LCHS - Oil Tanker For - TPM - 1

LIQUID CARGO HANDLING
SIMULATOR
OIL TANKER
MANAGEMENT LEVEL (DGS APPROVED)
STUDENT MANUAL
LIQUID CARGO HANDLING SIMULATOR
OIL TANKER - REFERENCE MATERIAL
Table of contents
AIM...................................................................................................................................... 3
COURSE OBJECTIVES ......................................................................................................... 3

Course Duration ............................................................................................................................................4
Attendance .....................................................................................................................................................4
Course Certificate .........................................................................................................................................4
Course Assessment ......................................................................................................................................4
Course Evaluation.........................................................................................................................................4
COURSE PLAN .................................................................................................................... 5

LCHS COURSE OUTLINE..............................................................................................................................6
REFERENCE MATERIAL ...................................................................................................... 7

Description......................................................................................................................................................7
Principal Particulars for 105000 DWT Class Crude Oil carrier ................................................7
Lightship Weight and Deadweight.................................................................................................7
Cargo Equipment ............................................................................................................................... 10
Cargo Handling Equipment ................................................................................................................... 11
Ballast Handling Equipment:.......................................................................................................... 12
Hydraulic Remote Control Valve System .......................................................................................... 13
INFORMATION OF CARGO LOADING SYSTEM................................................................................. 14
CARGO CAPACITY............................................................................................................................... 14
CRUDE OIL WASHING EQUIPMENT .............................................................................................. 15
SPECIFIC FEATURES ......................................................................................................... 16

C.C.R Panel.................................................................................................................................................... 16
MAIN DECK................................................................................................................................................... 16
Ballast System ............................................................................................................................................. 17
PUMP ROOM................................................................................................................................................ 18
PUMP CONTROL PANEL........................................................................................................................... 18
Cargo Oil Pumps ................................................................................................................................. 18
Cargo Oil Stripping Pump: .............................................................................................................. 19
Auto-Unloading System.......................................................................................................................... 21
Principle of operation: ...................................................................................................................... 21
Function of Components:................................................................................................................ 21
Operating Procedure of Auto Unloading System................................................................... 22
APPLIED RESEARCH INTERNATIONAL 1

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ODMCS PANEL............................................................................................................................................ 24
Elements of the Oil Discharge Monitoring and Control system:....................................... 24
Operation of MARPOIL OIL DISCHARGE MONITORING SYSTEM ....................................... 25
INERT GAS SYSTEM.................................................................................................................................... 28
Specifications for Inert gas System .............................................................................................. 28
IG DISTRIBUTION SYSTEM................................................................................................................ 29
AUXILLARY SYSTEM AND GAS DETECTION ...................................................................................... 30
Hydraulic System................................................................................................................................ 30
Gas Detection System....................................................................................................................... 31
SHIP/SHORE SAFETY CHECK LIST ................................................................................... 33

Declaration .......................................................................................................................................... 39
LOADING .......................................................................................................................................... 40
CHECK – LIST PRIOR DISCHARGE .................................................................................................. 41
CHIEF OFFICER’S INSTRUCTIONS .................................................................................................. 43
IG Log .......................................................................................................................................... 46
Discharge / Crude oil washing plan............................................................................................. 47
Pumping Log........................................................................................................................................ 48
VESSEL'S ULLAGE REPORT (PRIOR DISCHARGE / AFTER LOADING).................................. 49
R.O.B. / O.B.Q. REPORT ...................................................................................................................... 50
PRODUCTS DATA REPORT............................................................................................................... 51
VESSEL EXPERIENCE FACTOR ......................................................................................................... 52
LOADED VOLUMES ............................................................................................................................ 53
CALCULATION OF VESSEL EXPERIENCE FACTOR .................................................................... 54
CRUDE OIL WASHING RECORD...................................................................................................... 55
EXERCISE NO. 1: Preparing, starting and operating the cargo and ballast system..... 56
Exercise No. 2: Loading of Cargo - Loading sequences – Tank atmosphere................. 59
Exercise No. 3 Ballasting................................................................................................................... 61
Exercise No. 4: Gas freeing, water – washing of tanks, slops handling (tank
atmosphere inert initially) ..................................................................................................................... 63

AIM
This course is essentially a practical one and consists of a series of exercises structured
around the operation of the cargo and ballast installation of an oil tanker and carried out
in conjunction with a simulator. The exercises are controlled by an instructor and,
initially, allow the trainees to become familiar with the layout of the cargo, ballast and
slop tanks forming the system and the instrumentation and controls that are used.
The exercises continue with the simulation of the normal procedures and operations for
the loading and discharging of cargo, the use of inert gas, crude oil washing, tank
cleaning, ballasting and deballasting and gas freeing.
Each simulator exercise is preceded by a briefing lecture and followed by a group
discussion during which the actions and decisions of the trainees are analysed.
During the series of exercises the trainees will assume specific roles in the operation
being simulated with one trainee taking the role of the officer in charge of the particular
operation being simulated.
Liquid cargo handling simulator course aims at improving & enhancing the knowledge &
understanding of cargo and ballast operations and other aspects relevant to oil tanker
operations so that the officers can make safer and more effective contribution to the
trade. It would also consequently improve the safety of the ships and ensure better
protection of the environment. The most important aspect of the course would be the
practical training in the operations related to tanker trade. Nonetheless, it is also
intended to impart theoretical knowledge relevant to the trade; viz. related regulations,
codes & conventions etc, so that the officers are not only efficient in practical handling of
the ship, but also knowledgeable and confident.
COURSE OBJECTIVES
The course will provide formalized training to consolidate and enhance experience
gained from service onboard an oil tanker. The trainees who successfully complete the
course will make a safer and more effective contribution to the operation and control of
the cargo and ballast installation of an oil tanker which will improve ship safety and
provide greater protection of the environment.
In particular there will be:
1. Familiarization with the equipment, instrumentation and controls used
for cargo and ballast handling on oil tankers.
2. A greater awareness of the need for proper pre-planning, use of
checklists and time scales involved in various cargo related operations.
3. An enhanced awareness to apply proper and safe procedures at all times
when carrying out the various operations on board the oil tanker.

4. An acquisition of experience in identifying operational problems and

solving them.
5. An improvement in ability to make decisions which promote safety and
protect the environment.
COURSE DURATION
Five days (30 hours) for Management level.
AT TENDANCE
100% attendance is compulsory prior to issuing the course certificate both for
operational and management level.
COURSE CERTIFIC ATE

Candidates will be issued a certificate on successful completion of the course.
COURSE ASSESSMENT
Candidate’s performance during conduct of simulation exercises will be the assessment.
COURSE EVALUATION
All candidates are required to complete the evaluation form keeping in mind the specific
learning objectives. Candidates’ feedback will assist in improving the course.

Course Plan
Day Mon Tue Wed Thu Fri
Date 13-Feb-2009 14-Feb-2009 15-Feb-2009 16-Feb-2009 17-Feb-2009
Introduction Special operations and Special operations and

Ballast operations Cargo operations
Familiarization procedures procedures
I 1.1,1.2,1.3,1.4,1.5,1.6,1.7 2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8 2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8
3.1,3.2, 3.3 4.1,4.2,4.3
Ballast operations Cargo operations

Special operations and Special operations and
Familiarization 3.1,3.2, 3.3 (0.5 hrs) 4.1,4.2,4.3 (0.5 hrs)
II 1.1,1.2,1.3,1.4,1.5,1.6,1.7
procedures procedures
Cargo operations Operational problems
2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8 2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8
4.1,4.2,4.3 (1.0 hr) 5.1,5.2,5.3 (1.0 hr)
LUNCH
Special operations and
procedures
Familiarization 2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8 (1 Cargo operations Operational problems
procedures
III 1.1,1.2,1.3,1.4,1.5,1.6,1.7
2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8
hr) Ballast 4.1,4.2,4.3 5.1,5.2,5.3
operations
3.1,3.2, 3.3 (0.5 hrs)

Familiarization Ballast operations Cargo operations Operational problems
procedures
IV 1.1,1.2,1.3,1.4,1.5,1.6,1.7
2.1,2.2,2.3,2.4,2.5,2.6,2.7,2.8
3.1,3.2, 3.3 4.1,4.2,4.3 5.1,5.2,5.3

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LCHS COURSE OUTLINE
Sr. No. Subject Area Hours

Lecture,
demonstration and
practical work
Familiarization (Including 13G & Alternate Designs)+

1
Introduction
1.1 Tanker arrangement (Including Double Hull) 0.5
1.2 Pipeline arrangement 0.5
1.3 Pipe system control valves 0.5
1.4 Pumps 1.5
1.5 Instrumentation 0.5
1.6 Controls 1.0
1.7 Basic operations and procedures 1.5
2 Special operations and procedures (Including CLC)

2.1 Tank atmosphere evaluation 1.5
2.2 Use of inert gas 1
2.3 Cleaning of cargo tanks 1
2.4 Crude oil washing (COW) 2
2.5 Draining and stripping proceedures 1
2.6 Use of slop tanks 1.5
2.7 Gas freeing 1.5
2.8 Load on top (LOT) procedure 1.0
3 Ballast operations
3.1 General provisions 1.0
3.2 Ballasting 1.5
3.3 Deballasting 1.5
4 Cargo operations (Including VRS & Pumps)

4.1 General provisions 1.0
4.2 Loading cargo 2.5
4.3 Discharging cargo 2.5
5 Operational problems (Including Case Study)

5.1 Cargo and related operations - Normal working 1.0
5.2 Introudction of system faults, malfunctions, accidents 1.5
5.3 Remedial actions 1.5
Total 30.0

Reference Material
DESCRIPTION
The 105,000 DWT Class Crude Oil Carrier is based upon a vessel constructed in year 2000
and incorporates most of the design features.
It Consists of six pairs of Cargo tanks, two slop tanks and a fully segregated ballast
system, comprised of six pairs of ballast tanks, fore peak tank and aft peak tank.
The model incorporates all the systems associated with the cargo and those required for
its operation. This allows simulation of all the processes that are likely to be conducted
on this type of vessel.
Processes of various operations in this model can be carried out as close to that on board
actual vessel. Difference in the approach to various user interface may occur due to
difference in application/usage.
A brief introduction to the construction and equipments associated in designing this
model on the basis of actual ship is given in this manual.
Principal Particulars for 105000 DWT Class Crude Oil carrier
GENERAL
L.O.A. 248.21 m
L.B.P 238.0 m
Breadth (Mld) 43.0 m
Depth (Mld) 20.2 m
Draft (Mld) (Design) 13.60 m
Draft (Mld) (Scantling) 14.20 m
Lightship Weight and Deadweight
Light Ship Weight 17151.8 M.T

T.P.C 95.21
Draft (Extreme) Displacement (MT) Deadweight (MT)
Summer Load Draft 14.219 m 122740 MT 105588 MT
Tropical Fresh 14.838 m 125515 MT 108363 MT
Fresh 14.542 m 122756 MT 105604 MT
Tropical 14.515 m 125567 MT 108415 MT
Winter 13.923 m 119931 MT 102779 MT

CAPACITIES
Cargo Oil Tanks
Capacity Capacity
Compartment Location 100% Full 98% Full
Frames Cub. M. Cub. M.
No. 1 C.O.T. (P) 94-102 7644.2 7491.3
No. 1 C.O.T. (S) 94-102 7644.2 7491.3
No. 2 C.O.T. (P) 86-94 10253.2 10048.1
No. 2 C.O.T. (S) 86-94 10253.2 10048.1
No. 3 C.O.T. (P) 78-86 10383.6 10175.9
No. 3 C.O.T. (S) 78-86 10383.6 10175.9
No. 4 C.O.T. (P) 70-78 10383.6 10175.9
No. 4 C.O.T. (S) 70-78 10383.6 10175.9
No. 5 C.O.T. (P) 62-70 10383.6 10175.9
No. 5 C.O.T. (S) 62-70 10383.6 10175.9
No. 6 C.O.T. (P) 54-62 9885.4 9687.7
No. 6 C.O.T. (S) 54-62 9885.4 9687.7
SLOP T. (P) 51-54 1289 1263.2
SLOP T. (S) 51-54 1289 1263.2
Total 120445.2 118036.0
Water Ballast Tanks

Capacity Capacity
Frames Cub. M. MT.
FPT. 94-102 1635.8 1676.7
No. 1 W.B.T. (P) 94-102 3031.6 3107.4
No. 1 W.B.T. (S) 94-102 3031.6 3107.4
No. 2 W.B.T. (P) 86-94 2962.0 3036.1
No. 2 W.B.T. (S) 86-94 2962.0 3036.1
No. 3 W.B.T. (P) 78-86 2922.0 2995.0
No. 3 W.B.T. (S) 78-86 2922.0 2995.0
No. 4 W.B.T. (P) 70-78 2922.0 2995.1
No. 4 W.B.T. (S) 70-78 2922.0 2995.1
No. 5 W.B.T. (P) 62-70 2913.0 2985.8
No. 5 W.B.T. (S) 62-70 2913.0 2985.8
No. 6 W.B.T. (P) 47-62 3432.7 3518.5
No. 6 W.B.T. (S) 47-62 3432.7 3518.5
A.P.T. -6-13 1122.6 1150.7
Total 39125.0 40103.2

Fresh Water Tank

Capacity Capacity
Frames Cub. M. MT.
F.W.T. (P) 6-13 179.4 179.4
F.W.T. (S) 6-13 179.4 179.4
Total 358.8 358.8
Fuel Oil Tanks

Capacity Capacity
Frames Cub. M. MT.
No.1 HFO Bunker 47-51 420.1 403.4
T. (P)
No.1 HFO Bunker 47-51 420.1 403.4
T. (S)
No.2 HFO Bunker 23-47 1321.8 1269.5
T. (P)
No.2 HFO Bunker 23-47 1018.6 978.2
T. S)
HFO Serv T. (S) 39-43 90.0 86.4
HFO Sett T. (S) 43-47 90.0 86.4
Total 3360.6 3227.3
Diesel Oil Tanks

Capacity Capacity
Frames Cub. M. MT.
MDO Stor. T. (P) 23-42 111.5 98.3
MDO Stor. T. (S) 23-39 75.4 66.5
MDO Serv. T. (S) 23-26 58.1 51.2
MDO Settl. T. (S) 26-29 64.5 56.9
Total 309.5 272.9
Lube Oil Tanks

Capacity Capacity
Frames Cub. M. MT.
Main L.O. Sump. T. (C) 22.8-35 26.7 23.6

Lube Oil Tanks

Capacity Capacity
Main L.O. Stor. T. (S) 43-47 25.1 22.1
Main L.O. Sett. T. (S) 43-47 25.1 22.1
No. 1 Cyl. Oil Stor. T. 43-47 25.1 22.1
(P)
No. 2 Cyl. Oil Stor. T. 43-47 25.1 22.1
(P)
Turb. L.O. Stor. T. (S) 43-44 4.2 3.7
G/E L.O. Sett. T. (S) 44-45.5 6.3 5.5
G/E L.O. Stor. T. (S) 45.5-47 6.3 5.5
Total 143.9 126.7
Other Tanks
Capacity Capacity
Frames Cub. M. MT.
B.H.T. (C) 13-22 50.6 50.6
Oily B.T. (C) 20-22 20.8 20.8
F.O. Over. T. (S) 38-42 36.1 36.1
Sludge T. (S) 33-43 12.9 12.9
C.W.T. (C) 7.2-13 48.8 48.8
Total 169.2 169.2
Cargo Equipment
Equipment No Model Type Capacity

Cargo Oil Pump 3 Shinko Ind. KV- Centrifugal Single Stage, 2800 m3/h
450-3 Double Suction X 130 mTH
Cargo Oil 1 Shinko Ind. Steam Driven Vertical 300 m3/hr
Stripping Pump KPH-275 Reciprocating Duplex Double X 130 mTH
Acting
Cargo Oil 1 Teamtec-Golar Driving Liquid from Cargo 430 m3/h X
Stripping 08-10-12 Pumps 26 mTH
Eductor
Water Ballast 2 Shinko Ind. CV- Vertical Centrifugal Single 1500 m3/h
Pump 400-2 Stage, Driven by Electric X 40 mTH
Motor
Water Ballast 1 Teamtec-Golar Driving Water from ballast 400 m3/h X
Stripping 12-12-14 Pumps 22 mTH
Eductor

C ARGO HANDLING EQUIPMENT

MAIN CARGO PUMPS Steam turbine driven, Vertical single stage
Centrifugal pumps equipped with Vacuum
Stripping System X 3 Nos.
PARTICULARS OF PUMP
Capacity: 2,800 cum/hr
Total Head: 130 m
(Based on specific gravity of 1.025)
Suction Head: -5 m
Liquid Handled: Sea Water
Speed: 1310 (+_ 3%) rpm
NPSH: 3.4 m
Output absorbed: 1210 kw
PARTICULARS OF TURBINE
Inlet Steam Pressure: 14.5 kg/sqcm g
Turbine gear speed: 1310 rpm
Range of Speed Change: Rated x 105 ~ 50 %
Steam Consumption: 10.95 kg/kw-h
Over-speed trip (Electric): Rated x 113%
Over-speed trip (Mechanical): Rated x 115%
Overheat trip set for Pump casing 80 deg C
Overheat trip set for Pump bearing 90 deg C

Pump Over pressure delivery trip 16-kg/sq cm
Bulkhead stuffing box over heat trip 80 deg C

CARGO OIL STRIPPER PUMP (1 SET)

Type Steam driven reciprocating
Capacity 300 cum/hr
Total Head 130 m
Suction Head -5 m
Inlet Steam Pressure 13.5 kg/sq cm g
Outlet Steam Pressure 1 kg/sq cm g
Ballast Handling Equipment:
Electrically driven single stage centrifugal pumps X 2 Nos.

PARTICULARS OF PUMP
Capacity 1500 cum/hr
Total head 40m
(Based on specific gravity of 1.025)
Suction head -5 m
Liquid handled Sea Water
Speed 1200rpm
NPSH 2.7 m
Output absorbed 204 kw
PARTICULARS OF MOTOR
Output 90 kw
Speed 1200 rpm
Electric source 3 Phase x 440 V x 60 Hz
Pump casing O.H trip 80 deg C
Pump bearing O.H trip 90 deg C
BH S B O H trip 80 deg C

HYDRAULIC REMOTE CONTROL VALVE SYSTEM

Pump 7.2/8.6 L/min X 105 kg/sqcm
X 1420/1700 rpm at 50/60HZ
X 2 Sets
Working Pressure 105 kg/sqcm

Hyd. Test Pressure 175.5 kg/sq cm
Pumping On 95 kg/sq cm
Off 105 kg/sq cm
Low Level Alarm At 50% nominal tank volume
High Pressure Relief Valve 115 kg/sq cm
Stop for stand-by motor 45% Tank Volume

Stop for service motor 25% Tank Volume
INERT GAS SYSTEM

Flue Gas System, 2 Blowers
Blower
Capacity (Total) 10500 cum/hr
Discharge Pressure 2100 mmAq
Motor 86 Kw, 3560 RPM
Quantity 2 Sets
P/V Valves 14 Nos. +1400 mm/wg ~ -350 mm/wg
P/V Breaker 1 No. +1890 mm/wg ~ - 630 mm/wg
(Fresh Water & Glycol Filled)
Deck Seal Unit: Semi – Dry Type

CARGO PIPING SYSTEM

Main Cargo Lines 400 mm 16 inch
MARPOL Line 150 mm 6 inch
Number of Manifolds 3
3
Maximum Loading Rate per Line 2800 m /hr
Maximum Operating Pressure 10.0 Kg/Sq.cm
No. Of Cargo Eductor 1
3
Cargo Eductor Capacity 430 m / hr
No. Of Ballast Eductor 1
3
Ballast Eductor Capacity 400 m / hr
INFORMATION OF C ARGO LOADING SYSTEM

3
MAX. LOADING RATE 1750 m /hr each Cargo Tank
The Vessel to allow Total Cargo Loading Rate of 8400 cum/hr (i.e. Loading Rate per each
segregation to be 2800 cum/hr.)
Volume in Tank Bottom Pipes: 101,362 L
INDEPENDENT PRESSURE/VACUUM VALVE
3
Max Venting capacity - 3400 m /hr
2
Max. Permissible Pressure - 0.14 kg/cm
2
Max. Permissible Vacuum - 0.035 kg/cm
CARGO CAPACITY
Total Cargo Volume @ 98% = 118036.0 cum

% of total Volume
1W (7644.2 X 2) 15288.4 cum
Group 1 4W (10383.6 X 2) 20767.2 cum 31 %
Slop T.(S) 1289.0 cum
37344.6 cum
Group 2 2W (10253.2 X 2) 20506.4 cum 34.3 %

5W (10383.6 X 2) 20767.2 cum

41273.6 cum
3W (10383.6 X 2) 20767.2 cum
Group 3 6W (9885.4 X 2) 19770.8 cum 34.7 %
Slop T. (P) 1289.0 cum
41827.0 cum
CRUDE OIL WASHING EQUIPMENT
Programmable Machines
Location All tanks except Residual Tank.
Mounting Deck
Numbers 27
Throughput @ 8.0 Kg/Sqcm 60 cum/hr
Cycle Time 1 to 2 RPM
Working Pressure 8.0 Kg/SqCm.

Specific Features
Operator gets the overall status of the Ship divided into following screens :
Cargo Control room Panel, Main deck, Ballast, Pump room, ODMCS, I.G System, Inert
Deck, COW, Auxiliary system and Gas detection, Tank Atmosphere
C.C.R PANEL
Cargo Control Room is designed to provide the Cargo officer with all pertinent data,
conveniently arranged in one location, necessary for maintaining a safe cargo watch.
1. Mimic diagram of the entire cargo system as lay out on the cargo control console.
Valves are marked by position indicators. Status of all remotely operated
hydraulic valves is automatically updated as the valves are operated.
2. Cargo tank level, pressures and temperatures at three levels.
3. Fore and aft drafts and list.
4. Status of Inert gas distribution valves for cargo tanks.
5. GroupWise cargo quantity and total cargo on board. Flow rate through each
manifold individually.
6. Total segregated ballast quantity on board and ballast filling/-emptying rate.
7. Use of loadicator for planning purposes.
8. Operate emergency stop of cargo pumps.
MAIN DECK
1. Valves at each cargo tank to control the flow of liquid into and out of the tank.
'Main' line to each cargo tank is equipped with a 300 mm butterfly valve of the
hydraulically operated open/close type. 'Stripping' line to each tank is provided
with a 150mm butterfly valve of the hydraulically operated position control type.
All position control valves can be opened to any extent from 0% to 100%.
2. Crossover and merger valves which provide double-valve segregation between
the three groups into which the cargo system is divided. All these valves are
butterfly valves of the hydraulically operated open/close type.
3. Manifold and drain valves are of the manually operated butterfly type.
4. Manifolds are equipped with blanks which must be removed before the loading
arms are deemed to be ‘connected’.

5. Level gauges are provided for each cargo tank.

6. Pressure indication is provided at each manifold (pressure gauge located outside
of the manifold valve on each line).
BALL AST SYSTEM

1. The vessel is equipped with a segregated ballast system. Double bottom tanks 1-
6 (P) & (S) and Fore peak tank are connected by a system of main and branch
pipes and valves which allow the tanks to be filled or emptied by gravity or
pump. Additionally, a separate pump located in the engine room serves Aft Peak
tank.
2. Ballast tank levels are displayed on a level meter and a digital LCD meter.
3. Ballast tanks are equipped with a main suction and a stripping suction. All tank
valves are remote hydraulic open/close type. Forepeak tank valves and
overboard discharge valves are manual hydraulic valves. Pump discharge valves
are position control type.
4. Following values are being calculated:
1. Ballast tank levels. Flow rates into and out of tanks are dependant on tank
location, liquid height, trim, and line in use.
2. Ballast pump suction pressure.
3. Ballast pump discharge pressure. Pump flow determined, among other
things, by the extent discharge valve open, heights, lengths and diameters of
lines.
4. Eductor suction pressure.
5. Eductor drive pressure.
6. Eductor discharge pressure.
7. Ballast pump current – Current is variable with pump output.
8. Hydraulic pressure loss due to valve operation.
9. Ballast pump temperatures at casing and bearing – alarm and trip at ‘High
Temperature’ level.
Total ballast quantity on board and ballast flow rate (from loadicator).
Aft peak tank is equipped with separate controls for filling and emptying tank.

PUMP ROOM
This panel provides a complete view of the pump room and includes that part of the
cargo system which is located here. It includes:
1. COPs with suction lines from cargo tanks and discharge lines to main deck
including all valves located within the pump room. COPs and valves
immediately before and after the COP (including Auto Unloading System) are
to be operated from the pump control panel. All other associated valves are
to be operated from this panel.
2. Sea suction lines and valves from sea chest to COPs.
3. Direct suction lines and valves for slop tanks.
4. Stripping pump including pump room bilge suction system. Stripping pump
is to be operated from pump control system.
5. Overboard and recirculation lines to slop tanks (valves operated through
ODME).
All valves located in the pump room, and which are not located in the pump control
panel, are to be operated from this location. All parameters associated with cargo pumps
(including stripping pump and cargo eductor) are available in Pump Control Panel.
PUMP CONTROL PANEL
Cargo Oil Pumps
Main Cargo pumps are horizontal centrifugal type located in the pump room and driven
by steam turbines located in the engine room. Total 3 numbers are provided.
Rated capacity of the cargo pumps is 2800 m3/hr at 130 mlc. Pumps are suitable for
pumping oil & SW. Rated capacity refers to 1310 rpm (+- 3%).
1. Pump casing overheat trip ~ 80 C
2. Pump bearing overheat trip ~ 90 C
3. Bulkhead stuffing box overheat trip ~ 80 C
4. Over speed trip ~ 1470 Rpm
5. Remote speed change range ~ 650-1400 Rpm

Cargo Oil Stripping Pump:
Steam driven vertical reciprocating pump of rated capacity 300 m3/hr at 130m total
head.
CHARACTERISTICS:
1. No. of Double Strokes - 33
2. Working steam pressure ~ 13.5 bars
3. Pump suction bore ~ 250 mm
4. Pump delivery bore ~ 250 mm
5. Steam inlet bore ~ 80 mm
6. Steam exhaust bore ~ 125 mm
7. Stroke ~ 460 mm
CARGO EDUCTOR:
1. Suction capacity ~ 430 m3/hr
2. Drive pressure at rated capacity ~ 10 bars
3. Drive liquid consumption at rated capacity ~ 600 m3/hr
BALLAST EDUCTOR:
1. Suction capacity ~ 400 m3/hr
2. Drive pressure at rated capacity ~ 3.4 bars
3. Drive liquid consumption at rated capacity ~ 1500 m3/hr
Following Values are displayed:
1. COP suction pressure.
2. COP discharge pressure.
3. COP RPM
4. Stripping pump suction and discharge pressure.
5. Stripping pump stroke meter.
6. Cargo Eductor suction, drive and discharge pressures.
7. Cargo Pump separator tank level.

Following Controls are provided:

1. Valves operation - COP discharge valves are remotely operated butterfly
valves with position control. Other valves are remotely operated butterfly
valves of open/close type.
2. COP RPM control knob.
3. Stripping Pump strokes control knob.
4. Non-return valves on COPs.
5. Vacuum pump start/stop.
6. Auto/Manual control buttons for vacuum pumps.
7. Auto/Manual control buttons for COP discharge valves.

AUTO-UNLOADING SYSTEM
Principle of operation:
At stripping stage, liquid gathered near the bell mouth in the tank is sucked into the
separator together with a large amount of gas by vacuum pump. The liquid and gas are
separated in the separator. The separated Vapour is extracted by the vacuum pump
allowing liquid only to enter the COP.
At stripping stage the discharge valve opening degree is decided by the liquid amount
which is sucked into the separator by the vacuum pump (i.e. separator level). The
discharge flow of COP is regulated in order not to suck Vapour into COP.
When the separator level rises as a result of sucking the liquid into separator by vacuum
pump, the discharge valve is opened and the discharge flow of COP increases.
1. When the discharge flow of COP increases and the separator level falls, the
discharge valve is throttled in order not to suck Vapour into COP and the
discharge flow of COP reduces.
2. When the discharge flow of COP increases and the separator level falls, the
discharge valve is throttled in order not to suck Vapour into COP and the
discharge flow of COP reduces.
Function of Components:
Separator - This is a tank to separate the gas sucked in through the bell-mouth from
cargo oil. The separated gas is extracted by the vacuum pump through the gas extraction
pipe connected to the top of the separator.
Separator level transmitter - The separator level is detected and transmitted into
pneumatic signal by this device. The pneumatic signal is transmitted to the Auto/Manual
selector (discharge valve controller) and a pressure switch in order to carry out the
automatic control of main equipment of this system.
Discharge valve - This is a butterfly valve driven by a pneumatic cylinder and controls
the COP discharge capacity. This valve is remotely controlled by the valve opening signal
from the Auto / Manual selector.
Vacuum Pump - This is of horizontal water ring type. This is driven by a motor via
intermediate shaft which passes through a bulkhead, and extracts the gas separated in
the separator and discharges it to the slop tank. The pump is automatically started and
stopped by the pressure switch which is operated by the pneumatic signal from the level
transmitter. Alternatively, the pump can also be started and stopped manually.

Gas Extraction Valve - This is a pneumatically operated piston type valve installed on
the gas extraction line and is opened and closed by the signal from the pressure switch.
This valve is in the same system as the automatic start and stop circuit of the vacuum
pump and opens when the separator level is less than 50% and closes when it returns to
70% or more.
Auto / Manual Selector - This is used to changeover the discharge valve to automatic or
manual control. By selecting MANUAL, the valve is under user control and can be
operated in the usual manner.
Operating Procedure of Auto Unloading System
1. While the liquid level in the cargo oil tank (tank level) is high, this system
does not work. The COP is operated at 70% or above of separator level.
2. As the tank level falls, the suction pressure also falls and approaches the
Vapour pressure of the cargo oil. In this case part of the cargo oil turns to
Vapour and accumulates in the top of the separator; as a result the separator
level begins to fall.
3. When the separator level falls to below 50%, the vacuum pump starts. At the
same time the gas extraction valve opens and the discharge valve is
throttled.
4. When the separator level recovers above 70%, the gas extraction valve closes
and 10 secs later, the vacuum pump stops. The discharge valve opens.
5. Every time the Vapour of cargo oil accumulates in the separator top,
conditions 3 & 4 above are repeated and thus the unloading work is
advanced while the suction of gases by COP is being prevented. (As the tank
level falls, the COP rpm must be progressively reduced by user. At about 1m
tank level, COP rpm should be reduced to about 60-70% of normal operating
rpm and reduced further as required).
6. When the tank level further falls, eddies begin to occur around the bell
mouth. Soon, when the bottom of this depression (gas column) reaches the
bottom face of the bell mouth, gas begins to be sucked into the bell mouth.
7. The gas sucked in is separated from the cargo oil in the separator and
accumulates in its top, lowering the separator level. Hereupon the sequence
in 3 & 4 above is repeated.
8. When the tank level further falls, the liquid surface around the bell mouth
comes to wave violently and a large volume of gas comes to be sucked in
directly from the bottom face of the bell mouth. Under such condition, even
though the vacuum pumps are operated, the separator falls to a great extent.
9. As a result of separator level fall, the extent of discharge valve opening also
reduces i.e. the COP discharge flow reduces considerably. Consequently, the

speed of the cargo oil flowing into the bell mouth decreases and the wave
motion of the liquid surface around it becomes small. Thus the volume of the
gas sucked into the bell-mouth decreases.
10. When the volume of the gas sucked in becomes less than the extraction
capacity of the vacuum pump, the separator level begins to rise. At the same
time the discharge valve opens gradually and the COP discharge flow begins
to increase.
11. As a result the volume of gas sucked in begins to increase again, the
separator level falls and the discharge valve is throttled.
12. In this way the conditions 10 & 11 are repeated and the tank level further
falls. During this time the vacuum pump is continuously operated.
13. When the tank level falls excessively, the separator level falls excessively due
to excessive volume of gas sucked in and the discharge valve comes to be
completely closed. Hereupon the separator level rises a little and the
discharge valve opens a little - the volume of gas sucked in becomes
excessive again and the discharge valve is completely closed again. When the
separator level becomes below 5%, the LOW SEPARATOR LEVEL light comes
on, showing that the unloading work has entered the stripping stage.
14. Thus, as the stripping of cargo tank advances, even though the vacuum
pump is continuously operated, the separator level comes not to rise. As a
result, it so happens that the discharge valve remains completely closed from
time to time.
15. The continuation of this condition for a long time means that there is no
residual liquid to be unloaded. When the LOW SEPARATOR LEVEL light is on
for 3 minutes, the END OF STRIPPING light comes on indicating that stripping
work is completed.

ODMCS PANEL
The discharge of dirty ballast water or oil contaminated water into the sea through
outlets which are not controlled by the Monitoring & Control system is an infringement
of the convention.
Dirty ballast from cargo tanks and/or oil contaminated water from slop tanks are not to
be discharged overboard by pumps or by gravity below the water line (Sea Chests).
The overboard discharge should be subject to very close visual observation in addition to
ballast monitor readings particularly during the final stages of slop tank decantation
using the stripping pump.
On any failure of the monitoring and control system the discharge shall be stopped and
the failure noted in the oil record book. A manually operated alternative method shall be
provided and may be used in the event of such failure, but the defective unit shall be
made operative as soon as possible. the port state authority may allow the tanker with
defective unit to undertake one ballast voyage before proceeding to a repair port. As
emergency procedure in case of the failure of the oil content meter and/or the sampling
pump the overboard discharge and the wake of the vessel should be subject to close
visual observation.
Elements of the Oil Discharge Monitoring and Control system:
1. The Marpoil Oil Discharge Monitoring system fitted on this vessel is computer
controlled and is operated from a control terminal housed in the CCR.
2. Principle of operation - A sample of ballast water from the main discharge is
cleaned of air bubbles and passed through a high sheer emulsifier. This creates a
stable emulsion of oil in water in which the oil particles are very small and of a
common size.
The emulsion is fed, at a constant rate, through a cylindrical glass measuring cell
which is illuminated by an LED set at one side. Short wave light in the red
spectrum, is used to obtain a good signal response from small oil particles. When
the transmitted light enters the cell filled with emulsion, some of the light is
scattered within the cell by the oil particles and other contaminants.
The transmitted light and the light scattered at two angles is detected by photo
diodes which produce signals for a micro-processor. The output of the
microprocessor, compensated for water temperature and LED intensity, is a
measurement of the oil content of the sample water.
3. Sample Probe - The probe is used to collect ballast water from the main
discharge line and to return the measured sample, flushing water and clean
calibrating water back to the line.

4. Flow Sensor - The flow sensor is mounted upstream of the sample probe location
and measures the flow rate of the effluent.
5. Differential pressure transmitter - converts the pressures from the flow sensor
into a 4-20 mA DC electrical signal representing ballast flow rate for use in the
main computer program. The transmitter is protected by an intrinsically safe
barrier.
6. Operational Outlet for Dirty ballast - Dirty ballast discharge valve located at
20808 mm above baseline and 18368 mm off starboard side of ship center.
CONTROL TERMINAL
The control terminal contains all the controls and indications for the operation of the
MARPOIL OIL DISCHARGE MONITORING SYSTEM. The operator has control of the system
through a manual keyboard comprising:
17 function keys & 11 numeric keys (including decimal key).
Information relating to the operating condition of the system is shown on the system
condition panel and specified by the use of green LEDs lit alongside the current
operating mode. The status of the overboard discharge is shown on a separate indicator
with a green LED lit for overboard discharge OPEN and a red LED lit for CLOSED.
Faults are shown on the system alarm panel and specified by the use of red LEDs lit
alongside the fault condition. Additional information relating to the system condition,
faults and operator manual entries to the computer are shown on an alphanumeric LCD
display.
A permanent record of the status of the system, changes in operational mode, fault
conditions and monitored oil content data, all related to current date and time is shown
on an alphanumeric printout.
Operation of MARPOIL OIL DISCHARGE MONITORING SYSTEM
Manual Disch Control - Allows manual control of overboard discharge through operation
of 'Open Overboard Disch' and 'Close Overboard Disch' keys.
DIRTY BALLAST - Selects monitoring parameters for dirty ballast discharge.
Alarm limits: 30 l/nm (instantaneous rate of discharge)
1/30,000 (total quantity of oil discharged.
CLEAN BALLAST - Selects monitoring parameters for clean ballast discharge.
Alarm limit: 15 ppm
START - Start any of the above selected operational modes. START key must be used
within 12 seconds of selection of operational mode.
STOP - Stops selected operational mode.

CARGO - Cause the previous value of cargo to be displayed on the LCD. If required new
value can be entered via the numeric keys. The corresponding printout will show the
accumulated total quantity discharged (TOTD) reset to zero and a new limit for the total
quantity of oil to be discharged.
ENTER - Allows data input shown on the LCD display to be fed to the computer.
CLEAR - Allows incorrect data displayed on the LCD to be removed and a fresh entry to
be made prior to the ENTER key being used.
SPEED - Cause current vessel speed in knots to be displayed on the LCD. If required, new
value can be entered via the numeric keys.
FLOW - Cause current discharge flow rate in m3/hr to be displayed on the LCD. If
required, new value can be entered via the numeric keys.
AUTO - Sets computer programme to accept automatic inputs for SPEED or FLOW from
ship's transmitters.
MAN - Sets computer program to accept manual inputs for SPEED or FLOW from numeric
keys.
ACKNOWLEDGE - Used to indicate acknowledgement of an alarm.
PRINT - Causes the printer to carry out an extended printout operation.
LIST ALARM - Causes all alarms which have previously occurred in this operation to be
printed out in legible text by the printer.
INDICATORS
Condition Interpretation
TERMINAL POWER 220v 50/60 Hz electrical supply connected to terminal. failure of
this supply is indicated by system condition LED Unlit and buzzer
on.
START UP System carrying out start up flushing and calibration checks.
MONITORING System engaged in sample water analyzing with periodic flushing
and calibration.
DIRTY BALLAST System mode selected
CLEAN BALLAST System mode selected
OVERBOARD Monitored position of discharge valve. Red LED when valve
DISCHARGE closed.
OPEN/CLOSE

SYSTEM ALARMS
Condition Interpretation
In Dirty Ballast mode oil content exceeds 30 ltrs/nautical mile
HIGH OIL CONTENT or TOTD exceeds total quantity to be discharged.
In Clean Ballast mode oil content exceeds 15 ppm.
System operating conditions unsafe or incorrect data input,
monitored by:
16. Speed greater than 30 kts
17. PPM out of measuring range.
INTERNAL FAILURE 18. Sample water pressure less than 1.5 bars or
greater than 8 bars.
19. Overboard discharge valve position not indicated
or incorrectly indicated for current system
operation
PRINTER FAILURE Paper feed failure - paper used or misaligned.
COMPUTER FAILURE Computer fault
POWER FAILURE Failure of 220V 50/60 Hz supply to the main computer.
MANUAL DISCHARGE Manual control of the system overboard discharge is in
CONTROL operation.
PRINTER
An alphanumeric printer controlled by the computer provides a permanent record of the
system operations and its conditions.
Each separate printout is dated and timed and contains information relating to:
1. The action, from the system or the operator, calling up the printout.
2. Current data used by the computer.
3. Predicted data from the computer.
4. Fault conditions.
A printout will be called up by the computer once every 10 minutes during the discharge
and whenever a fault occurs. The operator initiates a printout whenever the keyboard is
used to input fresh data or to command an operational sequence.

INERT GAS SYSTEM
Specifications for Inert gas System
1. Capacity - 10,500 m3/hr at min 300 mm Aq and 25 C at the deck seal outlet.
2. Gas Composition
- Gas Flue Gas Inert Gas
- O2 <5% <5%
- CO2 ~ 13% ~ 13%
- SOx ~ 3000 ppm < 300 ppm
- N2 Balance
3. Temperature at scrubber outlet - Max 5C above sw at design capacity.
4. Gas temperature of flue gas - Max 440 C
5. Sea Water supply
- Consumption for scrubber cooling water - Approx 210 m3/hr
- Consumption for deck seal water - Approx 3.6 m3/hr
- Scrubber inlet temperature - Max 32 C
Following data is displayed:
- Oxygen content
- Scrubber water flow
- Scrubber water level
- Deck seal water level
- I.G. pressure after blowers
- I.g. pressure in deck main.
- I.G. temperature after blowers.
- Ambient air temperature.
- Water Flow rate to deck seal.
- SW temperature to scrubber

FOLLOWING INTERLOCKS ARE PROVIDED

Abnormal State Normal Point Alarm Set Point Safety Devices
Deck Seal water 2.4 T/h 1.2 T/h GRV Shut; Blower Stop;
flow 'low' Purge valve open;
Uptake valve shut.
Deck Seal water Normal 50 mm Alarm
level 'low'
Scrubber Water Normal 250 mm GRV Shut; Blower Stop;

level 'High' Purge valve open;
Uptake valve shut;
Scrubber pump stop.
IG Deck Main 200-1400 mm Aq 1500 mm Aq GRV Shut; Blower Stop;
Pressure 'High' Purge valve open;
Uptake valve shut.
IG Deck Main 200-1400 mm Aq 200 mm Aq Alarm
Pressure 'Low'
IG Deck Main 200-1400 mm Aq 100 mm Aq COP Stop

Pressure 'Low Low'
IG Temp 'High' 5-60 C 65 C GRV Shut; Blower Stop;
Purge valve open;
Uptake valve shut.
IG O2 Content <5% 8% GRV Shut; Purge valve
open.
Scrubber Cooling 200 m3/hr 100 m3/hr GRV Shut; Blower Stop;
Water Flow 'Low' Purge valve open;
Uptake valve shut.
IG DISTRIBUTION SYSTEM
1. Each cargo tank is served by a single inert gas inlet line. Inlet is controlled by a
manually operated butterfly valve.
2. Locking arrangement at each tank to prevent inadvertent operation of IG supply
valve.
3. High Velocity PV valve at each tank - Pressure set - 1400 mm Aq. Vacuum set - -
350 mm AQ.
4. Liquid filled PV breaker on the i.g. main- Pressure set - 1890 mm Aq. Vacuum set -
-630 mm Aq.

5. Vapour manifolds on each side of the vessel for use under vapour recovery
system.
C.O.W
1. Each cargo tank is equipped with 2 programmable Crude Oil washing machines
except no. 1(S) tank, which is, equipped with 3 such machines. Slop tanks (P) & (S)
are fitted with 1 programmable and 2 submerged non-programmable machine
each.
2. Machines have a designed output of 60 m3/hr at a pressure of 8 bars.
3. All valves in the COW system are manually operated butterfly valves.
4. Program control panels for all programmable machines can be pulled up by
clicking on the machine.
Following items are adjusted by the user to control the machine performance:
1. Minimum and maximum nozzle elevations by adjusting the “to” and “from”
angles to specify the arc of operation.
2. Speed of nozzle movement - Fast, Medium or Slow.
3. Number of passes - 1 to 5.
Movement of the programmer can be visually confirmed by observing the rotating icon
on the machine top.
AUXILL ARY SYSTEM AND GAS DETECTION
Hydraulic System
Hydraulic System is used to control the simulated operation of all valves in the cargo and
ballast system, which are hydraulically operated. The system consists of a hydraulic tank
and two pumps. A pressure gauge continuously shows the current pressure in the
hydraulic main. Hydraulic pressure changes with the number and type of valves being
operated and the number of hydraulic pumps currently on. Pumps can be operated
manually or automatically as described below.
Following controls are provided within Hydraulic System:
IN 'AUTO' MODE,
1. Pump 1 is on Standby by default. Pump 1 or 2 can now be selected as (primary)
standby pump.
2. When pressure falls below 95 bars, standby pump will start.
3. If pressure falls below 90 bars, both pumps will start.
4. If pressure falls below 85 bars, Low Pressure alarm will be active on the alarm
panel.

5. If pressure falls below 80 bars, valve operation will no longer be possible.

6. If pressure rises above 95 bars, non-standby pump will stop.
7. If pressure rises to 105 bars, standby pump will stop.
8. Hydraulic pumps cannot be operated manually.
IN 'MANUAL' MODE,
1. Start and Stop buttons can be operated by user to control any hydraulic pump
individually.
If any hydraulic pumps are under 'fault' condition, it will not operate in Auto or Manual
mode.
If hydraulic tank level falls to less than 30%, due to leak in hydraulic system, 'Hydraulic
Tank Low Level' alarm is active in alarm panel. Pump no. 1 is inoperable at this time. If
tank level falls to 20% of maximum height of tank, both pumps are inoperable. At this
time, portable hydraulic pump may be used to operate the valves, while the fault is being
repaired.
Gas Detection System
This is a fixed gas detection system of the sequential type covering ballast tanks, pump
room and some other areas. Following controls are provided:
1. 3-way switches to select ‘Air’ ‘Span’ or ‘Detection’. All three positions are mutually
exclusive. In ‘Air’ mode, indicator should drop to zero. If not, it can be brought to
zero by adjusting the ‘zero adjust’ control (increase or decrease). In ‘span’ mode
display shows a known amount of gas (%LEL). If display does not correspond with
known concentration of gas, meter can be adjusted to show known reading by
the ‘span adjust’ control.
2. In ‘detection’ position, sequential detection of all covered areas takes place –
each for 25 seconds. The ‘Auto’ lamp next to sampled area lights during that
period.
3. ‘Auto' & 'Manual’ selector buttons to select continuous sequential sampling when
in ‘Auto’ mode or individual area selection when in ‘Manual’ mode. When in
‘Manual’ mode, ‘Manual’ button on any area can be selected to start sampling of
that area. This area will now be continuously sampled till another area is selected
manually or system is switched to ‘Auto’.
4. 'Alarm Set' buttons are used to select the % LEL level at which Gas Detection
alarm is sounded. Maximum limit is 30% LEL.
5. If gas is detected, meter shows the % LEL (equivalent to i-Butane). When
concentration exceeds the alarm set limit, the lamp for sampled area is turned
on. If system is on ‘Auto’ mode and switches to next area, previous alarm
indications continue till area is resample in the next cycle and concentration is

found below alarm level. Meanwhile meter will show actual value detected for
each area sampled. When meter does not register alarm level concentration, it is
possible to put off ‘Gas Detection’ alarm by ‘Reset’ button.
TANK ATMOSPHERE CHECK PANEL
1. Following elements are displayed:
a. Oxygen content in each tank at three levels.
b. % LEL in each tank at three levels.
c. % Gas (up to 25%) in each tank at three levels.
2. Following controls are provided:
a. System is to be so connected that one sampling point and one meter is in use
at a time.
b. The last sampling point selected is the default sampling point.
c. One meter can be selected at a time – when power for any meter is switched
on, other two meters will go off.
d. Power must be on for a meter to be usable – else it will continue to show
zero.
e. A selector knob is provided on every meter for calibration.

SHIP/SHORE SAFETY CHECK LIST

Ship's Name: …………………………….……
Berth:………………………………………………Port: …………………………………..
Date of Arrival:……………………………………Time of Arrival: ………………………
INSTRUCTIONS FOR COMPLETION:

The safety of operations requires that all questions should be answered affirmatively by
clearly ticking ( ) the appropriate box. If an affirmative answer is not possible, the reason
should be given and agreement reached upon appropriate precautions to be taken
between the ship and the terminal. Where any question is considered to be not
applicable, then a note to that effect should be inserted in the remarks column.
A box in the columns ' ship ‘ and ‘ terminal ' indicates that checks should be carried out
by the party concerned.
The presence of the letters A, P or R in the column 'code' indicates the following:
A- any procedures and agreements should be in writing in the remarks column of this
Check List or other mutually acceptable form. In either case, the signature of both parties
should be required.
P-in the case of a negative answer, the operation should not be carried out without the
permission of the port Authority.
R-indicates items to be re-checked at intervals not exceeding that agreed in the
declaration.

General Ship Terminal Code Remarks
Stop cargo at:- kts wind

1. Is the ship securely moored? R vel.
Disconnect at:- kts wind
vel.
Unberth at:--- kts wind
vel.
2. Are emergency towing
wires correctly positioned? R
3. Is there safe access between
ship and shore? R
4. Is the ship ready to move
under its own power? PR
5. Is there an effective deck
watch in attendance on
board and adequate R
supervision on the terminal
and on the ship?
6. Is the agreed ship/shore
communication system
operative? AR
7. Has the emergency signal to
be used by the ship and
shore been explained and A
understood?
8. Have the procedures for
cargo, bunker and ballast
handling been agreed? AR
9. Have the hazards associated
with toxic substances in the
cargo being handled been
identified and understood?
10. Has the emergency
shutdown procedure been A
agreed ?
11. Are fire hoses and fire-
fighting equipment on
board and ashore R
positioned and ready for
immediate use?
12. Are cargo and bunker
hoses/arms in good
condition, properly rigged
and appropriate for the
service intended?

13. Are scuppers effectively

plugged and trip trays in R
position, both on board and
ashore?
14. Are unused cargo and bunker
connections properly secured
with blank flanges fully
bolted?
15. Are sea and overboard
discharge valves, when not in
use, closed and visibly
secured?
16. Are all cargo and bunker tank
lids closed?
17.Is the agreed tank venting
system being closed? AR
18. Has the operation of the P/V

valves and/or high velocity
vents been verified using the
check lift facility, where
fitted?
19. Are hand torches of an
approved type?
20. Are portable VHF/UHF

transceivers of an approved
type?
21. Are the ship's main radio
transmitter aerials earthed
and radars switched off?
22. Are electric cables to portable
electrical equipment
disconnected from power?
23. Are all external doors and
hatches / skylight around of
accommodation closed? R
24. Are window-type air
conditioning units
disconnected?


25. Are air conditioning intakes R
which may permit the entry
of cargo vapours closed, is
the accommodation pressure
…………positive or
adjustment is …………
required ??
26. Are the requirements for use
of galley equipment and R
other cooking appliances
being observed ?
27. Are smoking regulations
being observed? R
28. Are naked light regulations

being observed ? R
29. Is there provision for an
emergency escape ?
30. Are sufficient personnel on

board and ashore to deal with
an emergency? R
31. Are adequate insulating
means in place in the ship/shore
connection?
32. Have measures been taken to
ensure sufficient pump room
ventilation ? R
33. If the ship is capable of closed
loading, have the
requirements for closed R
operation been agreed?
34. Has a vapour return line been
connected ?
35. If a vapour return line is

connected, have operating
parameters been agreed?
36. Are ship emergency fire
control plans located
externally?

If the ship is fitted, or required to be fitted, with an Inert Gas System the following
questions should be answered.
Inert Gas System Ship Terminal Code Remarks

37. Is the Inert Gas System fully
operational and in good P
working condition ?
38. Are deck seals in good
working order? R
39. Are liquid levels in P/V
breakers correct? R
40. Have the fixed and portable
oxygen analysers been R
calibrated and are they
working properly?
41. Are fixed IG pressure and
oxygen content recorders R
working ?
42. Are all cargo tank
atmospheres at positive
pressure with an oxygen PR
content of 8% or less by
volume?
43. Are all the individual tank IG

valves (if fitted) correctly set R
and locked ?
44. Are all the person in charge

of cargo operations aware
that in the case of failure of
the Inert Gas Plant,
discharge operations should
cease and the terminal be
advised ?

If the ship is fitted with a crude oil washing (COW) system, and intends to crude oil
wash, the following questions should be answered.
Crude Oil Washing Ship Terminal Code Remarks
45. Is the Pre-Arrival Crude Oil

Washing Check List, as
contained in the approved
Crude Oil Washing Manual,
satisfactorily completed?
46. Is the Crude Oil Washing

Check List for use before,
during and after Crude Oil
Washing , as contained in R
the approved Crude Oil
Washing Manual , available
and being used?
If the ship is planning to tank clean alongside, the following questions should be
answered.
Tank Cleaning Ship Shore Remarks

Are tank cleaning operations
planned during the ship's stay
alongside the shore Yes/No*
installation?
If so, have the port Authority

and terminal authority been Yes/No* Yes/No*
informed ?
* Delete Yes or No as appropriate.

Declaration
We the undersigned, have checked, where appropriate jointly, the items on this checklist
and have satisfied ourselves that the entries we have made are correct to the best of our
knowledge
We have also made arrangements to carry out repetitive checks as necessary and agreed
that those items with the letter “R” in the column “Code” should be re-checked at
intervals not exceeding ……… hours.
For Ship For Shore
Name: Name:
Rank: Position:
Company:
Signature: Signature:
Time / Date: Time / Date:
ACKNOWLEDGEMENT OF REPEATED CHECKS

Time / date:
Signature for Ship:
Signature for Shore:

Time / date:
Signature for Ship:

Time / date:
Signature for Ship:

LOADING
Vessel: ____________________ Port: _______________________Date: _____________________
PRIOR ARRIVAL AT LOAD PORT

As per the Loading Orders received from Owners/Charters by telex, calculate the
(a) cargo quantity required for the draft restriction in net volume and mtons.
(b) Plan the loading operation taking into consideration the following:
(i) Slow initial loading rate into 1 pair of cargo tanks for samples
(ii) Vessel’s loading rate and shore pumping capacity
(iii) Ballast pump capacity
(iv) Vessel to maintain 30% SDWT and propeller immersion at all stages of loading.
(v) Shore line content to be taken into last tanks.
AT THE LOAD PORT (COMMENCE LOADING)
(a) Gauge all tanks to find OBQ/Slop quantity on board.
(b) Complete the Ship/Shore Safety Checklist.
(c ) Complete the Loading Agreement between Terminal and your vessel.
(d) Set Cargo lines.
(e) Set Vent lines.
(f) Set ballast lines.
(g) Commence loading/deballasting as per your plan.
(h) Bottom Sampling completed.
(i) Increase loading rat to your full requirement.
Monitor the empty tanks to ensure cargo filling only in open tanks, i.e. no leaking
(j) tank valves
(k) Check operation of all fixed tank gauges.
AT THE LOAD PORT (TOPPING UP)
(a) Loading rate reduced?
(b) Tank staggered for topping-up operations?
(c) Ship/Shore communication tested?
(d) Notice(s) given to terminal for final stop of loading?
AT THE LOAD PORT (AFTER LOADING)
(a) After loading completed, drain shore lines and designated tanks.
(b) Visual draft taken, as far as possible.
(c ) Tanks gauged and water dips taken?
(d) Vessel’s Cargo quantity calculated?
(e) Difference between Ship\Shore figures calculated and protest noted.
(f) Other protests noted, if needed
(g) Cargo system secured
(h) Ballast system secured
(i) IG System secured.

CHECK – LIST PRIOR DISCHARGE

Vessel: ______________________ Port: __________________________ Date: ________________
No. Items to check Check

1 Discharge plan read, understood and signed by all officers.
2 Safety meeting held with Shore representatives.
Communication between ship and shore established, emergency shutdown
3 procedures established.
4 Scuppers plugged.
5 Unused connections blanked off on all bolts.
6 Deck seal water level checked.
7 Overboard valve and cargo sea chest valves closed and sealed.
Pumproom blowers on at least an hour prior entry and commencement of
8 operations.
9 Hydraulic system on and oil level checked.
10 High level alarms “on”.
11 I.G master valve opened on deck.
12 All tanks inerted with positive pressure, check individual tank gauges if fitted.
Fire pumps ready for immediate use, if GS pump in use then E/R bilge suction
13 shut and locked.
14 Anti oil pollution equipment in ready for use and in position.
15 Foam monitors lifted up and positioned towards the manifold in use.
16 All individual I.G tank valves opened and locked.
17 Ship properly moored, Check Mandal shackles pointing outwards.
18 Fire wires rigged properly as per guidelines.
19 All gauging equipments ready.
20 All PV valves tried out in auto mode.
21 Sufficient notice given for pumps as per established procedure.
22 I.G, recorder ON with sufficient paper.
23 Warning/Safety signs ready near gangway.
24 Ship-shore safety check list completed.
Correct valves lined up as per discharge plan, valves not required for
25 operation to be kept shut.
26 Line up cross checked by at least 2 persons.
27 Empty drum placed near manifold connection.
28 Vacuum pump lined up and water level checked.
29 Vacuum pump discharge to slop opened.
30 Emergency trips tried out.
31 Electronic gauging equipment operational.
32 Load port cargo samples ready at manifold.

No. Items to check Check

33 Portable gas equipment calibrated and ready.
34 Fixed oxygen analyzer for I.G calibrated.
PV Breaker water level checked, if required then add coolant or anti-freeze
35 compound.
36 Drip tray valves/manifold drains/goose neck shut.
37 Hose handling crane kept ready.
38 Draft taken visually and compared, dock density checked and recorded.
Bunker and oil trays on deck properly plugged if not in use then blanked with
39 all bolts in position.
40 Hourly calculation log, pumping log, port log, Gangway log etc. ready.
41 Correct size spanners, wrench etc kept for immediate use.
Emergency hand pump ready in a manner that you need only to open the air
42 valve only.
Wilden pump tried out and ready in a manner that you need only to open the
43 air valve only.
44 Fire hoses/Fire extinguisher ready rigged.
45 Pressure gauges fitted on manifold on both sides.
46 Flame screens(if applicable) are placed in all open tank lids, purge pipes.
47 All tank openings not in use closed.
48 Cargo hydraulic valves tried out.
49 Pump room bilge alarm tried out.
50 Correct manifold, reducers in place and ready for connection.
51 ODMCS sampling point shut.
52 Gas alarms in Pumproom/accommodation, void spaces and ballast tanks.

CHIEF OFFICER’S INSTRUCTIONS
LOADING/DISCHARGING PORT__________________ __DATE_________________

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Vessel: ……………………………………
CRUDE OIL WASHING CHECKLISTS
PRE-ARRIVAL CHECKS AT DISCHARGE PORT
No ITEM
1. Has terminal been notified?
2. Is oxygen Analysing equipment tested and working satisfactorily?
3. Is tank washing pipeline system isolated from water heater and engine
room?
4. Are all hydrant valves on tank washing line blanked?
5. Are all valves to fixed tank washing machines shut?
6. Have tank cleaning lines been pressurized and leakages made good?
7. Have portable drive units for fixed tank washing machines been tested?
8. Have pressure gauges on top discharge line, manifold and tank cleaning
main been checked
9. Has the stripping system monitoring equipment been checked?
10. Has the communications system been checked and tested?
11. Has the organisation plan been drawn up and posted with duties and
responsibilities defined?
12. Have the discharge/crude oil wash operation plans been drawn up and
posted?
13. In cases where the terminal has a standard radio checklist, has this been
completed and transmitted?
14. Has the Inert gas plant been tested and found in good working condition?
15. Have all tanks been "topped up" with inert gas?
16. Has the remote ullage gauge system been tested and found in order?
CHECKLIST FOR USE BEFORE, DURING AND AFTER CRUDE OIL WASH OPERATION
A. BEFORE CRUDE OIL WASH OPERATION
No ITEM
1. Are all pre-arrival checks and conditions in order?
2. Has discharge/crude oil wash operation been discussed with both ship and
shore staff, and is agreed plan readily available for easy reference?
3. Has communication link between deck/ control station and control station/
shore been set up and is it working properly?
4. Have crude oil wash abort condition and procedures been discussed and
agreed by both ship and shore staff?
5. Have fixed and portable oxygen analysers been checked and are they
working properly?

6. Is inert gas system working properly and is the oxygen content of inert gas
being delivered below 5 per cent by volume?
7. Is oxygen content of tank(s) to be crude oil washed below 8 per cent by
volume?
8. Have all cargo tanks positive inert gas pressure?
9. Has a responsible person been assigned to check all deck lines for leaks as
soon as washing starts?
10. Are the machines set for the required washing method and are portable
drive units, if fitted, mounted and set?
11. Have valves and lines both in pump room and on deck been checked?
B. DURING CRUDE OIL WASH OPERATION

No ITEM
12. Is quality of inert gas being delivered frequently checked and recorded?
13. Are all lines and machines being frequently checked for leaks?
14. Is crude oil washing in progress in designated cargo tanks only ?
15. Is the pressure in the tank wash line as specified in this Manual?
16. Are cycle times of tank washing machines as specified in this manual?
17. Are the washing machines in operation, together with their drive units
applicable, frequently checked and are they working properly?
18. Is a responsible person stationed continuously on deck?
19. Will trim be satisfactory when bottom washing is in progress as specified in
this Manual?
20. Have ullage gauge floats been raised and housed in tanks being crude oil
washed?
21. Will recommended tank draining method be followed?
11. Is level in holding tank for tank washings frequently checked to prevent
any possibility of an overflow?
C. AFTER CRUDE OIL WASH OPERATION

No ITEM
22. Are all valves between discharge line and tank wash line closed?
23. Has tank wash line been drained of crude oil?
24. Are all valves to washing machines closed ?
25. Are cargo pumps tanks and pipelines properly drained as specified in this
manual?

IG Log
PROCEDURE Tick COMMENTS
Discharging Cargo or * During these indicated procedures each tank must be individually checked prior to commencement of the operation and the results recorded below. During the
Cargo Tank Ballast * operation, monitoring of individual tanks is NOT REQUIRED provided the main IG monitoring and recording system is fully operational. The recording paper should be
marked with date and local time of start of operation.
** During these indicated procedures, tanks must be monitored at suitable intervals and recorded below. Prior to gas freeing, IE. during the IG purging phase, the % Gas
by volume must also be recorded.
*** Immediately Prior to a COW operation taking place the individual tank to be washed must be checked and the reading recorded below. Periodic monitoring of the
individual tank is to continue throughout the COW operation.
Loading Cargo or
Cargo Tank Ballast *
On passage **
Purging to Inert
Atmosphere **
(prior to loading,
washing, gas freeing)
Gas freeing for entry
**
COW ***
Tank Oxygen Contents of Tanks (% by Volume) Using Portable Analyser
No Time O2% Time O2% Time O2 % Time O2% Time O2% Time O2% Time O2% Time O2% Time O2% Time O2%

B-1, HAUZ KHAS, NEW DELHI-110016, TEL: 51655123 TO 128, CONTACT US ARI@ARIEDU.COM, VISIT US AT WWW.ARIEDU.COM
Discharge / Crude oil washing plan

B-1, HAUZ KHAS, NEW DELHI-110016, TEL: 51655123 TO 128, CONTACT US
ARI@ARIEDU.COM, VISIT US AT WWW.ARIEDU.COM
Pumping Log

VESSEL'S ULLAGE REPORT (PRIOR DISCHARGE / AFTER LOADING)

R.O.B. / O.B.Q. REPORT

(REMAINING ON BOARD AFTER DISCHARGE / ON BOARD QUANTITY PRIOR TO LOADING)
VESSEL............................. PRODUCT/CARGO ............................. PORT......................... DATE...............
Tank Innage/ Liquid/ Tov Free water Gov Temp

no. Ullage Non liquid Bbls/m3 Bbls/m3 •f/•c
Wedge
Innage/ Volume
Ullage
Total Draft Trim List

observed Fwd aft
vol (tov)
Less free
Water
Gross Ballast tanks used this voyage
observed
vol (gov)
Liquid Innage [] Taken at gauge points
Or
Ullage []
Fwd [ ] Center [] AFT
Non liquid Samples yes[ ] Ballast taken
Taken no [ ] at
Strip Drop Tank Addition oil found
T.o.v. Bbls
Yes No Yes No
Top lines Ballast Voids Ducts Others
Bottom
lines
Hoses/arms Sea Valve Seal Nos Port Stb O'board
SIGNATURES
SHIP..............................................TERMINAL.......................................INSPECTOR.................................

PRODUCTS DATA REPORT

Vessel: Date:
Product: _____________________
Vessel
Port Name
Date
API
S.G.
Av. Temp
Flash Point
Colour
RVP
TVP
Any other relevant information/ Special Precautions/ Problems experienced during loading/
discharging etc.
Tank cleaning carried out prior loading
CHIEF OFFICER MASTER

VESSEL EXPERIENCE FACTOR

Date prepared
VCF
Shore Load Qual
Voy. Cargo Vessel Table
Voyage Loadport Date TCV ratio Voy?
No. Description Used
=
GSV -OBQ Y/N
TCV
Last
2nd Last
3rd Last
4th Last
5th Last
6th Last
7th Last
8th Last
9th Last
10th Last
11th Last
12th Last
13th Last
14th Last
15th Last
16th Last
17th Last
18th Last
19th Last
20th Last
Does Voyage
Total
Quality? (Yes/No)
Average TCV Ratio -
Note: xlist last voyage first
xUse either barrels or cubic meters do not mix.
xCross out any inapplicable title information.
xThe overage TCV ratio is equal to total vessel TCV divided by total shore TCV. Master/Chief Officer

LOADED VOLUMES
BARRELS/CUBIC METRES
QUALIFYING
VOYAGE NO. VESSEL TCV SHORE TVC
TOTALS
Total Vessel TCV

Load VEF = =
Total Shore TCV

CALCULATION OF VESSEL EXPERIENCE FACTOR
Vessel: _______________________________________ Date: _______________________

Complete this form to calculate a load VEF.
Qualified voyages are taken from the attached Sequential Voyage Log.
PARAMETERS IN DETERMINING THE VEF.
The VEF is a compilation of the history of the TCV vessel measurements, adjusted for OBQ
or ROB, compared with the TCV shore measurements upon completion of each loading.
Information used to calculate a VEF should preferably be based on documents that
follow accepted industry standards and practices, such as inspection company reports.
Whenever possible, manual vessel measurements should be used for volume
determinations. Automatic gauging systems with accuracy/measurements tolerance
equal to or better than those of manual measurements may be used for custody transfer
by mutual agreement between all interested parties. All calculation procedures, such as
those for temperature, volume correction factor, ROB/OBQ wedge, or trim factor, must be
consistent. DO NO USE LONG OR METRIC TONS. Quantities shall be expressed in either
barrels or cubic meters (gross volume at standard temperatures), but shall not be
combined.
Only voyages that qualify should be used in the compilation of a VEF. A minimum of five
qualifying voyages is needed to calculate a VEF; however, a larger number is desirable.
The definition of a qualifying voyage is one that meets the following criteria:
1. Any voyage that is within ± 0.0030 of the average ratio of all voyages listed. (As
an example, if the average of all voyages listed is 1.00105, all voyages within the
range from 0.99805 through 1.00405 would qualify.)
2. Excludes all voyages prior to any structural modification which affected the
vessel's cargo capacity.
3. Excludes load or discharge data where shore measurements were not available.
4. The VEF should be calculated to five decimal places.
TO COMPARE VESSEL AND SHORE VOLUMES, DIVIDE VESSEL VOLUME BY SHORE
VOLUME.
Chief Officer's Signature Surveyor's Signature and Company

CRUDE OIL WASHING RECORD

Vessel: Date:
Voy No.: Port:
Date Tank No. Oxygen % Time From Time To TB/BW Line Pressure Remarks
Terminal Representative/Cargo Surveyor Chief Officer

EXERCISE NO. 1: Preparing, starting and operating the cargo and ballast system.
AIM:
To provide experience in the preparation, start up and operation of the different
subsystems.
After completing the exercise the trainees should be able to:
1. Identify the different pipelines and valves for cargo, ballast and slops.
2. Identify the tanks for cargo, ballast and slops.
3. Identify the equipment for handling the cargo and ballast and for other related
operations, such as :
- Cargo Pumps
- Ballast Pumps
- Eductors
- Stripping Pumps
- Water Heaters
- Oil Discharge Monitoring and Control Equipment
4. Identify the inert gas distribution system
5. Identify the cargo tank ventilation system
6. Open and Close valves.
7. Start and stop Pumps
8. Evaluate a cargo tank atmosphere in terms of LFL, TLV and Oxygen.
9. Explain the gauging system and alarms used in a cargo and ballast tank.
CARRYING OUT THE EXERCISE
Before starting the exercise, instructor to:
1. Discuss cargo handling system and explain the different auxiliary systems, using
drawings and diagrams similar to the simulator display pictures.
2. Explain and discuss, Pipe dimensions, working pressure, valves and methods of
valve control.
3. Explain Pumps for cargo and ballast with regard to Pump type, Capacity and the
start/stop procedures.
4. Explain Eductor system.
5. Explain and discuss the systems for crude oil washing and tank cleaning.
6. Explain and discuss system for inert gas distribution, tank ventilation systems and
methods of cargo tank atmosphere evaluation.

Trainees are required to:

1. Call upon display pictures showing the cargo system and identify the different
equipment and items.
2. Identify a certain cargo line and follow the line through the pump room to a
certain tank.
3. Identify the cargo pumps on the line and valves from manifold to tank.
4. Open suction valves in the Cargo tank.
5. Open suction valves of the Cargo pumps.
6. Start Cargo pumps.
7. Open valves on the discharge side of the pumps.
8. Open manifold valves.
9. Identify a certain ballast line and follow the line through the pump room to a
certain tank.
10. Identify the ballast pumps on the line and valves from sea inlet and overboard
line to tank.
11. Open suction valves in the ballast tank.
12. Open suction valves of the ballast pumps.
13. Start ballast pumps.
14. Open high overboard valves.
15. Stop cargo and ballast pumps.
16. Close all valves.

FOLLOW UP
Discuss about the exercise carried out; Focus on any deviation from the reality.
NOTES ON EXERCISE 1
Cargo line used :….…………………………………………………………………………

Cargo line dimension :………………………………………………………………………
Cargo line/flange dimension……………………………………………………………….
Maximum Working Pressure:……………………………………………………………….
Cargo Tank Used :……………………………………………………………………………
Cargo Tank Capacity :………………………………………………………………………..
Cargo Tank Atmosphere :…………………………………………………………………..
An evaluation of the exercise

…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
………………………………………………………………………………

Exercise No. 2: Loading of Cargo - Loading sequences – Tank atmosphere
AIM
To Provide experience in the setting up of loading plans, the determination of the
correct loading sequences, measuring the tank atmosphere, loading the cargo and
demonstrating skill in topping up cargo tanks.
After completing the exercises the trainees should be able to :
1. Set up a loading plan.
2. Select cargo line or lines for loading.
3. Determine correct loading sequence for cargo tanks.
4. Determine the compositions of a tank atmosphere.
5. Explain acceptable loading rate.
6. Demonstrate skill in topping up the cargo tanks.

Before starting exercise, Instructor to :
1. Discuss in detail about loading operation in general.
2. Discuss and explain Checklists and safety requirements.
3. Discuss the necessity of good and close co-operation between the ship and
terminal for attaining safe operation.
4. Discuss loading sequence of tanks in relation to the trim of the vessel and the hull
stresses.
5. Explain and describe Topping up procedures.
6. Explain common monitoring equipments in a cargo tank and the emergency
stop procedures.
TRAINEES ARE REQUIRED TO:

1. Select a number of cargo tanks for the loading of crude oil.
2. Select the line system for loading.
3. Check the cargo tank’s atmosphere.
4. Prepare lines and tanks for loading.
5. Connect the shore line to manifold.

6. Commence loading at slow rate.

7. Check correct cargo flow.
8. Increase loading rate.
9. Observe pressure, flow, and temperature and tank level.
10. Reduce loading rate.
11. Top up the tanks to a predetermined level.
12. Close the manifold.
13. Drain lines and close all valves.
14. Disconnect the shore line.
15. Calculate the quantity of cargo loaded.
FOLLOW UP :
Discuss any deviation from reality and investigate more closely.
Discuss other methods of Loading.
Discuss other line system that can be used for same operation.
Discuss the possibility to load at higher flow rate.
NOTES ON EXERCISE NO. 2

Type of Cargo : ………………………………………………………………………………
Cargo line used :……………………………………………………………………………..
Cargo line/flange dimensions:………………………………………………………………
Maximum working pressure:………………………………………………………………..
Cargo tank used:…………………………………………………………………………….
Cargo tank atmosphere:……………………………………………………………………..
Loading pressure:……………………………………………………………………………
Loading Capacity/hour:……………………………………………………………………..
Cargo Temperature:…………………………………………………………………………
Stop Ullage:………………………………………………………………………………….
Cargo Quantity:……………………………………………………………………………..
Draught:…………………………………………………………………………………….
Stability:…………………………………………………………………………………….

Bending Moment:…………………………………………………………………………..
Shear Force :…………………………………………………………………………………
An Evaluation of the exercise/the simulator:……………………………………………….

…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
Exercise No. 3 Ballasting
AIM
To provide experience in ballasting, particularly in connection with selection of tanks,
hull stresses and stability and maneuvering.

1. Explain how ballast is distributed to reduce hull stresses and to obtain an
acceptable stability and maneuvering ability of the vessel.
2. Select the line for ballast.
3. Select the tanks required for ballast.
4. Operated the ballast pump.
5. Carry out the ballasting operation.

Before starting the exercise, instructor to :
1. Explain and discuss the ballast operations to be carried out.
2. Discuss correct ballasting and de-ballasting procedures.
3. Focus on National and International regulations for Pollution relating to handling
of ballast.
4. Plan out an exercise considering vessel to sail out from discharging port, “the
trainee to ballast the vessel to a draught necessary for safe passage”.

TRAINEES ARE REQUIRED TO:

1. Stipulate the draught necessary for the safe handling of the vessel.
2. Select the number of tanks necessary for ballast to obtain the stipulated draught.
3. Prepare the lines and tanks for ballasting.
4. Commence ballasting by “running in”.
5. Check ballast flow.
6. Start the ballast pump when this is appropriate.
7. Top up the ballast tanks to a calculated level.
8. Stop Pumps.
9. Close all valves.
FOLLOW UP
Discuss about the exercise carried out; Focus on any deviation from reality.
NOTES ON EXERCISE NO. 3

Ballast line Used :…………………………………………………………………………….
Ballast tank used:…………………………………………………………………………….
Pump used:…………………………………………………………………………………
Pumping Capacity/hour:…………………………………………………………………….
Stop Ullage:…………………………………………………………………………………
Ballast Quantity:……………………………………………………………………………
Draft before ballasting:……………………………………………………………………
Draft after ballasting:………………………………………………………………………
An evaluation of the exercise/the simulator:………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………

Exercise No. 4: Gas freeing, water – washing of tanks, slops handling (tank atmosphere inert
initially)
AIM
To provide experience in tank cleaning, gas freeing, tank washing and slops handling.
1. Identify the equipment used for tank cleaning of cargo tank.
2. Set up a plan for the gas freeing and cleaning of cargo tanks.
3. Explain the necessity of tank atmosphere evaluation prior to tank cleaning.
4. Carry out safely water washing of tanks.
5. Execute proper slops handling operations, including decanting of slop tank(s)
6. Gas free cargo tanks.
Before starting exercise, instructor to: -
1. Explain and discuss the equipment for tank cleaning and gas-freeing.
2. Explain and discuss methods of tank cleaning.
3. Explain how slopping and slop disposal is done.
4. Focus on Pollution regulations.
5. Discuss measures to be taken in the event of spillage.
6. Explain and Discuss methods of tank ventilation and gas freeing.
7. Make trainees familiar with procedures for testing of tank atmosphere prior to
entering.
8. Make trainees realize the importance of testing tank atmosphere.
TRAINEES ARE REQUIRED TO
1. Select the line system for stripping of tanks which are to be washed with sea
water.
2. Set up a plan for gas freeing and cleaning of these tanks.
3. Prepare the line, heater and washing machines.
4. Check tank atmosphere for oxygen content.
5. Commence tank washing.
6. Commence stripping to slop tank.
7. Raise the temperature of the washing water to the desired value.

8. Wash for one cycle of the machines in each tank.

Drain tanks, lines and pumps.
Commence the ventilation of all tanks that have been washed.
Ventilate until the oxygen content in each tank is 21% by volume and concentrations
of hydrocarbon and toxic gas are at a sage level.
FOLLOW UP
Discuss about the exercise carried out; Focus on any deviation from reality.
Stress upon the fact that
1. No tank should be entered without proper safety equipment and personal
protection unless tests of the tank atmosphere prove it to be safe.
2. Ventilation should always be in operation during tank inspection and/or tank
work and the atmosphere should be tested regularly.
NOTES OF EXERCISE NO. 4

Tanks to be washed :………………………………………………………………………
Number of machines in operation :………………………………………………………
Pressure in washing water line:……………………………………………………………
Pump used for washing water:……………………………………………………………
Line used for draining:………………………………………………………………………
Pump used for draining:……………………………………………………………………
Temperature of washing water:……………………………………………………………
Tank atmosphere prior to washing:………………………………………………………
Quantity of Slops:……………………………………………………………………………
Tank atmosphere after gas freeing………………………………………………………….
An evaluation of the exercise/the simulator:……………………………………………….
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………


LCHS - Oil Tanker For - TPM - 1

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LIQUID CARGO HANDLING

MANAGEMENT LEVEL (DGS APPROVED)

COURSE OBJECTIVES ......................................................................................................... 3

COURSE PLAN .................................................................................................................... 5

REFERENCE MATERIAL ...................................................................................................... 7

SPECIFIC FEATURES ......................................................................................................... 16

APPLIED RESEARCH INTERNATIONAL 1

SHIP/SHORE SAFETY CHECK LIST ................................................................................... 33

APPLIED RESEARCH INTERNATIONAL 2

APPLIED RESEARCH INTERNATIONAL 3

4. An acquisition of experience in identifying operational problems and

COURSE CERTIFIC ATE

APPLIED RESEARCH INTERNATIONAL 4

Introduction Special operations and Special operations and

Ballast operations Cargo operations

Special operations and

APPLIED RESEARCH INTERNATIONAL 5

LCHS COURSE OUTLINE

Sr. No. Subject Area Hours

Familiarization (Including 13G & Alternate Designs)+

2 Special operations and procedures (Including CLC)

4 Cargo operations (Including VRS & Pumps)

5 Operational problems (Including Case Study)

APPLIED RESEARCH INTERNATIONAL 6

Principal Particulars for 105000 DWT Class Crude Oil carrier

Lightship Weight and Deadweight

Light Ship Weight 17151.8 M.T

APPLIED RESEARCH INTERNATIONAL 7

Water Ballast Tanks

APPLIED RESEARCH INTERNATIONAL 8

Fresh Water Tank

Fuel Oil Tanks

Diesel Oil Tanks

Lube Oil Tanks

APPLIED RESEARCH INTERNATIONAL 9

Lube Oil Tanks

Equipment No Model Type Capacity

APPLIED RESEARCH INTERNATIONAL 10

C ARGO HANDLING EQUIPMENT

Overheat trip set for Pump casing 80 deg C

Overheat trip set for Pump bearing 90 deg C

Bulkhead stuffing box over heat trip 80 deg C

APPLIED RESEARCH INTERNATIONAL 11

CARGO OIL STRIPPER PUMP (1 SET)

Ballast Handling Equipment:

Electrically driven single stage centrifugal pumps X 2 Nos.

APPLIED RESEARCH INTERNATIONAL 12

HYDRAULIC REMOTE CONTROL VALVE SYSTEM

Working Pressure 105 kg/sqcm

Low Level Alarm At 50% nominal tank volume

High Pressure Relief Valve 115 kg/sq cm

Stop for stand-by motor 45% Tank Volume

INERT GAS SYSTEM

APPLIED RESEARCH INTERNATIONAL 13

CARGO PIPING SYSTEM

INFORMATION OF C ARGO LOADING SYSTEM

Total Cargo Volume @ 98% = 118036.0 cum

Group 2 2W (10253.2 X 2) 20506.4 cum 34.3 %

APPLIED RESEARCH INTERNATIONAL 14

CRUDE OIL WASHING EQUIPMENT

APPLIED RESEARCH INTERNATIONAL 15

APPLIED RESEARCH INTERNATIONAL 16

5. Level gauges are provided for each cargo tank.