes consisting of BRIDGE SYSTEMS and EQUIPMENT

OPERATING MANUAL, CARGO OPERATING MANUAL and MACHINERY

OPERATING MANUAL.

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, 1995, 1998, 2001, and 2003.

The information, procedures, specifications and illustrations in this manual

have been compiled by WMT personnel by reference to shipyard drawings and

manufacturers publications that were made available to WMT and believed to

be correct at the time of publication. The systems and procedures have been

verified as far as is practicable in conjunction with competent ships staff under

operating conditions.

It is impossible to anticipate every circumstance that might involve a potential

hazard, therefore, warnings and cautions used throughout this manual are

provided to inform of perceived dangers to ships staff or equipment. In many

cases, the best operating practice can only be learned by experience.

If any information in these manuals is believed to be inaccurate or incomplete,

the officer must use his professional judgement and other information available

on board to proceed. Any such errors or omissions or modifications to the

ships installations, set points, equipment or approved deviation from published

operating procedures must be reported immediately to the BP Shipping Technical

Operations Office, who should inform WMT so that a revised document may be

issued to this ship and in some cases, others 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. Never continue to operate any machine or equipment which

appears to be potentially unsafe or dangerous and always report

such a condition immediately.

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.

Never ignore any unusual or suspicious circumstances, no

matter how trivial. Small symptoms often appear before a major

failure occurs.

Never underestimate the fire hazard of petroleum products,

whether fuel oil or cargo vapour.

Never start a machine remotely from the cargo and engine

control room without confirming visually that the machine isable to operate satisfactorily.

In the design of equipment, protection devices have been 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 any of these safety

devices are bypassed, overridden or neglected, then the operation of any

machinery in this condition is potentially dangerous.

Description

The concept of this Machinery Operating Manual is to provide information to

technically competent ships officers, unfamiliar to the vessel, in a form that is

readily comprehensible, thus aiding their understanding and knowledge of the

specific vessel. Special attention is drawn to emergency procedures and firefighting systems.

The manual consists of a number of parts and sections which describe the

systems and equipment fitted and their method of operation related to a

schematic diagram where applicable.

Part one details the machinery commissioning procedures required to bring

the vessel into varying states of readiness, from bringing the vessel to a live

condition through to securing plant for dry dock.

The second part of the manual details ships systems, providing a technical

description, system capacities and ratings, control and alarm settings and

operating details. Part three provides similar details for the vessels main

machinery and control system. Parts four and five describe the emergency

systems and procedures.

The valves and fittings identifications used in this manual are the same as those

used by the shipbuilder.

Illustrations

All illustrations that 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.

Symbols given in the manual adhere to international standards and keys to the

symbols used throughout the manual are given on the following pages.

Notices

The following notices occur throughout this manual:

WARNING

Warnings are given to draw readers attention to operation where

DANGER TO LIFE OR LIMB MAY OCCUR.

CAUTION

Cautions are given to draw readers attention to operations where

DAMAGE TO EQUIPMENT MAY OCCUR.

Note:Notes are given to draw readers attention to points of interest or to

supply supplementary information.

Safety Notice

It has been recorded by International Accident Investigation Commissions

that a disproportionate number of deaths and serious injuries occur on ships

each year during drills involve lifesaving craft. It is therefore essential that

all officers and crew make themselves fully conversant with the launching,

retrieval and the safe operation of the lifeboats, liferafts and rescue boats



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PART 1: SYSTEM DESCRIPTION

1.1 Cargo Tanks Layout

1.1.1 Tanks, Capacity Plan and Loading Rate

1.1.2 Tank Heating System

Illustrations

1.1.1a General Arrangement - Ship

1.1.1b Cargo Tank Arrangement

1.1.1c Cargo Tank Internal Arrangement

1.1.1d Tank Capacity Tables

1.1.2a Tank Heating System

1.1.2b Observation Tank


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Document Section 1: British Environment

Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.1.1a General Arrangement - Ship

NO SM OKING

No.6 CargoOil TankEngine

Room

CO2Room

StoreWork

Shop

No.5 CargoOil Tank

No.4 CargoOil Tank

No.3 CargoOil Tank

No.2 CargoOil Tank

No.1 CargoOil Tank

Cargo

Oil TankStarboard

Cargo

Oil TankPort

Bosuns StoreChain Locker

Bow Thruster Room

Aft Peak Tank

EngineCasing

DeckStore

Air ConRoom Hospital

LaundryFish

MeatVeg.

Shower/Sauna

Gym

CargoControlRoom

Steering Gear Room

Heavy Fuel Oil Tank

Dry Provisions Room

Fresh Water Tank

Fore Peak Tank

Side Elevation

Upper Deck

Principle Particulars

Length

Length

Breadth

Depth

Draft

O.A.

B.P.

MLD.

MLD.

MLD. (Design)

MLD. (Scantling)

EXT. (Scantling)

Abt. 182.55 m

175.00 m

27.34 m

16.70 m

10.85 m

11.20 m

11.217 m

Section 1.1.1 - Page 1 of 6


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IMO No. 9260043

1.1 CARGO TANKS LAYOUT

1.1.1 TANKS, CAPACITY PLAN AND LOADING RATE

The vessel is designed and constructed for the carriage of crude oil, petroleum

products, caustic soda, methanol, mtbe, molasses and edible oils. The cargo

area consists of six (6) s ets (port and starboard) of cargo tanks and two (2) slop

tanks, each protectively located within a full double hull structure.

The cargo tank area is divided into seven main groups:

Number 1 group:

No.1 port and starboard cargo tanks.

Number 2 group:


Number 3 group:


Number 4 group:


Number 5 group:


Number 6 group:


Number 7 group:

Port and starboard slop cargo tanks.

The ballast tanks are located outboard of and beneath the cargo tanks. Ballast

tanks No.1, 2, 3 and 6 are of an L shaped side wing and double bottom tank

design, while No.4 and 5 ballast tanks although of a similar design only extendto the seventh longitudinal. An additional centre double bottom tank from the

seventh longitudinal, which although identified as No.4 centre stretches below

No.4 and 5 cargo tanks. The fore peak tank can also be used for ballast. The

aft peak is filled and emptied via the bilge, fire and GS pumps in the engine

room.

The loading and discharging of the cargo tanks is carried out via seven

completely independent manifolds located amidships, either from the port

or starboard side, the seven combined cargo loading/discharge lines lead to

separate drop lines for each cargo tank.

The system can be made common at the port midships manifold area via a

300mm nominal bore crossover line linking any combination of tanks together

by means of the double shut-off manual valves leading to each set of loading/discharge lines.

Discharge of the cargo is achieved via each of the Framo deepwell cargo pumps

located within each cargo tank and through the respective manifold on deck.

Cargo tanks are drained using the Framo deepwell pumps via the 40mm

nominal bore stripping line, bypassing the cargo discharge valve on deck and

discharging into the main line through the manifold.

The cargo oil pumping system is designed to discharge the bulk of the cargo oil

from all cargo oil tanks in approximately 24 hours, compliant with charter party

terms. The design is such that all loading/discharging operations, including

ballasting, deballasting and COW can be completed in approximately 32

hours.

The cargo tanks should be fully inerted during cargo handling operations.

Crude oil washing (COW) is an essential component in achieving maximum

out-turn when a crude oil product is carried. The starboard slop tank cargo

pump is used to supply the crude oil to the fixed tank cleaning m achines

located in all the cargo tanks via an isolating valve CO162 and a removable

elbow piece. Alternatively any of the cargo pumps can be utilised for crude oil

washing when the pipelines are configured correctly.

All of the cargo and slop tanks are fitted with heating coils located inside the

tanks.

The maximum vapour flow rate through a cargo tank PV valve at 20kPa is

840m3/h and through a slop tank PV valve at 20kPa 840m3/h even though

the ND for the slop tank PV valves is 125mm against 150mm for the cargo

tanks.

The drop line to No.1 wing cargo tanks is of ND 150mm, at 7m/sec this gives

a loading rate of 445m3/h due to pipeline diameter and 535m3/h for gas oil.

The maximum vapour flow rate through an individual PV valve restricts the

loading rate of gas oil rather than the pipeline diameter except where more

than one PV valve is connected to the tank through the IG system then a higher

loading rate would be acceptable.

The drop line in No.2 to 6 cargo tanks is ND 200mm, due to the PV valve

vapour flow this gives a loading rate of 535m 3/h for both products and gas

oil.

Maximum Loading Rates

Products Gas Oil

No.1 wing tanks 445m3/h 535m3/h

No.2 to 6 wing tanks 535m3/h 535m3/h

Slop tanks 150m3/h 150m3/h

Maximum Loading Rates for Products

1 m anifold connection with at leas t 4 tanks open 1, 780m3/h

2 or more manifold connections with at least 6 tanks open 3,200m3/h

Maximum Loading Rates for Gas Oil

1 m anifold connection with at leas t 6 tanks open 3, 200m3/h

Maximum Discharging Rates

Cargo tanks No.1 wing tanks 300m3/h

Cargo tanks No.2 to 6 wing tanks 450m3/h

Slop cargo tanks 150m3/h

Maximum Discharging Pressure

Cargo system 10 bar

Maximum Loading Pressure

Cargo system 10 bar

Maximum loading pressure on pump top cover 8 bar

Inert Gas System

Design flow capacity: 3,750Nm3/h

(102mmWG = 1kPa)

PV valve settings kPa mmWG mbar

Pressure 20 2040 200

Vacuum -3.5 -343 -35

PV valve capacity (100%): 840m3/h, pressure

1,350m3/h, vacuum

PV breaker settings kPa mmWG mbar

Pressure 23.5 2,400 235

Vacuum -5 -500 -50



11/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.1.1b Cargo Tank Arrangement

No.5 Cargo

Oil Tank Port

No.6 Cargo

Oil Tank Port

Aft

Peak

Tank

No.5 CargoOil Tank Starboard


No.4 Cargo

Oil Tank Port


No.4 Double Bottom

Water Ballast TankCentre

No.3 Cargo

Oil Tank Port


No.2 Cargo

Oil Tank Port


No.1 Cargo

Oil Tank Port

ForePeak

Tank


MDO Storage Tank Starboard

MDO Storage Tank Port

Oily Bilge Tank

Stern Tube LO Sump Tank

Bilge Well

No.5 Water Ballast TankStarboard


HFO TankStarboard





No.5 Water Ballast TankPort






HFO TankPort



12/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.1.1c Cargo Tank Internal Arrangement

1 1

2 2

CargoTank (P)

CargoTank (S)

Upper Deck

Cargo

Main

Crossover

Connection

Inert

Main

Key

PV Valve

Gas Freeing Valve

Tank Inert Gas Isolating Valve

Deepwell Cargo Pumps

1

2

3

4

3 3

4 44 x 20mm Diameter Vent Holes

Cargo Drop Line

Temperature

Sensor (High)

100mm

1m

8.5m

TemperatureSensor (Low)

Authors Note: Heights To Confirm



13/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

CARGO OIL AND SLOPS TANKS

Compartment Location

Frame

Volume VCG

From

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

100%

m3

98%

m3

98%

(Barrel US)

No.1 Cargo Tank (P) 162 - 187 3, 069. 8 3,008.4 18,922.3 9.853 66.15 1,971

No.1 Cargo Tank (S) 162 - 187 3, 069. 8 3,008.4 18,922.3 9.853 66.15 1,971

No.2 Cargo Tank (P) 138 - 163 3, 666. 3 3,593.0 22,599.3 9.678 44.97 2,877

No.2 Cargo Tank (S) 138 - 163 3, 666. 3 3,593.0 22,599.3 9.678 44.97 2,877

No.3 Cargo Tank (P) 114 - 139 3, 670. 8 3,597.4 22,627.0 9.677 23.18 2,881

No.3 Cargo Tank (S) 114 - 139 3, 670. 8 3,597.4 22,627.0 9.677 23.18 2,881

No.4 Cargo Tank (P) 90 - 115 3,670.8 3,597.4 22,627.0 9.678 1.31 2,884

No.4 Cargo Tank (S) 90 - 115 3,670.8 3,597.4 22,627.0 9.678 1.31 2,884

No.5 Cargo Tank (P) 66 - 91 3,670.8 3,597.4 22,627.0 9.677 -20.50 2,881

No.5 Cargo Tank (S) 66 - 91 3,670.8 3,597.4 22,627.0 9.677 -20.50 2,881

No.6 Cargo Tank (P) 43 - 67 3,370.0 3,302.6 20,772.8 9.937 -41.67 2,645

No.6 Cargo Tank (S) 43 - 67 3,370.0 3,302.6 20,772.8 9.937 -41.67 2,645

Slop Tank (P) 40 - 44 441.1 432.3 2,719.1 10.623 -53.91 481

Slop Tank (S) 40 - 44 441.1 432.3 2,719.1 10.623 -53.91 481

TOTAL 43,119.2 42, 256.7 26,789 ,00

FRESH WATER TANKS SG 1.000

CompartmentLocation

Frame

Volume

100%

m3

Weight

100%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

Fresh Water Tank Port 1 - 9 112.3 112.3 15.093 -83.21 52

Fresh Water Tank Starboard 1- 5 48.5 48.5 15.105 -85.01 15

Boiler Fresh Water Tank Starboard 5 - 9 63.7 63.7 15.084 -81.84 34

FRESH WATER TOTAL 224.5 224.5

WATER BALLAST TANKS SG 1.025

CompartmentLocation

Frame

Volume

100%

m3

Weight

100%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

Fore Peak Tank Centre 187 - 201.2. 1,593.7 1,633.5 10.385 82.18 4609

No.1 WB Tank Port 163 - 187 1,652.9 1,694.3 6.518 67.64 3904

No.1 WB Tank Starboard 163 - 187 1,410.0 1,445.2 7.298 67.69 1805

No.2 WB Tank Port 139 - 163 1,232.7 1,263.5 5.864 45.94 3210


No.3 WB Tank Port 115 - 139 1,473.7 1,510.6 5.194 24.01 6375


No.4 DBWT Centre 64 - 115 1,599.9 1,639.9 2.454 -10.38 8292

No.4 WB Tank Port 91 - 115 901.0 923.6 6.675 0.46 926


No.5 WB Tank Port 67 - 91 1,006.4 1,031.5 6.384 -20.06 1116

No.5 WB Tank Starboard 67- 91 1,006.4 1,031.5 6.384 -20.06 1116

No.6 WB Tank Port 37 - 67 1,625.8 1,666.4 5.548 -43.88 4815

No.6 WB Tank Starboard 37 - 67 1,230.8 1,261.6 6.194 -45.19 1977

WB After Peak Tank Centre -5 - 9 417.8 428.2 11.498 -84.66 4922

WATER BALLAST TOTAL 18,915.8 19,388.7

NOTE:

1. As for LGC, - (minus sign) means After Midship

+ (plus sign) means Forward Midship

2. MT = Metric Tonne

M = metre

3. Unit of Barrel is based on US Standard

Illustration 1.1.1d Tank Capacity Tables



14/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

FUEL OIL TANKS SG 0.990

CompartmentLocation

Frame

Volume

100%

m3

Weight

98%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

HFO Tank Port 31 - 40 492.5 477.8 9.870 -57.60 1092

HFO Tank Starboard 31 - 40 584.3 566.9 10.354 -57.52 1047

HFO Service Tank Port 37 - 39 41.1 39.9 12.599 -57.11 7

HFO Setting Tank Port 37 - 39 36.9 35.8 12.175 -57.10 4

FUEL OIL TOTAL 1,154 .8 1 ,120 .4

DIESEL OIL TANKS SG 0.900

CompartmentLocation

Frame

Volume

100%

m3

Weight

98%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

MDO Storage Tank Port 20 - 35 67.1 59.2 1.274 -62.98 140

MDO Storage Tank Starboard 20 - 35 38.2 33.7 1.394 -64.70 37

MDO Service Tank Port 25 - 31 42.5 37.5 14.55 -65.09 11DIESEL OIL TOTAL 57.4 50.4 -

LUBRICATING OIL TANKS SG 0.900

CompartmentLocation

Frame

Volume

100%

m3

Weight

98%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

Main LO Sump Tank Centre 19 - 30 19.9 17.6 1.235 -68.07 8

Main LO Settling Tank Starboard 25 - 29 14.3 12.6 14.550 -65.90 1

Main LO Storage Tank Starboard 25 - 29 14.3 12.6 14.550 -65.90 1

Generator Engine LO Storage Tank

Starboard

25 - 27 3.6 3.2 14.550 -66.70 0

Generator Engine LO Settling Tank

Starboard

27 - 29 3.6 3.2 14.550 -65.10 0

Stern Tube LO Sump Tank Starboard 13 - 15 1.7 1.5 1.708 -76.27 0

LUBRICATING OIL TOTAL 57.4 50.7

MISCELLANEOUS TANKS

CompartmentLocation

Frame

Volume

100%

m3

Weight

98%

MT

VCG

from

BL

m

LCG

from

Midship

m

Max.

Moment

of Inertia

m4

Stern Tube Cooling Water Tank 4.9 - 10 21.6 19.1 4.060 -81.28 9

Bilge Holding Tank Centre 10 - 18 35.7 31.5 1.186 -76.51 27

Oily Bilge Tank Port 16 - 18 6.6 5.8 1.235 -73.88 2

HFO Overflow Tank Centre 35 - 37 29.3 25.9 1.088 -58.75 472

Sludge Tank Port 27 - 35 7.6 6.7 7.900 -62.7 2

Hydraulic Oil Tank Starboard 33 - 36 15.7 13.9 7.900 -59.9 117

HPU Engine Gas Oil Tank Port 25 - 29 50.1 44.2 14.550 -65.9 40

Cylinder Oil Storage Tank Starboard 25 - 29 28.6 24.9 14.550 -65.9 7

MISCELLANEOUS T OTAL 195.2 157.5

NOTE:

1. As for LGC, - (minus sign) means After Midship

+ (plus sign) means Forward Midship

2. MT = Metric Tonne

M = metre

3. Unit of Barrel is based on US Standard



15/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

PI

PI

PI

CD110

Illustration 1.1.2a Tank Heating System

Key

Saturated Steam

Condensate

Compressed Air

Sea Water

Electrical Signal

CD102

CD103CD219

CD140

CD138

CD229

CD227

CD152

CD150

ST167ST171

ST170

ST132

ST131

ST126

ST125

ST166

ST123

ST122

ST124

CD215

CD134

CD132

ST189

CD136

ST188

ST121

ST191

CD142CD154

CD225

CD223

CD146

CD144

ST128

ST129

ST168

ST169

ST190

CD148

ST163

CD212

CD210

CD203

ST162

ST161

ST159

ST158

ST160

CD206

CD204

CD264

ST201

CD208

ST200

ST507

ObservationTank

Deck

WaterSealTank

ST302

ST220

CD401

CD402

CD109

CD

120

To

Engine RoomDrain Cooler

From

Engine RoomBoiler 7kg/cm2System

ST111

CD214

ST117ST118

ST120

ST119

CD104 CD105

CD106

ST203

Slop Tank

(Starboard)

Deck Store(Starboard)

No.6 Cargo Tank

(Starboard)

No.5 Cargo Tank

(Starboard)

No.4 Cargo Tank

(Starboard)

No.3 Cargo Tank

(Starboard)

No.2 Cargo Tank

(Starboard)

No.1 Cargo Tank

(Starboard)

Slop Tank

(Port)

Residual Oil Tank

No.6 Cargo Tank

(Port)

No.5 Cargo Tank

(Port)

No.4 Cargo Tank

(Port)

No.3 Cargo Tank

(Port)

No.2 Cargo Tank

(Port)

No.1 Cargo Tank

(Port)

Fore Peak

Tank

CD117

CD119

ST104

CD122

ST130

ST136

ST

116

ST113

ST112

CD

107

CD149 CD137

CD143 CD131

ST127

CD245

CD243

CD176

CD174

ST179

ST178

ST144

ST143

ST195

CD178

CD241

CD230

CD170

CD168

ST140

ST141

ST176

ST177

ST194

CD172

ST142

CD173

CD167

ST139

CD237

CD235

CD164

CD162

ST175

ST174

ST138

ST137

ST193

CD166

CD233

CD231

CD156

ST134

ST135

ST172

ST173

ST192

CD160

To SeaChest

ToSea

Chest

CD253

CD251

CD188

CD186

ST183

ST182

ST150

ST149

ST197

CD190

CD249

CD247

CD182

CD180

ST146

ST147

ST180

ST181

ST196

CD184

ST148

CD185

CD179

ST145

CD261

CD259

CD200

CD198

ST187

ST186

ST156

ST155

CD199

CD202

CD257

CD255

CD194

CD192

ST152

ST153

ST184

ST185

ST198

CD196

ST105

F.R.

F.R.

F.R.

CD116

ST154

CD197

CD191

ST151

CD161

CD155

ST133ST157

CD209

Tank Cleaning Heater (120m3/h)

Sea Water

SeaWater

Temperature

Control Panel

ST202

ST101

ST102

Set

7kg/cm2

Air Supply

7kg/cm2

CD158

ST303ST304

CD405



16/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

1.1.2 TANK HEATING SYSTEM

Introduction

Each of the cargo tanks, slop tanks and the residual tank are fitted with

heating coils so that steam heating can be supplied to raise and maintain the

temperature of the cargo or wash water as required.

Stainless steel piping, type 316L schedule 10S, with a 40mm nominal bore is

used and arranged in a grid pattern across the bottom of the cargo tanks and

both slop tanks in a sleeve welded construction.

The 150mm nominal bore main steam supply line is of mild steel construction,

branch lines reduce to a 80mm supply to the tanks steam headers, thereafter

down to 40mm. The steam condensate return out of the tanks at the condensate

header is 25mm before rising to 50mm before the return isolating valve.

The branch line now increases to 65mm diameter before feeding the 100mm

nominal bore main steam condensate return line which passes through an

observation tank prior to return to the engine room. The steam supply and

return lines on deck are lagged with a water repellent insulation which is

covered with a 1mm F.R.P. resin coating on the weather deck (check).

The specification of the heating ratio in each of the slop tanks is such that the

heating system is designed to raise the temperature of the cargo from 33C to

66C within 24 hours. This ratio is based on an ambient sea temperature of

5C and air temperature of 2C. No.1 cargo tanks are each fitted with 3 group

layers of heating coils, cargo tanks No.2 to No.6 each have 4 groups, each slop

tank has 2 groups. Steam is supplied at a pressure of 7kg/cm2controlled from

a steam supply isolation valve located at the after end of the main deck before

supplying of the cargo oil and slop tanks. Additionally, steam from this main

line is also branched off for steam heating on the deck seal and cargo tank

cleaning heater unit which is located in the starboard deck store.

Each tank is fitted with a steam header and a condensate header. Drain valves

on the steam header and on the condensate header are used to test the quality

of the condensate returns.

Heating coils should be pressure tested, and if necessary, thereafter blown

through and repaired, on each occasion prior to:

Loading a cargo which requires heating.

Carrying out tank repairs (so that any coil leak will not leach

hydrocarbon gas or product into the tank).

Gas freeing for voyage repairs or dry-docking.

Similar action should be taken when changing from a low flashpoint to a high

flashpoint grade or from dirty products to clean products. The normal method

of testing the coils is simply to crack steam on to the system and test the quality

of the condensate returns.

The condensate returns are directed to an observation tank situated on the

upper deck. This is intended to give early warning of any cargo finding its

way into the system. This is possible if a heating coil has become ruptured and

cargo has gained entry.

Cargo finding its way into the boilers could cause major problems and so must

be avoided. The observation tank is fitted with a glass window so that regular

observation of the drains can be made.

Cargo

Tank

Name

Tank Vol.

98%

m3

Heating

Ratio

m2/m3

Heating

Coil

Length

Initial

Temp

C

Final

Temp

C

Heating

Time

(Hours)

No. 1 3,008.4 0.02 403 44 66 96

No. 2 3,593.0 0.02 481 44 66 96

No. 3 3,597.4 0.02 481 44 66 96

No. 4 3,597.4 0.02 481 44 66 96

No. 5 3,597.4 0.02 481 44 66 96

No. 6 3,302.6 0.02 442 44 66 96

Slop 432.3 0.04 117 33 66 24

Procedure for the Operation of the Cargo Heating System

All valves and drains are closed.

a) Ensure all spectacle blanks in the steam inlet and condensate

lines are in the OPEN position on only those tanks to be

heated.

b) Open the main condensate return valve CD119 and block valve

CD405 to the cargo heating condensate observation tank and

valve CD120 from the observation tank to the engine room.

c) Open the forward warming through valves ST163 and CD102.

d) Open the condensate outlet drain valves on all tanks to be

heated and the double block valves ST303 and ST304.

e) Crack open the main steam warming through valve ST102

and warm through the deck lines. Open the forward drain

valve CD103 and check the drains are clear the close the drain

valve.

f) At the individual tank heating coil manifolds crack open the

inlet valves and warm through the heating coils.

g) Open the steam warming through valve ST102 to its full extent

and continue warming through the lines.

h) When the deck lines are warmed through slowly open the steam

master valve ST101. Close the warming through valve ST102

when the master valve is fully open. Close the forward warming

through valves ST163 and CD102.

i) Check the condensate outlet from the heating coils for signs of

oil at the drain valves.

j) Open the individual heating coil condensate return valves and

the main return isolating valve from each header.

k) Close the drain valves.

l) Check the cargo heating observation tank for contamination.

m) Monitor the temperature in each tank being heated from the

Aconis screen displays in the CCR. Each cargo and slop tank

has two temperature monitoring points, the lower sensor is

approximately 1m above the tank bottom, while the upper sensor

is positioned approximately 8.5m above the tank bottom.

n) Ensure any heated cargo is raised and maintained at the correct

temperature according to the charterers requirements.

Note: The heating coils are controlled manually and should be shut

accordingly before nearing completion of discharge of the tank to avoid

overheating of the residue cargo.

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 ambienttemperature, to prevent ingress of sea water during heavy

weather.

d) Close the main steam supply valve ST101 and return valve

CD119.

e) Return the cargo tank system spectacle blanks to their closed

position as necessary.



17/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Procedure to Deal with Contamination

WARNING

Oil entering the water side of the boiler can have immediate and serious

effects on the boiler possibly leading to tube failure and the need for the

boiler to be shut down for repair.

In the event that contamination of the condensate is detected, it is essential tostop it from returning to the boiler. The steam supply to the deck system and

the condensate return CD120 must be shut off and the scumming valve on the

observation tank to the slop tank CD122 opened. This allows the cargo to be

scummed from the surface of the water into a suitable receptacle. The engine

room should be informed of the situation so that the returns to the engine room

cascade tank can be monitored and dealt with.

To locate the source of the contamination, operate each individual steam trap

drain valve to locate the coil with the problem. A small pressure may be needed

to assist the drains to move up from the coil to the deck level. This can be

achieved by opening the warming through steam valve ST102 a small amount.

Once the defective coil is located it should be isolated by shutting its individual

steam and condensate return valves. The rest of the system can now be

carefully put back into service but maintain the scumming of the observation

tank until no further contamination is detected. When this can be assured, open

the condensate return valve CD120.

Illustration 1.1.2b Observation Tank

Sampling / Scum Valve

Inlet

Outlet

CD121

ST506CD120

CD122

CD124

CD123

Safe Area

Upper Deck

Steel Plate

Thermal Resistance TypeObservation Glass



18/211

1.2 Cargo Piping System


1.2.2 Measuring and Sampling System

1.2.3 Slop Tank Usage

Illustrations

1.2.1a Cargo Piping System

1.2.2a Measuring and Sampling Positions

1.2.3a Slop Tank Arrangement


19/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

CO242

CO423CO424CO425CO426CO427CO428

CO429CO430CO431CO432CO433CO434

Illustration 1.2.1a Cargo Piping System

CO101

CO105

CO131CO139

CO135

CO111

CO115

CO121

CO125

No.1

CO248

CO252

CO253

CO250

CO251

ODMEMonitoring Pointand Flow Meter

Underwater Discharge Above Water Discharge

CO254

No.1

From Ballast Pump

FromInert Gas Line

CO140

CompressedAir

CO138

CO149

CO150

CO148

CO163

CO141

CO145

CO159

CO160

CO168

CO169

CO

167CO158

CO151

CO155

CO166

CO161

CO247

CO165

CO249

CO255

CO274

CO

277

CO276

CO

272

CO275

CO278

CO273

CO282

CO285

CO284

CO280

CO283

CO286

CO281

No.2

No.2

CO292

CO

295

CO294

CO

290

CO293

CO296

CO291

CO300

CO303

CO302

CO298

CO301

CO304

CO299

No.5

No.5

CO346

CO

349

CO348

CO

344

CO347

CO350

CO345

CO523

CO354

CO357

CO356

CO352

CO355

CO358

CO353

No.3

No.3

CO310

CO

313

CO312

CO395

CO396

CO397

CO398

CO404

CO403

CO402

CO401

CO

308

CO311

CO314

CO309

CO318

CO321

CO320

CO316

CO422

CO118

CO108

CO128

CO421

CO319

CO322

CO418CO415

CO414 CO409 IG132CO411

CO317

No.6

No.6

CO364

CO

367

CO366

CO

362

CO365

CO368

CO363

CO372

CO375

CO374

CO370

CO373

CO376

CO371

Slop

Slop

CO382

CO

384

CO473CO

408

CO

380

CO383

CO385

CO381

CO389

CO391

CO474

CO387

CO390

CO392

CO388

No.4

No.4

CO328

CO

331

CO330

CO

326

CO329

CO332

CO327

CO336

CO339

CO338

CO334

CO337

CO340

CO335

CO399

CO400

CO132

CO136

CO146

CO164

CO156

CO122

CO142

CO152

CO526CO527

CO359

CO516

CO522

CO341

CO515

CO521

CO323

CO514

CO520

CO305

CO513

CO519

CO287

CO497

CO498

CO109

CO110

CO119

CO120

CO512

CO524

CO377

CO517

CO525

CO393

CO518

CO511

CO410

CO112

CO102

CO407

BA133

CO499

CO129

CO130

CO106

CO116

CO126

CO104

CO114

CO103

CO113

CO123CO124

CO154

CO144

CO134

CO153

CO143

CO133

To COW

To TankCleaning

Cargo Pump

CO496

CO162

CO244

CO458

CO243

CO472

CO245

Slop Tank

Starboard)

CO246

To COW

Cargo Pump

CO238CO239

CO457

CO471

CO240

CO237

Slop Tank

(Port)

CO241

To COW

Cargo Pump

CO177

CO490

CO178

CO446

CO460

CO179

CO176

No.1 Cargo Tank

Starboard)

CO180

To COW

Cargo Pump

CO172CO173

CO445

CO459

CO174

CO171

No.1 Cargo Tank

(Port)

CO175

To COW

Cargo Pump

CO188

CO491

CO189

CO448

CO462

CO190

CO187

No.2 Cargo Tank

Starboard)

CO191

To COW

Cargo Pump

CO183CO184

CO447

CO461

CO185

CO182

No.2 Cargo Tank

(Port)

CO186

To COW

Cargo Pump

CO199

CO492

CO200

CO450

CO464

CO201

CO198

No.3 Cargo Tank

Starboard)

CO202

To COW

Cargo Pump

CO194CO195

CO449

CO463

CO196

CO193

No.3 Cargo Tank

(Port)

CO197

To COW

Cargo Pump

CO210

CO493

CO211

CO452

CO466

CO212

CO209

No.4 Cargo Tank

Starboard)

CO213

To COW

Cargo Pump

CO205CO206

CO451

CO465

CO207

CO204

No.4 Cargo Tank

(Port)

Grade 1 Grade 2 Grade 3 Grade 4 Grade 5 Grade 6 Grade Slop

CO208

To COW

Cargo Pump

CO221

CO494

CO222

CO454

CO468

CO223

CO220

No.5 Cargo Tank

Starboard)

CO224

To COW

Cargo Pump

CO216CO217

CO453

CO467

CO218

CO215

No.5 Cargo Tank

(Port)

CO219

To COW

Cargo Pump

CO232

CO495

CO233

CO456

CO470

CO234

CO231

No.6 Cargo Tank

Starboard)

CO235

To COW

Cargo Pump

CO227CO228

CO455

CO469

CO229

CO226

No.6 Cargo Tank

(Port)

CO230

PI

PXPX

PI

PI

PI

PX

PI

PI

PX

PI

PI

PX

PI

PI

PX

PI

PI

PX

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BoosterPump

Location

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300

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25 25 25

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40404040

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8080

80

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65656565

125

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20/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

1.2 CARGO PIPING SYSTEM

1.2.1 SYSTEM DESCRIPTION

The cargo system is designed to permit the simultaneous loading and

discharging of up to seven grades of segregated oil parcels. The cargoes carried

may be crude oil, products (black or white) or chemicals.

The cargo space contains six pairs of side (wing) cargo tanks, one pair of slop

tanks.

The vessels slop tanks have a combined capacity at 100% of 882m3(2.05% of

the total cargo carrying capacity).

The cargo tanks are divided into seven segregation groups:

Group 1: No.1 cargo tanks






Group 7: Slop tanks

Each cargo tank is served by a hydraulically driven deepwell pump.

The pumps in each of the cargo tanks No.2 to 6 have a capacity of 450m 3/h,

while No.1 cargo tank pumps each have a capacity of 300m 3/h, the slop tank

pumps each have a capacity of 150m3/h.

A hydraulically driven single stage centrifugal type booster pump may be

mounted on deck for use with the discharge of molasses. This pump has

a capacity of 500m3/h and is capable of taking suction from the manifold

crossover and discharging to either No.3 or No.4 manifolds.

The designed maximum unloading rate is 2,700m 3/h based on six cargo

pumps being operated simultaneously. Additional pumps can be operated

simultaneously at reduced pumping rates.

Each group segregation is provided with an exclusive deck discharge line

running forward and aft and branching into a midship manifold line of 300mm

nominal bore for group lines No.1 to 6 and 200mm nominal bore for group 7.

For loading the drop lines to No.1 cargo tanks and both slop tanks are of nominal

bore 150mm and to No.2 to 6 cargo tanks are of nominal bore 200mm.

The discharge side of the slop tank pumps are interconnected through a

crossover line terminating in a high and low overboard discharge outlet by

the port side of the port slop tank as required by MARPOL Annex I and II.

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 CO255 which

is manually operated from a deck stand valve unit.

Each cargo pump is mounted in a suction well of optimum design in the aft

inboard area of the starboard cargo tanks, and the aft inboard area of the port

cargo tanks. In this way a slight alternate list of approximately 0.5 and a trim

of 2m by the stern will assist in running the remaining liquid into the pump

suction wells during the stripping phase.

A portable hydraulic pump is provided of capacity 70m 3/h for use in an

emergency to transfer cargo to the adjacent cargo tank or ashore. Six (6) sets of

quick coupling hydraulic connections are provided along the deck at suitable

intervals with sufficient hoses to permit the pump access to any cargo tank.

Ballast is normally never carried within the cargo tanks. 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 ballast/

cargo pumping and piping system.

Stripping of the cargo is performed by the cargo pumps. Stripping of the

cargo lines and the individual cargo pump discharge stack is carried out using

compressed air.

The manifold area is fitted with drip trays either side. There is a pneumatic

pump installed in the drain line which enables the tray contents to be transferred

to the port slop tank.

CAUTION

All main cargo, inert gas and tank cleaning lines are electrically bonded

together using knurled washers at each of the pipe flanges. It is therefore

important that whenever any cargo pipelines are opened up, or pipeline

blanks removed, these washers are replaced on completion in good,

clean order.

Cargo Transfer Limitations

Seven segregated grades of cargo may be loaded simultaneously via the

individual top lines, to their designated group of cargo oil tanks. This must be

done in accordance with the requirements laid down in the Company Safety

Management System, work instruction lists and with regard to the design

limitations of the vessel.

The maximum loading rates for products and gas oil are given in section

1.1.1.

Venting should not pose any problems during loading, provided that the system

is in good condition and the vent valves correctly set up.

According to BP Shipping WI 15, a rate of rise limitation of 150mm/minute is

imposed when loading any cargo tanks. This affects the maximum rate when

loading into the slop tanks, the m aximum load rate allowed here being 150m3/h

per tank. The maximum liquid velocity permitted in any part of a pipeline

system is 12m/s. At higher velocities serious pipeline erosion may occur. The

table below indicates the liquid flow rates according to pipeline size:

Line Diameter Line Diameter Flow Rates m3/h

(inches) (mm) 1m/s 7m/s 12m/s

3 75 16 111 191

4 100 28 198 339

6 150 63 445 763

8 200 113 792 1,357

10 250 177 1,237 2,122

12 300 254 1,781 3,054

14 350 346 2,425 4,158

16 400 452 3,167 5,430

When loading white products, with the exception of gas oils, two other

limitations apply to prevent the accumulation of static electricity on the surface

of the oil in cargo tanks. These are:

1 metre per second until the strum is covered.

7 metres per second at any other time.

Note: These also apply to gas oils loaded into tanks which contain

hydrocarbon vapours. That is, tanks which have not been washed and purged

of hydrocarbon gas after the last cargo if that cargo was other than gas oil.

The maximum cargo loading rate while using a vapour recovery system must

not exceed the lowest of the three following limitations:

1) As outlined in the Oil Transfer Procedures.

2) The shore side vapour recovery system.

3) The shipboard vapour recovery piping, which gives a maximumvapour discharge rate of 5,040m3/h.

4) At no time should the pressure in any tank exceed 80% of the

lowest PV valve setting (160mbar or 1600mmWg)

The maximum bulk loading rate of 3,200m3/h should not be exceeded.

The maximum loading rate for segregated ballast is dependent on the ballast

pump rate. The pipeline s ystem size is sufficient to cope with the maximum

pumping rate.



21/211


22/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

1.2.2 MEASURING AND SAMPLING SYSTEM

The cargo and slop tank levels are relayed to the ships Cargo Control Room

(CCR) by the Autronica Cargo and Monitoring System radar beam type

transmitters and are displayed on the Aconis Control, Alarm and Monitoring

System CRT monitors. An additional Autronica digital readout panel, type NL-

190 is mounted in a wall cabinet.

Each cargo and slop tank are fitted with a Pan-Asia independent high level and

overfill alarm unit which is activated at 95% for the high level alarm and 98%

for the overfill.

A single ND50 (2'') seal valve for use with the portable MMC measuring unit

is fitted to each cargo, slop and residual oil tank and are located adjacent to

the individual cargo pumps. The seal valves are to provide hand dipping points

for independent ullage checks, temperatures and oil/water interface using the

portable MMC cargo m onitoring device. T he seal valve allows connection

and disconnection without having to broach the inert gas in the cargo tanks

or the tank atmosphere. Additionally there are two ND25 (1'') seal valves in

each cargo tank, one placed adjacent to the radar gauging unit and another at

the forward end of each cargo tank. The slop tanks only have one ND25 (1'')

seal valve which is located aft of the ND50 (2'') seal unit. These smaller hand

dipping points are fitted for checking the dryness of the tank in accordance

with the requirements of the IMO.

The temperatures and pressures of the cargo and slop tanks are displayed on

Aconis CRT screens. The ballast tanks, fuel oil and diesel oil storage tanks,

forward, aft and midships draughts are also displayed on the Aconis system

screens. These tanks (including the fuel oil and diesel oil service and setting

tanks which are not displayed on the Aconis screens) are measured using

pressure transducer type equipment, the purge control panel for this s ystem is

located on port bulkhead.

Portable Measuring Equipment

Manufacturer: MMC

Type: Flexi Dip

Model: D-2401-2

Number of sets: 3Tape length: 30m

(Authors note: To be confirmed whether UTI is MMC or Hermetic)

Instrument Description

The MMC Sonic tape is a gas tight portable, multi-function gauging instrument

designed to measure the ullage, temperature and interface of liquid cargoes

under closed gauging conditions. Each instrument is individually identified

with a 5 digit serial number enabling instrument records to be easily maintained

and followed.

Fitted with a UTI sensing probe, the unit emits three different audible beeps to

alert the user as to the measuring medium in contact with the probe:

A single control beep is emitted every 2 seconds when the

sensing probe is in contact with air

A continuous beep is emitted when the probe is in contact with

petroleum products

An intermittent beep is emitted when the probe is in contact

with water

The instrument is powered by a 9 volt battery stored in the electronic terminal

housing. Electronic power consumption is very low, ensuring long operation

without the need for battery replacement. The instrument is fitted with a

low battery continuous tone indictor signal, making the operator aware of

the battery condition which may lead to erroneous readings if not replaced

immediately.

Designed for easy maintenance, the MMC sensing probe consists of a stainless

steel tube terminated by a PFA head, the probe incorporating an ultrasonic

liquid level sensor, temperature sensor and conductivity electrode. The

instrument has the facility to be calibrated for temperature correction should

it be required.

The ullage detector consists of two piezoceramic plates and electronic

circuits. When the sensor head is immersed in a non-conductive liquid (oil or

petroleum), the emitted ultrasonic signal is detected by the receiver, coded and

sent to the instrument unit which activates a buzzer with a continuous beep.

Interface detection is possible using the principle of measuring the conductivity

between an active electrode and a grounded electrode. When the liquid in

which the probe is immersed is conductive (water), the ullage sensor detects

the presence of the water as well as the oil and the conductivity electrodesand associated electronic circuits modulate the coded signal to generate the

intermittent beep.

The sensing element used to detect temperature is a semiconductor, the current

output of which is proportional to the absolute temperature. One conductor of

the measuring tape is used as a power line for the temperature sensor and the

other as the return conductor.

Operation of the Ullage/Water Interface Mode

a) Ensure that the tank gauging 2'' sounding pipe isolating valve is

closed.

b) Remove the sounding pipe screw cap. With the M MC Sonic

gauging tape completely wound onto the hub and in the lock

mode, fit the UTI barrel onto the sounding pipe and secure it in

place with the screw collar.

c) Secure the UTI earth strap to the ships structure before

switching on. Switch on the power unit via the ON/OFF

pushbutton on the hub face, by default the ullage/interface mode

will be shown and a 1XX.XX will appear on the LCD. Unscrew

the tape locking device. Open the sounding pipe isolating valve

and slowly lower the tape into the tank.

d) Lower the tape fully until the unit begins to emit a continuous

beep. At this point, slowly raise then lower the tape a number

of times until the noise just begins, so giving an indication of

the ullage. The measurement reading is taken from the tape at

the point it begins to pass through the wiper unit. From this

measurement, the height of the sounding pipe and the barrel

length up to the wiper unit must be subtracted. This will now

give the actual tank ullage. The MMC UTI unit when operateddiligently can give an accuracy of 3mm under calm conditions

with the ship not moving in a seaway.

e) After the ullage has been established, continue to lower the tape.

If there is an oil/water interface, the unit will emit an intermittent

bleep when the probe is passed into water. At this point, again

slowly raise then lower the probe a number of times to give an

accurate position of the interface. From these two sets of figures,

i.e. ullage and water interface, an accurate product height can be

established, again allowing for correction of height.

f) When winding the tape back in, the wiper device should be set

to ON. When the tape is fully housed, apply the locking screw.

Close the sounding pipe isolating valve, unscrew the locking

ring and remove the UTI unit. Replace the sounding cap.

Operation in the Temperature Mode

The unit should already be switched on after completing the above operations.

Toggle the mode pushbutton to T, the temperature reading will now be

displayed on the LCD in C/F. The probe should be allowed to soak for

approximately two minutes to give an accurate indication. A temperature

reading should be taken from the bottom, middle and top levels of the product

to give an average overall reading. The sensor range is -40C to +90C, with

an accuracy of 0.2C.



23/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.2.3a Slop Tank Arrangement

Slop Tank (Port)

Dirty

Slop Tank (Starboard)

Clean

From Slop Tank Pump Discharge

Deck Stand (Hydraulic Transmitter)with Valve Position Indicator

Drain Hole

25mm

Full Load Water Line

ODME Overboard Discharge Line

Under Water Chemical

Discharge Line

CO250 CO247CO252

CO251CO249

CO255

250mmCO253

H m

1/4 H m

7500mm

200mm

1m

Segregated Ballast Water Line

Hydraulic Oil

Drains

Key

CO248



24/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

1.2.3 SLOP TANK USAGE

The vessel has two designated slop tanks which are designed for a number of

uses:

Cargo carrying tanks

Crude oil washing using the cargo pump

Water washing prior to tank inspection or refit As part of the ODME system. The flow when decanting slops

or discharging heavy weather ballast to sea is automatically

diverted to the port slop tank as necessary

Water washing for change of grade in the clean oil trade

Loading the slop tanks is completed in the normal manner via direct loading/

discharge lines from the deck line.

Note:Both slop tanks are in group 7.

Discharge of the slop tanks is via individual deepwell pumps. During water

washing, both slop tanks can be utilised, the port slop tank acting as the

primary tank and the starboard s lop tank the secondary. Clean water is drawn

from the starboard slop tank and the drainings from the cargo tank being

washed pumped to the port slop tank. Clean water flows across to the starboardslop tank via the balance line, the crossover isolating valve CO255 is operated

from a hydraulic deck stand valve. Careful management of the slop tanks is

essential at all times.

The following useful guidelines should be followed:

The slop tanks are aft and of relatively small volume. Care must

be taken when loading these tanks as they fill quickly.

Prior to COW, it is necessary to debottom all COTs including

the slop tanks, subject to grade segregation. Slop tanks are

to be discharged and refilled with dry crude oil prior to the

commencement of COW. 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 atmosphere in the cargo tanks

to be crude oil washed must be taken prior to COW or water

washing and monitored at regular intervals. Levels must be less

than 8%.



25/211

1.3 Cargo Pumps

1.3.1 Main Cargo Pumps

1.3.2 Portable Cargo Pump

1.3.3 Compressed Air Purging and Stripping System

Illustrations

1.3.1a Framo Pump Hydraulic System Architecture

1.3.1b Framo Hydraulically Driven Cargo Pump

1.3.1c Main Cargo Pumps - Control Console

1.3.1d Diesel Engine Local Control Panel

1.3.3a Cargo Pump Compressed Air Purging System

1.3.3b Air or Nitrogen Purging of the Manifolds


26/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.3.1a Framo Pump Hydraulic System Architecture

Hydraulic Power Unit

Diesel EngineControl Panel

Auxiliary Unit

Diesel Driven Pumps

Electric Pumps

Key

Hydraulic Oil

Air

Electrical Signal

Hydraulic Oil

Filling

Hydraulic OilTransfer Unit

HydraulicOil Storage

Tank

Deck

Winch

DeckWinch

DeckWinch

DeckWinch

DeckWinch

Deck

Winch

JunctionBox

Electric System / Pump

Control Panel

Air

2 Ballast Pumps

Type SB300750m3/h - 25mth

1.025kg/dm3- 1.0cSt

1 Portable PumpType TK8070m3/h - 70mth

1.0kg/dm3- 1.0cSt

2 Cargo Pumps

Type SD125 (Slop Tanks)150m3/h - 120mth

0.75kg/dm3- 1.0cSt

2 Cargo Pumps

Type SD150 (No.1 Cargo Tank)300m3/h - 120mth

0.75kg/dm3- 1.0cSt

10 Cargo Pumps

Type SD200(No.2, 3, 4, 5 and 6

Cargo Tanks)450m3/h - 120mth

0.75kg/dm3- 1.0cSt

1 Hydraulic Thruster Motor

800kw - 1315rpm



27/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

1.3 CARGO PUMPS

1.3.1 MAIN CARGO PUMPS

Main Cargo Pumps

Manufacturer: Framo

Location: Cargo tanks No.2, 3, 4, 5 and 6

Type: Hydraulic deepwell

Model: SD200-6DT-HH200-C410-S

Capacity: 450m3/h at 120mth

Rating: 453 litres/minute at 212 bar, 240 bar maximum

No. of sets: 10

Manufacturer: Framo

Location: Cargo tanks No.1


Model: SD150-5DT-HH107-B325-S


Rating: 304 litres/minute at 208 bar, 240 barmaximum

No. of sets: 2

Manufacturer: Framo

Location: Slop tanks


Model: SD125-5DT-HH63-A328-S



No. of sets: 2

Portable Cargo Pump

Manufacturer: Framo

Type: Hydraulic submerged

Model: TK80-DU-HH16-A168-S



No. of sets: 1

Ballast Pump

Manufacturer: Framo

Type: Hydraulic submerged

Model: SB300-3MU-HH200-A405-S


Consumption, rating: 242 litres/minute at 192 bar, 210 barmaximum

No. of sets: 2

Bow Thruster

Manufacturer: Framo

Type: Hydraulic, fixed pitch variable speed and direction

Model: 2xA4V1000

Rating: 800kW at 1,315 rpm

Consumption rating: 1,735 litres/minute at 197 bar

No. of sets: 1

Electrical Power Pack

Manufacturer: Frank Mohn (Framo)

Model: A4VSO 500 DP/30R-PPH 25N00-SO1068

Capacity: 708 litres/minute at 250 bar

Rating: 425kW

Pump speed: 1,780 rpm

No. of sets: 2

Diesel Driven Power Pack


Model: A4VSO 500 DP/30R-PPH 25N00-SO1068

Capacity: 704 litres/minute at 250 bar

Pump speed: 1,770 rpm

Diesel engine: Cummins

Model: KTA 19D(M1)

Rating: 425kWSpecific fuel cons.: 216g/kWh at full load

No. of sets: 2

Feed Pumps


Model: L3MF60/96-IFOKT-O-S

Capacity: 533/260 litres/minute at 7 bar

Rating: 15.2/10.6kW

Pump speed: 3,505/1,745 rpm

No. of sets: 2

Introduction

The main cargo pumping system consists of submersible hydraulic cargo

pumps situated in each of the cargo and slop tanks. The main cargo pumps

in No.2 through to No.6 cargo tanks all have the same capacity but the No.1

cargo tanks and the slop tank pumps are of a lower capacity. The pumps are

supplied with hydraulic oil from a central power pack, which also supplies the

ballast pumps, tank cleaning pump, portable cargo pump, booster pump, the

bow thruster, mooring winches and windlasses.

The cargo and ballast pumps, deck machinery and bow thruster are supplied

with hydraulic oil from a central power pack unit located in the engine room

on theXX deck starboard forward(check)which incorporates:

2 diesel driven hydraulic pumps

2 electrically driven hydraulic pumps

1 hydraulic oil transfer pump

340 litrehydraulic oil tank

Water cooled hydraulic oil cooler

Pump control panel

Control valves and instrumentation

2 feed pumps

To prevent cargo leaking into the hydraulic oil system, feed pumps are supplied

to maintain the system pressure at approximately 6.0kg/cm2when the cargo

pump, deck machinery or bow thruster systems are not in use.

The auxiliary hydraulic unit consists of a float tank and two electric dual speed

motor driven feed pumps. One of the feed pumps must be operating at all

times with the other pump set to the standby condition to cut in automatically

should the duty pump fail. The operating feed pump circulates oil from the

return/suction side of the main hydraulic circuit back to the return line via

the built-in low pressure relief valve. High speed mode operation of the feed

pump ensures that there is a pressure on the suction side of the main power

pack hydraulic pumps, it is essential that one of the feed pumps is running

before any of the main power pack hydraulic pumps is started. O nly one feed



28/211




Revision: Draft 1

Date: November 2006

IMO No. 9260043

Illustration 1.3.1b Framo Hydraulically Driven Cargo Pump

Discharging Stripping Purging and Seal Monitoring

Exhaust Trap

CofferdamCompressed

Air Connection

Capac it y Con trol Va lve Local Capac it y Con trolConnection for

Compressed Air

Cargo Valve

Stripping Valve

Top Plate

Deck Trunk

Cargo Discharge

Pipe

Cargo StrippingPipe

Bearings

Anti-RotationBrake

Oil Seal

Cargo Seal

Ceramic Sleeve

Cofferdam Seal

Cofferdam

Purging Pipe

Cofferdam

Concentric Pipe

CofferdamConcentric Pipe

HydraulicConcentricReturn Pipe

HydraulicConcentric

Return Pipe

HydraulicPressure Pipe

CofferdamSurrounding

cargo manual environment

Documents

b inert gas system

cargo piping system

loading of cargo tanks

tank cleaning system

b cargo tank arrangement

system operation

use of inert gas

b inert gas flow