Yuri Senkevich - Hull No.1602 List of Contents: 1.4 Cargo Symbols List 1.4.1a Inert Gas System in Engine Room 1.4.1b Inert Gas System on Deck 1.4.1c Cargo Control Room Mimic Panel Part 1: Cargo System Description Cargo Tank Layout and Capacity Tables 1.5 1.2 Cargo Tank Layout System Description Measuring and Sampling Slop Tank Usage Tank Heating Illustrations 1.2.1a Cargo Piping System 1.2.2a Measuring and Sampling Points 1.2.2b Hermetic Portable Cargo Monitoring Device 1.5.1a 1.5.1b 1.5.1c 1.5.1d 1.5.1e 1.6 1.3 Illustrations 1.6.1a Cargo and Ballast Valve Hydraulic System 1.6.1b Hand Pump 1.7 Main Cargo Pumps Stripping Pump and Eductors Automatic Cargo Stripping System Cargo Valves High Velocity Pressure/Vacuum (PV) Valve Ballast System 1.7.1 System Description 1.7.2 Venting Cargo Pumps 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 Hydraulic System Main Cargo Pumps Cargo Pump Graph HVPC Graph Stripping and Eductor Pump Graph Automatic Unloading Screen Display Automatic Vacuum Stripping System Pressure/Vacuum Valve 2.3.1a 2.3.2a 2.3.2b 2.3.3a 2.3.3b 2.3.3c 2.4 Loading Single Grade Cargo Loading Two Grade Cargo Loading Three Grade Cargo Bow Loading Arrangement Bow Loading Single Grade Cargo Purging Bow Loading System Discharging Cargo 2.4.1 Full Discharge 2.4.2 Full Discharge of a Single Grade Cargo with COW of both Slop Tanks, No.1 and No.4 COTs Illustrations 2.4.1a Line Draining to MARPOL Line 2.4.2a Discharging Single Grade Cargo 2.4.2b COW of the Slop Tanks 2.4.2c COW of No.1 and No.4 COTs 2.5 Crude Oil Washing and Tank Cleaning System 2.5.1 Operation and Maintenance of the Crude Oil Wash Machines 2.5.2 Crude Oil Wash 2.5.3 Water Wash, (Cold or Hot) 1.7.1a Ballast System 1.7.1b Ballast Pump Graph 1.7.2a Ballast Tank Ventilation Illustrations 2.5.1a 2.5.1b 2.5.2a 2.5.3a Part 2: Cargo Handling Procedures 2.1 Cargo Handling Operation Sequence Diagrams 2.1.1 Loading 2.1.2 Discharging 2.6 2.2 Inerting Cargo Tanks 2.2.1 2.2.2 2.2.3 2.2.4 Issue: 1 Loading Cargo Illustrations Illustrations Ilustrations 1.3.1a 1.3.1b 1.3.1c 1.3.2a 1.3.3a 1.3.3b 1.3.5a Initial Inerting of Cargo Tanks Vapour Emission Control System Inert Gas Flow During Loading Inerting During Discharge 2.3.1 Loading a Single Grade Cargo 2.3.2 Loading a Two and Three Grade Cargo 2.3.3 Bow Loading Crude Oil Washing and Tank Cleaning System Tank Cleaning Machines Tank Cleaning Graphs - SC90T2 Multi Nozzle Tank Cleaning Machines (Slop Tank) Tank Cleaning Graphs - SC75T3 1.6.1 Cargo and Ballast Valve Hydraulic Remote Control System 1.2.3a Slop Tank Cross Section 1.2.4a Steam Heating and Coil System for Cargo Oil Tanks 1.2.4b Steam Heating and Coil System for Water Ballast Tanks 2.3 Illustrations Cargo Piping System 1.2.1 1.2.2 1.2.3 1.2.4 2.2.1a 2.2.2a 2.2.3a 2.2.4a Crude Oil Washing and Tank Cleaning System 1.5.1 System Description Illustrations 1.1a Illustrations Illustrations Introduction 1.1 Inert Gas System 1.4.1 Inert Gas System Description 1.4.2 Operation of the Main System 1.4.3 Top Up Generator (TUG) Issues and Updates Machinery Symbols List and Colour Scheme Cargo Operating Manual Initial Inerting Use With/Without Vapour Emission Control (VEC) Inert Gas Operations during Loading Inert Gas Operations during Discharging IMO No.9301419 Tank Cleaning System Tank Cleaning Machine Speed Adjustment Crude Oil Wash System Water Wash Gas Freeing 2.6.1 Gas Freeing for Entry Procedure 2.6.2 Gas Freeing for Hot Work Illustrations 2.6.1a Gas Freeing Front Matter - Page 1 of 8 Yuri Senkevich - Hull No.1602 2.7 Ballasting and Deballasting Operations 2.7.1 2.7.2 2.7.3 2.7.4 3.3.1a 3.3.1b 3.3.1c 3.3.1d 3.3.2a 3.3.3a 3.3.3b 3.3.4a Illustrations 2.7.1a 2.7.1b 2.7.1c 2.7.2a 2.7.2b 2.7.3a 2.7.3b 2.7.3c 2.7.4a 2.7.4b Ballast Operation Deballasting Operation Stripping Operation Loading Heavy Weather Ballast Discharging Heavy Weather Ballast Line Wash No.1 Main Cargo Oil Pump Line Wash No.2 Main Cargo Oil Pump Line Wash No.3 Main Cargo Oil Pump Oil Discharge Monitoring Equipment Controller Flow Chart Part 3: Cargo Operations - Control and Instrumentation 3.1 Control Systems 3.1.1 3.1.2 3.1.3 3.1.4 Control System Overview Mimic Displays Control of Valves and Pumps Loading Computer Illustrations 3.1.1a 3.1.1b 3.1.2a 3.1.2b 3.1.2c 3.1.2d 3.1.2e 3.2 Control and Alarm System Overview Operator Control Panel Cargo System Screen Display1 Cargo System Screen Display 2 Cargo System Screen Display 3 Auto Unloading Screen Display Water Ballast Screen Display 4.1 4.1a 4.2 Fire and Wash Deck System 5.1.1a Mooring Arrangement 5.1.1b Arrangement of Mooring and Anchor Handling Winches 5.1.2a Arrangement of Mooring and Anchor Handling Winches 5.2 Lifting Equipment 5.2.1 5.2.2 5.2.3 5.2.1a 5.2.1b 5.2.2a 5.2.3a 5.3 Discharge of Cargo from a Damaged Tank 4.4 Oil Spill and Pollution Prevention - Cargo Lifesaving Equipment 5.3.1 5.3.2 5.3.3 5.3.4 Illustrations Oil Spill Drain System 5.3.1a 5.3.1b 5.3.1c 5.3.2a Illustrations 4.6 Emergency Inerting Ballast Tanks Inerting Ballast Tanks Lifeboats and Davits Liferafts Lifeboat Survival Guide Self-Contained Breathing Apparatus (SCABA) Systems and Equipment Illustrations Emergency Inerting of Ballast Tanks 4.5a 4.5b Port Provisions Crane Starboard Provisions Crane Hose Handling Cranes Accommodation and Pilot Ladders Deck Foam System 4.3 4.5 Provision Cranes Hose Handling Crane Accommodation and Pilot Ladders Illustrations Illustrations 4.4a Mooring Arrangement Anchoring Arrangement Illustrations Deck Foam System 4.2a Mooring 5.1.1 5.1.2 Deck Fire Hydrant System 5.4 Lifeboat Lifeboat Launch and Recovery Procedure Hydrostatic Release Unit Righting a Capsized Liferaft Portable Gas Meters Pump Room Bilge System Illustrations 4.6a 3.3 5.1 Illustrations 3.2.1 Cargo Control Centre 3.2.1a Cargo Control Room 3.2.1b Cargo Control Room Console Tank Level Measurement and Alarms Saab Tank Level Monitor Display Tank Grades Window Tank Channel Data Window Remote Sounding and Draught Gauge System Overfill Alarm System COT Overfill Alarm Panel Gas Detection System Part 4: Emergency Systems and Procedures Centralised Control Room, Console and Panels Illustrations Part 5: Mooring and Deck Systems Illustrations Ballast Operation Heavy Weather Ballasting Line Cleaning Oil Discharge Monitoring Equipment (ODME) Cargo Operating Manual Pump Room Bilge System Cargo Tank Instrumentation System 3.3.1 3.3.2 3.3.3 3.3.4 Issue: 1 Saab Tank Level Measurement System Remote Sounding and Draught Gauge System Overfill Alarm System Gas Detection System 4.7 Emergency Towing Equipment Illustrations 4.7a 4.7b Forward Emergency Towing Arrangement Aft Emergency Towing Arrangement IMO No.9301419 Front Matter - Page 2 of 8 Yuri Senkevich - Hull No.1602 Issue and Updates This manual was produced by: This manual is provided with a system of issue and update control. Controlling documents ensure that: WORLDWIDE MARINE TECHNOLOGY LTD. • 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. Cargo Operating Manual For any new issue or update contact: The Technical Director WMT Technical Office The Court House 15 Glynne Way Hawarden Deeside, Flintshire CH5 3NS, UK E-Mail:
[email protected] 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 Head Office Technical Operations Department. Issue: 1 IMO No.9301419 Front Matter - Page 3 of 8 Yuri Senkevich - Hull No.1602 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issues and Updates April 2006 Text Cargo Symbols List April 2006 1.5 Crude Oil Washing and Tank Cleaning System Machinery Symbols List and Colour Scheme April 2006 1.5.1 System Description Introduction April 2006 Illustrations Text 1.1 Cargo Tank Layout and Capacity Tables April 2006 Illustrations 1.1a Cargo Tank Layout April 2006 Text Discharging Cargo April 2006 Full Discharge April 2006 2.4.2 Full Discharge of a Single Grade Cargo with COW April 2006 of both Slop Tanks, No.1 and No.4 COTs Tank Heating April 2006 1.2.4b Steam Heating and Coil System for Water Ballast April 2006 Tanks Text April 2006 2.4.1 1.2.4 Steam Heating and Coil System for Cargo Oil April 2006 Tanks Purging Bow Loading System 2.4 April 2006 1.2.4a April 2006 April 2006 Slop Tank Usage April 2006 Bow Loading Single Grade Cargo Tank Cleaning Graphs - SC90T2 1.2.3 Slop Tank Cross Section April 2006 2.3.3b Multi Nozzle Tank Cleaning Machines (Slop April 2006 Tank) April 2006 1.2.3a April 2006 Bow Loading Arrangement 1.5.1d Measuring and Sampling April 2006 Loading Three Grade Cargo 2.3.3a 1.5.1c 1.2.2 Hermetic Portable Cargo Monitoring Device 2.3.2b Text Text 1.2.2b April 2006 April 2006 2.3.3c 1.5.1e April 2006 April 2006 April 2006 April 2006 Measuring and Sampling Points Loading Two Grade Cargo April 2006 April 2006 1.2.2a Issue 1 2.3.2a Crude Oil Washing and Tank Cleaning System Cargo Piping System April 2006 Item Tank Cleaning Machines System Description Cargo Piping System Issue 3 1.5.1b 1.2.1 1.2.1a Issue 2 1.5.1a 1.2 Illustrations Cargo Operating Manual Tank Cleaning Graphs - SC75T3 April 2006 1.6 Hydraulic System April 2006 2.4.1a Line Draining to MARPOL Line April 2006 1.6.1 Cargo and Ballast Valve Hydraulic Remote Control April 2006 System 2.4.2a Discharging Single Grade Cargo April 2006 2.4.2b COW of the Slop Tanks April 2006 2.4.2c COW of No.1 and No.4 COTs April 2006 2.5 Crude Oil Washing and Tank Cleaning System April 2006 2.5.1 Operation and Maintenance of the Crude Oil Wash April 2006 Machines Illustrations 1.6.1a Cargo and Ballast Valve Hydraulic System April 2006 1.6.1b Hand Pump April 2006 Text Text 1.7 Ballast System 1.7.1 System Description April 2006 April 2006 2.5.2 Crude Oil Wash April 2006 1.7.2 Venting April 2006 2.5.3 Water Wash, (Cold or Hot) April 2006 Illustrations Illustrations 1.7.1a Ballast System April 2006 2.5.1a Tank Cleaning System April 2006 1.7.1b Ballast Pump Graph April 2006 2.5.1b Tank Cleaning Machine Speed Adjustment April 2006 Ballast Tank Ventilation April 2006 2.5.2a Crude Oil Wash System April 2006 2.5.3a Water Wash April 2006 Cargo Pumps April 2006 1.7.2a 1.3.1 Main Cargo Pumps April 2006 Text 1.3.2 Stripping Pump and Eductors April 2006 2.1 Cargo Handling Operation Sequence Diagrams April 2006 Text 1.3.3 Automatic Cargo Stripping System April 2006 2.1.1 Loading April 2006 2.6 Gas Freeing April 2006 1.3.4 Cargo Valves April 2006 2.1.2 Discharging April 2006 2.6.1 Gas Freeing for Entry Procedure April 2006 1.3.5 High Velocity Pressure/Vacuum (PV) Valve April 2006 2.2 Inerting Cargo Tanks April 2006 2.6.2 Gas Freeing for Hot Work April 2006 2.2.1 Initial Inerting April 2006 Illustrations 2.2.2 Use With/Without Vapour Emission Control April 2006 (VEC) 2.6.1a 2.2.3 Inert Gas Operations during Loading April 2006 2.7 Ballasting and Deballasting Operations April 2006 2.2.4 Inert Gas Operations during Discharging April 2006 2.7.1 Ballast Operation April 2006 2.7.2 Heavy Weather Ballasting April 2006 2.7.3 Line Cleaning April 2006 2.7.4 Oil Discharge Monitoring Equipment (ODME) April 2006 1.3.1a Main Cargo Pumps April 2006 1.3.1b Cargo Pump Graph April 2006 1.3.1c HVPC Graph April 2006 1.3.2a Stripping and Eductor Pump Graph April 2006 1.3.3a Automatic Unloading Screen Display April 2006 1.3.3b Automatic Vacuum Stripping System April 2006 1.3.5a Pressure/Vacuum Valve April 2006 Text 1.4 Inert Gas System April 2006 1.4.1 Inert Gas System Description April 2006 1.4.2 Operation of the Main System April 2006 1.4.3 Top Up Generator (TUG) April 2006 Illustrations 1.4.1a Inert Gas System in Engine Room April 2006 1.4.1b Inert Gas System on Deck April 2006 1.4.1c Cargo Control Room Mimic Panel April 2006 Issue: 1 Illustrations April 2006 Gas Freeing April 2006 Text 2.2.1a Initial Inerting of Cargo Tanks 2.2.2a Vapour Emission Control System April 2006 2.2.3a Inert Gas Flow During Loading April 2006 Illustrations 2.2.4a Inerting During Discharge April 2006 2.7.1a Ballast Operation April 2006 2.7.1b Deballasting Operation April 2006 2.7.1c Stripping Operation April 2006 2.7.2a Loading Heavy Weather Ballast April 2006 2.7.2b Discharging Heavy Weather Ballast April 2006 Text 2.3 Loading Cargo April 2006 2.3.1 Loading a Single Grade Cargo April 2006 2.3.2 Loading a Two and Three Grade Cargo April 2006 2.3.3 Bow Loading April 2006 Illustrations 2.3.1a Issue 3 Illustrations 1.3 IIlustrations Issue 2 Loading Single Grade Cargo IMO No.9301419 April 2006 2.7.3a Line Wash No.1 Main Cargo Oil Pump April 2006 2.7.3b Line Wash No.2 Main Cargo Oil Pump April 2006 2.7.3c Line Wash No.3 Main Cargo Oil Pump April 2006 Front Matter - Page 4 of 8 Yuri Senkevich - Hull No.1602 Item Issue 1 Issue 2 Issue 3 Item Issue 1 2.7.4a Oil Discharge Monitoring Equipment April 2006 4.4 2.7.4b Controller Flow Chart April 2006 Illustrations Text 4.4a Cargo Operating Manual Oil Spill and Pollution Prevention - Cargo April 2006 April 2006 Emergency Inerting of Ballast Tanks April 2006 Control Systems April 2006 Text 3.1.1 Control System Overview April 2006 4.5 3.1.2 Mimic Displays April 2006 Illustrations 3.1.3 Control of Valves and Pumps April 2006 4.5a Emergency Inerting Ballast Tanks April 2006 3.1.4 Loading Computer April 2006 4.5b Inerting Ballast Tanks April 2006 Pump Room Bilge System April 2006 3.1.1a Control and Alarm System Overview April 2006 4.6 3.1.1b Operator Control Panel April 2006 Illustrations 3.1.2a Cargo System Screen Display1 April 2006 4.6a 3.1.2b Cargo System Screen Display 2 April 2006 Text Pump Room Bilge System April 2006 Emergency Towing Equipment April 2006 3.1.2c Cargo System Screen Display 3 April 2006 4.7 3.1.2d Auto Unloading Screen Display April 2006 Illustrations 3.1.2e Water Ballast Screen Display April 2006 4.7a Forward Emergency Towing Arrangement April 2006 4.7b Aft Emergency Towing Arrangement April 2006 Text 3.2 Centralised Control Room, Console and Panels April 2006 Text 3.2.1 Cargo Control Centre April 2006 5.1 Mooring April 2006 5.1.1 Mooring Arrangement April 2006 Anchoring Arrangement April 2006 Illustrations 3.2.1a Cargo Control Room April 2006 5.1.2 3.2.1b Cargo Control Room Console April 2006 Illustrations 3.3 Cargo Tank Instrumentation System April 2006 3.3.1 Saab Tank Level Measurement System April 2006 3.3.2 Remote Sounding and Draught Gauge System April 2006 3.3.3 Overfill Alarm System April 2006 3.3.4 Gas Detection System April 2006 Text Illustrations 3.3.1a Tank Level Measurement and Alarms April 2006 3.3.1b Saab Tank Level Monitor Display April 2006 3.3.1c Tank Grades Window April 2006 3.3.1d Tank Channel Data Window April 2006 3.3.2a Remote Sounding and Draught Gauge System April 2006 3.3.3a Overfill Alarm System April 2006 3.3.3b COT Overfill Alarm Panel April 2006 3.3.4a Gas Detection System April 2006 Deck Fire Hydrant System April 2006 Text Illustrations Fire and Wash Deck System April 2006 Deck Foam System April 2006 Text 4.2 Illustrations 4.2a Deck Foam System Discharge of Cargo from a Damaged Tank Issue: 1 5.3.2a Issue 1 Righting a Capsized Liferaft April 2006 Portable Gas Meters April 2006 Issue 2 Issue 3 5.4 5.1.1a Mooring Arrangement 5.1.1b Arrangement of Mooring and Anchor Handling April 2006 Winches April 2006 5.1.2a Arrangement of Mooring and Anchor Handling April 2006 Winches Text 5.2 Lifting Equipment April 2006 5.2.1 Provision Cranes April 2006 5.2.2 Hose Handling Crane April 2006 5.2.3 Accommodation and Pilot Ladders April 2006 Illustrations 5.2.1a Port Provisions Crane April 2006 5.2.1b Starboard Provisions Crane April 2006 5.2.2a Hose Handling Cranes April 2006 5.2.3a Accommodation and Pilot Ladders April 2006 Text 5.3 Lifesaving Equipment April 2006 5.3.1 Lifeboats and Davits April 2006 5.3.2 Liferafts April 2006 5.3.3 Lifeboat Survival Guide April 2006 5.3.4 Self-Contained Breathing Apparatus (SCABA) April 2006 Systems and Equipment Illustrations April 2006 Text 4.3 Item Text Illustrations 4.1a Issue 3 Text Oil Spill Drain System 3.1 4.1 Issue 2 April 2006 5.3.1a Lifeboat 5.3.1b Lifeboat Launch and Recovery Procedure April 2006 April 2006 5.3.1c Hydrostatic Release Unit April 2006 IMO No.9301419 Front Matter - Page 5 of 8 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Cargo Symbols List Cargo Colour Scheme Globe Valve Gate Valve Diaphragm Operated Valve Orifice Hydraulically Operated Deck Stand Angle Stop Valve Breathing Valve Diaphragm Operated Valve (Three-Way Control) Hand Pump Hand Operated Diaphragm Cargo Grade - 1 Cargo Grade - 2 3-Way Valve Hose Valve Storm Valve Positive Displacement Pump Non-Return Valve Angle Hose Valve Angle Storm Valve Gear or Screw Type Pump Diaphragm with Positioner Angle Non-Return Valve Foot Valve Diaphragm Operated Valve with Positioner (Three-Way Control) Centrifugal Pump Float Screw Down Non-Return Valve Needle Valve Filter Ejector (Eductor Injector) Weight Screw Down Non-Return Valve Angle Needle Valve and V Port Valve Rose Box Overboard Discharge Spring Swing Check Valve Two-Way Cock Mud Box Observation Glass Cylinder with Positioner Flap Check Valve Three-Way Cock (L-Type) Separator Goose Neck Hand Operated (Locked Shut) Pressure Regulating Valve Three-Way Cock (T-Type) Simplex Auto-Back Flushing Filter Goose Neck Type Air Pipe Head (with Wire Net) Hand Operated (Locked Open) 18 / 10kg/cm2 Steam Safety / Relief Valve Locked Cock Drain Silencer Suction Bellmouth M Electric Motor Driven Freon Angle Safety / Relief Valve Auto Vent Valve Float Type Air Pipe Head (with Insect Screen) Scupper A Air Motor Driven Self-Closing Valve Cylinder with Positioner (Three-Way Control Rotary Plug Type) Float Type Air Pipe Head (with Flame Proof Screen) Cargo Grade - 3 Domestic Fresh Water HT Cooling Water Boiler Feed Water LT Cooling Water Marine Diesel Oil Slops Sea Water Ballast Water P1 P2 Angle Self-Closing Valve Remote Operated Valve Regulating Valve Emergency Shut Off Valve (Air Operated) Butterfly Valve Emergency Shut Off Valve (Hydraulic Operated) Issue: 1 Fuel Oil 6kg/cm2 Steam HB Fire Hose Box S Solenoid Driven Condensate Air Horn Not Connected Crossing Pipe Air S Steam Horn Connected Crossing Pipe E Electric Horn A Bilges Duplex Oil Strainer T Pipe Instrumentation Foam Lubricating Oil A Air Motor Valve Y-Type Strainer Flexible Hose Joint Pneumatic Remote Operated Butterfly Valve M Electric Motor Valve Drain Trap Blind (Blank) Flange Inert Gas Hydraulic Cylinder Type Actuator S Solenoid Valve Hopper without Cover Spectacle Flange ( Open, Shut) Sludge W Wax Expansion Type Control Valve Hopper with Cover Spool Piece Self Contained Type Control Valve Sounding Head with Filling Cap Discharge / Drain Piston Valve Sounding Head with SelfClosing Cap and Sampling Cock (Self Closing) Tank Penetration Intermediate Position Control Valve Actuator A Ullage Stand with Cover CO2 Remote Operated Hydraulic Butterfly Valve Pneumatic Cylinder Type Actuator A U Fire / Deck Water Auto Control Valve Actuator Hydraulic Oil IMO No.9301419 Exhaust Gas Front Matter - Page 6 of 8 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Machinery Symbols List Mechanical Colour Scheme Globe Valve Ball Valve Diaphragm Operated Valve with Positioner (Three-Way Control) Gear or Screw Type Pump Diaphragm Angle Stop Valve Angle Needle Valve and V Port Valve Filter Centrifugal Pump Diaphragm with Positioner 3-Way Valve Two-Way Cock Rose Box Ejector (Eductor Injector) Float Non-Return Valve Three-Way Cock (L-Type) Mud Box Overboard Discharge Weight Angle Non-Return Valve Three-Way Cock (T-Type) Separator Observation Glass Spring Screw Down Non-Return Valve Locked Cock Simplex Auto-Back Flushing Filter Flow Meter Cylinder with Positioner Screw Down Non-Return Valve Auto Vent Valve Drain Silencer Goose Neck Hand Operated (Locked Shut) Swing Check Valve Cylinder with Positioner (Three-Way Control Rotary Plug Type) Float Type Air Pipe Head (with Insect Screen) Goose Neck Type Air Pipe Head (with Wire Net) Hand Operated (Locked Open) Pressure Regulating Valve Remote Operated Valve Float Type Air Pipe Head (with Flame Proof Screen) Suction Bellmouth Safety / Relief Valve Emergency Shut Off Valve (Air Operated) Ullage Stand with Cover Scupper Angle Safety / Relief Valve Emergency Shut Off Valve (Hydraulic Operated) Domestic Fresh Water HT Cooling Water Boiler Feed Water LT Cooling Water Marine Diesel Oil Slops P1 P2 U FI A Air Motor Valve Angle Self-Closing Valve M Electric Motor Valve Regulating Valve S W Fire / Deck Water 16 / 10kg/cm2 Steam 6kg/cm2 Steam HB Fire Hose Box Piston Freon M Electric Motor Driven A Air Motor Driven S Solenoid Driven Bilges Fuel Oil Condensate Air A Air Horn S Steam Horn Not Connected Crossing Pipe Electrical Signal Y-Type Strainer Solenoid Valve Drain Trap E Electric Horn Connected Crossing Pipe Foam Wax Expansion Type Control Valve Hopper without Cover Flexible Hose Joint T Pipe Gate Valve Self Contained Type Control Valve Hopper with Cover Blind (Blank) Flange Hydraulically Operated Deck Stand Breathing Valve Piston Valve Sounding Head with Filling Cap Spectacle Flange ( Open, Shut) Hose Valve Diaphragm Operated Valve Sounding Head with SelfClosing Cap and Sampling Cock (Self Closing) Spool Piece Angle Hose Valve Diaphragm Operated Valve (Three-Way Control) Orifice Discharge / Drain Foot Valve Storm Valve Hand Pump Tank Penetration Needle Valve Angle Storm Valve Positive Displacement Pump Hand Operated Butterfly Valve Issue: 1 Ballast Water CO2 Duplex Oil Strainer Self-Closing Valve Sea Water Instrumentation Lubricating Oil Hydraulic Oil IMO No.9301419 Inert Gas Sludge Front Matter - Page 7 of 8 Yuri Senkevich - Hull No.1602 INTRODUCTION General Although this ship is supplied with shipbuilder’s plans and manufacturer’s 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, inform and guide competent ship’s staff and trainees in the operation of the systems and equipment on board and to provide additional information that may not be otherwise available. In some cases, the competent ship’s 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 manufacturer’s instruction manuals, bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s 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 this vessel has been carefully collated in relation to the systems of the vessel and is presented in two on board volumes consisting of a CARGO OPERATING MANUAL and a 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 and 1995. The information, procedures, specifications and illustrations in this manual have been compiled by WMT personnel by reference to shipyard drawings and manufacturer’s 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 ship’s 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 ship’s 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 ship’s installations, set points, equipment or approved deviation from published operating procedures must be reported immediately to the Head Office Technical Operations Department who should inform WMT so that a revised document may be issued to this ship and in some cases, others of the same class. Issue: 1 Cargo Operating Manual Safe Operation The valves and fittings identifications used in this manual are the same as those used by the shipbuilder. 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. 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. • 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. Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the following colour scheme. • Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the following pages. • Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. Notices • Never start a machine remotely from the cargo and engine control room without confirming visually that the machine is able to operate satisfactorily. The following notices occur throughout this manual: WARNING Warnings are given to draw reader’s attention to operation where DANGER TO LIFE OR LIMB MAY OCCUR. 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. CAUTION Cautions are given to draw reader’s attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. Description Note: Notes are given to draw reader’s attention to points of interest or to supply supplementary information. The concept of this Cargo Operating Manual is to provide information to technically competent ship’s 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 fire fighting 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. 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 involving 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. Part one is a description of the cargo system and part two details the cargo handling procedures. Part three describes the control and instrumentation for cargo handling. Part 4 describes the emergency systems and procedures and part five describes the mooring and deck systems IMO No.9301419 Front Matter - Page 8 of 8 PART 1: 1.1 CARGO SYSTEMS DESCRIPTION Cargo Tanks Layout and Capacity Plans Illustrations 1.1a Cargo Tanks Layout Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.1a Cargo Tanks Layout Port Slop No.6 Port No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port Stb'd Slop No.6 Starboard No.5 Starboard No.4 Starboard No.3 Starboard No.2 Starboard No.1 Starboard Two Grade Segregation, 67.23 / 32.77% Split Port Slop Stb'd Slop No.6 Port No.6 Starboard No.5 Port No.4 Port No.5 Starboard No.4 Starboard No.3 Port No.3 Starboard No.2 Port No.2 Starboard No.1 Port No.1 Starboard Port Slop No.6 Port No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port Stb'd Slop No.6 Starboard No.5 Starboard No.4 Starboard No.3 Starboard No.2 Starboard No.1 Starboard Two Grade Segregation, 65.16 / 34.84% Split Three Grade Segregation, 32.4/ 34.8 / 32.8% Split Key Port Slop No.6 Port No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port Stb'd Slop No.6 Starboard No.5 Starboard No.4 Starboard No.3 Starboard No.2 Starboard No.1 Starboard Cargo Group 1 Cargo Group 2 Cargo Group 3 Issue: 1 Two Grade Segregation, 67.61 / 32.39% Split IMO No.9301419 Section 1.1 - Page 1 of 4 Yuri Senkevich - Hull No.1602 1.1 CARGO TANK LAYOUT AND CAPACITY PLANS The cargo tanks consist of six sets of main cargo oil tanks as shown in illustration 1.1a and located directly aft of these are a pair of slop tanks. The total combined capacity of the cargo tanks including the slop tanks is 117,452,2m3 at 100% full. The cargo tanks are divided into main groups as follows: Three Grade Segregation Number 1 Group: No.1 and 4 cargo oil tanks (port and starboard) and the slop tanks giving a total of 38,041.3m3 at 100% capacity; 32.4% total ship capacity. 3) Cargo Operating Manual Number 1 Group No.2, 3, 5 and 6 cargo oil tanks (port and starboard) giving a total of 77,822.6m3 at 98% capacity; 67.61% total ship capacity. Number 2 Group No.1 and 4 cargo oil tanks (port and starboard) and both slop tanks giving a total of 37,280.4m3 at 98% capacity; 32.39% total ship capacity. Six pairs of water ballast tanks are situated outboard of, and underneath the cargo oil tanks. The fore peak and aft peak tank is also used for ballast. The total capacity of the ballast tanks, including the fore and aft peaks, is 46,025.8m3 at 100% capacity. In addition for heavy weather ballast No.4 COTs are the nominated tanks and these will add a further 20,050.6m3 if required, at 98% full. Number 2 Group: No.2 and 5 cargo oil tanks (port and starboard) giving a total of 40,918.3m3 at 100% capacity; 34.8% total ship capacity. The cargo oil tanks, including the slop tanks, the water ballast tanks including the fore and aft peak tanks and the two fresh water tanks, are all fitted with steam heating coils. Number 3 Group: No.3 and 6 cargo oil tanks (port and starboard) giving a total of 38,492.6m3 at 100% capacity; 32.8% total ship capacity. The cargo tanks can also be divided into three groups combining any two of the above where two valve separation is required giving an approximate split as indicated below. Two Grade Segregation 1) Number 1 Group No.1, 2, 4 and 5 cargo oil tanks (port and starboard) and both slop tanks giving a total of 77,380.3m3 at 98% capacity; 67.23% total ship capacity. Number 2 Group No.3 and 6 cargo oil tanks (port and starboard) giving a total of 37,722.7m3 at 98% capacity; 32.77% total ship capacity. 2) Number 1 Group No.1, 3, 4 and 6 cargo oil tanks (port and starboard) and both slop tanks giving a total of 75,003.1m3 at 98% capacity; 65.16% total ship capacity. Number 2 Group No.2 and 5 cargo oil tanks (port and starboard) giving a total of 40,099.9m3 at 98% capacity; 34.84% total ship capacity. Issue: 1 IMO No.9301419 Section 1.1 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual TANK CAPACITY TABLES WATER BALLAST TANKS 1m3 = 6.2898 US bbl CARGO OIL TANKS Location Compartment No.1 Cargo Oil Tank (P) No.1 Cargo Oil Tank (S) No.2 Cargo Oil Tank (P) No.2 Cargo Oil Tank (S) No.3 Cargo Oil Tank (P) No.3 Cargo Oil Tank (S) No.4 Cargo Oil Tank (P) No.4 Cargo Oil Tank (S) No.5 Cargo Oil Tank (P) No.5 Cargo Oil Tank (S) No.6 Cargo Oil Tank (P) No.6 Cargo Oil Tank (S) Slop Tank (P) Slop Tank (S) TOTAL 100% Full Location Capacities 98% Full Compartment Centre of Gravity LCG from Midship VCG above BL Frames 90.0 - 97.0 90.0 - 97.0 m3 7631.8 7623.3 m3 7479.1 7470.9 US bbl 47042.0 46990.5 m 89.56 89.56 m 12.70 12.70 83.0 - 90.0 83.0 - 90.0 76.0 - 83.0 76.0 - 83.0 69.0 - 76.0 69.0 - 76.0 62.0 - 69.0 62.0 - 69.0 55.0 - 62.0 55.0 - 62.0 54.0 - 55.0 54.0 - 55.0 10234.4 10223.1 10236.6 10225.3 10236.6 10223.2 10236.6 10224.2 9019.9 9010.8 1163.2 1163.2 117,452.2 10029.7 10018.6 10031.8 10020.8 10031.8 10018.8 10031.8 10019.8 8839.5 8830.6 1139.9 1139.9 115,103.0 63084.8 63015.0 63098.0 63028.0 63098.0 63016.2 63098.0 63022.5 55598.7 55542.7 7169.7 7169.7 723,974.6 61.78 61.78 32.18 32.18 2.57 2.57 -27.04 -27.04 -55.24 -55.24 -71.43 -71.43 12.38 12.38 12.38 12.38 12.38 12.38 12.38 12.38 12.75 12.75 13.58 13.58 SG = 1.025 Capacities 100% Full Centre of Gravity LCG from Midship Fore Peak Tank (C) No.1 Water Ballast Tank (P) Frames 97.0 - 120.5 90.0 - 97.0 m3 2937.3 3650.0 mt 3010.8 3741.3 m 110.87 91.83 No.1 Water Ballast Tank (S) No.2 Water Ballast Tank (P) No.2 Water Ballast Tank (S) No.3 Water Ballast Tank (P) No.3 Water Ballast Tank (S) No.4 Water Ballast Tank (P) No.4 Water Ballast Tank (S) No.5 Water Ballast Tank (P) No.5 Water Ballast Tank (S) No.6 Water Ballast Tank (P) No.6 Water Ballast Tank (S) 90.0 - 97.0 83.0 - 90.0 83.0 - 90.0 76.0 - 83.0 76.0 - 83.0 69.0 - 76.0 69.0 - 76.0 62.0 - 69.0 62.0 - 69.0 48.0 - 62.0 48.0 - 62.0 3650.0 3314.0 3314.0 3412.8 3412.8 3412.8 3412.8 3401.6 3401.6 3882.8 3882.8 3741.3 3396.9 3396.9 3498.1 3498.1 3498.1 3498.1 3486.6 3486.6 3979.8 3979.8 91.83 61.51 61.51 32.18 32.18 2.57 2.57 -27.01 -27.01 -58.62 -58.62 9.16 7.27 7.27 7.25 7.25 7.25 7.25 7.27 7.27 7.90 7.90 Aft Peak Tank (C) -5.6 - 12.0 940.5 46025.8 964.0 47176.4 -112.92 13.99 TOTAL LUBRICATING OIL TANKS FUEL OIL TANKS Location Compartment No.1 HFO Tank (P) No.1 HFO Tank (S) No.2 HFO Tank (P) No.2 HFO Tank (S) HFO Service Tank (S) No.1 HFO Settling Tank (S) No.2 HFO Settling Tank (S) TOTAL Issue: 1 Frames 48.0 - 54.0 48.0 - 54.0 100% Full m3 Location SG= 0.990 Capacities 98% Full m3 Compartment Centre of Gravity LCG from Midship VCG above BL 843.2 837.3 826.3 820.5 mt 818.1 812.3 m -76.03 -76.04 m 14.95 14.90 23.0 - 48.0 23.0 - 48.0 44.0 - 48.0 40.0 - 44.0 629.6 531.1 88.3 80.5 617.0 520.5 86.6 78.9 610.9 515.2 85.7 78.1 -84.75 -86.95 -80.20 -83.40 16.25 16.87 16.34 16.71 36.0 - 40.0 80.5 78.9 78.1 -86.60 16.71 3090.5 3028.7 2998.4 IMO No.9301419 VCG above BL Main LO Storage Tank (S) Main LO Settling Tank (P) Cylinder Oil Storage Tank (P) Generator Engine LO Storage Tank (S) Turbine LO Storage Tank (S) Main LO Sump Tank (C) TOTAL 100% Full Frames 44.0 - 48.0 m3 39.3 44.0 - 48.0 9.36 9.16 SG= 0.900 Capacities 98% Full m3 m Centre of Gravity mt LCG from Midship VCG above BL 38.5 34.6 m -80.20 m 18.51 39.3 38.5 34.6 -80.20 18.51 44.0 - 48.0 52.4 51.3 46.2 -80.20 18.51 45.0 - 48.0 11.0 10.8 9.7 -79.80 17.41 44.0 - 45.0 3.7 3.6 3.2 -81.40 17.41 24.0 - 36.0 30.3 29.7 26.7 -93.23 1.50 176.0 172.4 155.0 Section 1.1 - Page 3 of 4 Yuri Senkevich - Hull No.1602 DIESEL OIL TANKS Location Compartment MDO Storage Tank (P) MDO Service Tank (S) MDO Settling Tank (S) TOTAL 100% Full SG= 0.900 Capacities 98% Full Centre of Gravity LCG from Midship VCG above BL Frames 23.0 - 37.0 23.0 - 27.0 m3 258.9 56.1 m3 253.7 54.9 mt 228.3 49.4 m -92.37 -96.93 m 18.97 18.98 27.0 - 30.0 51,5 366.5 50.4 359.0 45.4 323.1 -94.17 18.97 FRESH WATER TANKS Location Fresh Water Tank (P) Fresh Water Tank (S) Frames 4.0 - 12.0 8.0 - 12.0 TOTAL SG= 1.000 Capacities 100% Full Compartment m3 230.1 127.1 357.2 Centre of Gravity LCG from Midship mt 230.1 127.1 357.2 m -110.38 -108.95 MISCELLANEOUS TANKS Location Capacities 100% Full Compartment Bilge Holding Tank (C) Oily Bilge Tank (C) Sludge Tank (S) Cooling Water Tank (S) TOTAL Frames 13.0 - 21.0 21.0 - 23.0 34.0 - 44.0 7.3 - 13.0 m3 mt 10.5 31.7 123.7 10.5 31.7 123.7 m -102.8 -99.38 Issue: 1 Frames 44.0 - 48.0 Capacities 100% Full m3 19.09 19.09 VCG above BL m 1.57 1.53 -85.80 -107.97 FUEL OIL OVERFLOW TANK Fuel Oil Overflow Tank (S) TOTAL m SG= 1.000 LCG from Midship 57.6 23.9 Compartment VCG above BL Centre of Gravity 57.6 23.9 Location Cargo Operating Manual 10.30 3.93 SG= 0.990 Centre of Gravity LCG from Midship mt 15.6 15.5 15.6 15.5 m -80.20 VCG above BL m 7.41 IMO No.9301419 Section 1.1 - Page 4 of 4 1.2 Cargo Piping System 1.2.1 System Description 1.2.2 Measuring and Sampling 1.2.3 Slop Tank Usage 1.2.4 Tank Heating Illustrations 1.2.1a Cargo Piping System 1.2.2a Measuring and Sampling Point 1.2.2b Hermetic Portable Cargo Monitoring Device 1.2.3a Slop Tank Cross Section 1.2.4a Steam and Heating Coil System for Cargo Oil Tanks 1.2.4a Steam and Heating Coil System for Water Ballast Tanks Yuri Senkevich - Hull No.1602 Illustration 1.2.1a Cargo Piping System No.3 Cargo Oil Main Line Key No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor OD 332 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 No.6 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OT 130 OT 129 OT112 OP206 OP216 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 360 OD364 OP254 OP 253 OP264 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 20" Coupler Valve OD303 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 IG42 20" Inboard Valve OP269 OP247 Cargo Grade - 3 OD 317 From Inert Gas System OD 347 Cargo Grade - 2 OD321 OD 325 OD 333 Cargo Grade - 1 OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 PI OP272 OP279 OP280 OD 361 OD 320 OD 323 PI OD311 OD310 Slop Tank OP284 Drain Tank OD343 OD 328 OD329 OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 PI OD337 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OD339 OD363 OD352 Cargo Oil Stripping Line TC45 Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 1.2.1 - Page 1 of 2 Yuri Senkevich - Hull No.1602 1.2 CARGO PIPING SYSTEM 1.2.1 SYSTEM DESCRIPTION Cargo System The cargo space consists of six pairs of cargo tanks and one pair of slop tanks as indicated in illustration 1.2.1a shown above. The two after-most tanks are the designated slop tanks. The cargo tanks are divided into three main segregation groups and are separated by double isolation valves, valves OT105 and OT106 separate groups No.1 and No.2, while valves OT111 and OT112 separate groups No.2 and No.3. This allows a maximum of three grades to be carried, loaded/discharged while maintaining two valve separation. • Group 1 Segregation - Tank pairs No.1, No.4 and both the slop tanks. (Red line) • Group 2 Segregation - Tank pairs No.2 and No.5. (Blue line) • Group 3 Segregation - Tank pairs No.3 and No.6. (Yellow line) The ship design also allows for a two grade configuration to be carried while maintaining two valve separation. This allows two grades to be carried, loaded/ discharged without contamination in the tank combinations shown below. Additionally, see illustration 1.1a. • Configuration 1. - First group tank pairs No.1, 2, 4, 5 and both slop tanks, with the second group tank pairs No.3 and 6. • Configuration 2. - First group tank pairs No.1, 3, 4, 6 and both slop tanks, with the second group tank pairs No.2 and 5. • Configuration 3. - First group tank pairs No.2, 3, 5, 6, with the second group tank pairs No.1, 4 and both slop tanks. The provision of isolation valves OT129 and OT130 allow for loading/ discharge of groups 1 and 3 via a single line if required. Discharge of the cargo tanks is via three single stage steam turbine driven vertical centrifugal cargo oil pumps that are located in the cargo pump room. Each of the pumps has a capacity of 2,500m3/h, with each pump discharging to its respective manifold connection on the main deck.All three of the pumps are connected to an automatic cargo stripping unit (AUS) consisting of gas separators and vacuum pumping units. The lines from the tanks to the pumps are of a nominal 350mm to 550mm diameter and 500mm diameter from the pumps to the cargo manifolds. The cargo lines are drained using a steam driven reciprocating stripping pump rated at 200m3/h which is also located in the pump room. This pump discharges via a 150mm line (commonly called the MARPOL Line), to the manifolds outboard of the manifold valves. Issue: 1 Cargo Operating Manual For loading, each segregation has its own loading drop line (500mm) direct from the manifold and connected to its respective bottom line in No.4 COT. In addition to conventional loading via the port or starboard manifold system the vessel is equipped with a bow loading arrangement to handle crude oil transfer hoses from an Articulated Loading Platform (ALP). The system comprises a deck mounted 20" coupler valve on the port side of the focsle deck with associated mooring and hose handling equipment. The coupler valve is connected to a 20" cargo line, supported by one bracket, with a connection into the fixed piping distribution system onboard. From the coupling valve the crude oil is supplied via the 20" hydraulic inboard valve OD358 into the 750mm distribution line. The isolation valves OD304 and OD305 segregate the 750mm distribution line from the cargo oil main lines. Loading to each individual group or all groups is via the isolation valves on each main cargo line, OD308, OD309 for group one, OD310, OD311 for group two and OD312, OD313 for group three, then via the drop lines to the tanks. The bottom suction lines in the pump room are interconnected to the pump suction side through a crossover line with a connection to the main sea chest. The connection to the sea chest is kept closed during normal loading/ discharging and sea passage with the two sea chest isolation valves. A drain test cock and pressure gauge to indicate leakage is fitted between the ship’s side valve and the inner sea valve. The cargo suction crossover is also capable of being connected to the ballast main suction line, isolated in normal conditions by a non-return valve, OP234 with a blank and removable spool piece between the isolation valve OP235 on the cargo side and the ballast line isolating valve, BA032. The delivery side of the pumps is interconnected through a crossover line. A number of lines are branched off this interconnection crossover, one line feeds the cargo tank cleaning system while another line is used to feed the driving fluid for the cargo stripping eductor or to discharge directly into either slop tank. Additionally, there is a branch line for discharging heavy weather ballast water to overboard via the oil discharge monitoring equipment. This line terminates in a high overboard discharge outlet on the port side of the ship and is approximately 500mm above the deepest water ballast line. In the event that the heavy weather ballast water discharge overboard is above the allowable limit, as measured by the oil discharge monitoring equipment, then the discharge is redirected to the slop tanks. This discharge connection to overboard is kept closed by double isolating valves and a removable spool piece. The port and starboard slop tanks are interconnected by a levelling line and valves, the starboard tank is the dirty slop tank. Both slop tanks have separate stripping suctions connected to the cargo oil stripping pump and eductor crossover. The crossover line on the cargo suction main and discharge main lines in the IMO No.9301419 cargo pump room are provided for the flexibility of cargo handling and tank cleaning with sea water. Similarly, crossover lines are provided at the forward end of the tank bottom lines in No.2 and 3 COT with two valve separation. Each cargo tank has a suction well in which the both the main and stripping suctions are situated. Both the suctions are fitted with a cone type bellmouth, with the suctions wells aligned to the starboard side in each cargo oil tank. Ballast is not carried in the cargo tanks under normal circumstances, but, if it is considered that additional ballast in a cargo tank or tanks may be required during the ballast voyage, under the conditions and provisions specified in Regulation 13 (3) of Annex I in MARPOL 73/78, such ballast water can be handled by the cargo pumping and piping system. All of the cargo oil tanks and both slop tanks are fitted with heating coils. There is a connection from the inert gas (IG) system to allow fresh air to be introduced into the bottom of the cargo tanks via the three drop lines during gas freeing operations. Additionally, during the initial inerting of the cargo tanks IG can be directed into the tanks via the suction valves via this connection. Cargo Stripping System The cargo stripping is performed by the cargo pumps with an automatic stripping system, cargo stripping eductor and cargo stripping pump. Three 2,500m3/h cargo oil pumps are fitted with an automatic stripping system consisting of two vacuum pumps, one sealing water tank and three gas separators. Gas and condensate from the automatic cargo stripping system are extracted to the starboard slop tank by means of vacuum pumps. A single 400m3/h stripping eductor is installed to take suction from each of the cargo bottom lines, via the eductor/stripping pump crossover, and discharging to the port or starboard slop tanks. The eductor drive can be supplied by any of the main cargo pumps. The manifold area is fitted with drip trays on either side for the collection of any spillage from the shore connections. The respective drip trays can be drained down into the respective No.4 cargo tanks. The 200m3/h cargo stripping pump is used for stripping out the cargo lines to a slop tank after cargo discharge operations have finished. These drainings can then be discharged via the 150mm stripping discharge line (MARPOL line) as required by MARPOL 73/78, this line is led to the main deck and is connected outboard of the manifold valves on each side. Additionally, the cargo stripping pump is used for discharging the contents of the cargo pump room bilge to the port or starboard slop tank, or if necessary directly overboard via the ODME line with the ODME in operation. See section 4.1.6 Pump Room Bilge System in the cargo operating manual for full details of the configuration and operation for pumping out the pump room bilges. Section 1.2.1 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.2.2a Measuring and Sampling Points Slop Tank (Port) No.6 Water Ballast Tank (Port) No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port) No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) No.1 Heavy Fuel Oil Bunkering Tank (Port) R R R R R R R R R R R R R R Pump Room No.2 Heavy Fuel Oil Bunkering Tank (Starboard) Slop Tank (Starboard) No.6 Cargo Oil Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) No.6 Water Ballast Tank (Starboard) No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard) Seat for Vapour Control Valve/Hand Dipping Port Seat for Vapour Control Valve/Hand Dipping Port Tank Gauge Unit and Temperature Measuring Unit 14 pcs TGS 5110 14 pcs TGC 5110 I I Key 2 250 3 1 - Vapour Control Valve 2 - Gasket and Flange 3 - Pipe Key 2 Hole for Portable Tank Cleaning Machine 14 TMU 28 TMS 250 Vapour Control Valve 3 Ball Valve for Hand Dipping 10 Issue: 1 91 10 63 IMO No.9301419 R Radar Beam Type Tank Level Gauge Section 1.2.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 1.2.2 Cargo Operating Manual MEASURING AND SAMPLING UTI Ullage Levels for 95% Capacity Illustration 1.2.2b Hermetic Portable Cargo Monitoring Device Introduction Note: These are only calculated for Pavel Chernysh, other vessels may differ. Cargo and slop tank levels, with high level alarm, set to 95% tank volume, are relayed to the Cargo Control Room (CCR) by the Saab TankRadar radar beam type transmitters and displayed on a CRT monitor mounted in the cargo control console. An independent overfill alarm is fitted to each cargo and slop tank and are designed to alarm at 95% and 98% of each tank volume. The overfill alarms should be tested for operation prior to cargo operations, a magnet supplied by the manufacturer is used up against a reference point on each overflow device body to test the alarm function. CAPACITY 95% Digital temperature indication for the cargo and slop tanks is provided in conjunction with the Saab TankRadar system. The temperature is measured at three points and continuously displayed on the Saab CRT monitor. Each cargo oil and slop tank is fitted with a 2" HERMetic compact valve C2SS-W and two 1" HERMetic compact valve C1-SS-W compact valve. These valves provide hand dipping points to check the dryness (retained on board value) of the cargo oil tanks in accordance with the requirements of the IMO, independent ullage checks, temperatures and oil/water interface readings using the HERMetic portable cargo monitoring devices. The seal valve allows for the connection and disconnection of the portable cargo monitoring devices without having to broach the inert gas in the cargo tanks. Prior to cargo operations the independent high high level alarms are tested using the test rod. There is a 15~20 second time delay prior to the activation of the high high level alarm. The high high and overfill alarms are relayed audibly and visually to the deck watch via a yellow strobe light and Pi-Po sounding electric siren for the high high alarm; the overfill alarm is a red strobe with a Wa-Woo sounding siren. A visual and audible alarm is also activated in the CCR on the independent alarm monitoring panel. Issue: 1 Used for : 1. Ullage, Oil Water Interface and Temperature 2. Hand Dipping 2" Seal Valve Tank 1 Port 1 Stbd 1 Port 2 Stbd 3 Port 3 Stbd 4 Port 4 Stbd 5 Port 5 Stbd 6 Port 6 Stbd Slop Port Slop Stbd CUBIC M 7250.2 7242.1 9722.7 9711.9 9724.8 9714.0 9724.8 9712.0 9724.8 9713.0 8568.9 5560.3 1105.0 1105.0 111,579.6 US BBLS 45602.5 45551.7 61153.9 61086.4 61167.1 61099.5 61167.1 61087.0 61167.1 61093.0 53896.9 53842.5 6950.5 6950.5 701,815.6 Ullage (UTI) 2.000 1.990 1.873 1.780 1.868 1.782 1.914 1.776 1.864 1.792 1.803 1.731 1.897 1.941 Cap Sleeve Upper Deck Detail Of 2" Seal Valve IMO No.9301419 Section 1.2.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 1.2.3 SLOP TANK USAGE Introduction 3) Cargo Operating Manual Oxygen content readings of the slop tank atmospheres and cargo oil tanks to be COWd must be taken prior to COW or water washing and monitored at regular intervals. Readings must not exceed 8%. There are two slop tanks fitted with uses that can be listed as follows: • Cargo carrying tanks. • Crude oil washing (COW) when utilising the stripping eductor. • Water washing prior to tank inspection or refit. • As part of the ODME system, the flow is automatically diverted, as necessary, to a selected slop tank when decanting slops or discharging heavy weather ballast to sea. Illustration 1.2.3a Slop Tank Cross Section BG12 Loading of the slop tanks is completed in the normal manner from the No.1 cargo main bottom line. 1) The slop tanks are aft and of relatively small volume, the volume in one tank between 90% and 100% capacity is 116m3 and 33m3 between 98% and 100%. Care must be taken when loading these tanks as they fill very quickly. 2) Prior to COW, it is necessary to decant the free water from all cargo oil tanks, 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. During COW, fresh crude oil can be drawn from the port slop tank via a direct suction from the pump room, valve OP209 (see the following section on the heating capacity of the cargo and slop tanks). 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. Issue: 1 Slop Tank Clean OT136 Emptying of the slop tanks is normally carried out via the main suctions during bulk discharge and draining. The direct suctions in the pump room are mainly used during draining with the stripping pump. During COW, fresh crude oil can be drawn, depending on grade segregation, from either slop tank direct suction in the pump room via valves OP203 and OP209. Crude oil is pumped up the COW line and through the eductor system simultaneously to provide both wash fluid and draining capacity. The eductor can discharge to either slop tank. During water washing, both slop tanks are normally utilised. Clean water is drawn from the port slop tank and the drainings from the eductor discharge are directed to the starboard slop tank. Clean water flows across to the port slop tank via the balance line. Careful management of the slop tanks is essential at all times. The following useful guidelines should be noted: BG11 Slop Tank Dirty 2.5m 2.5m Approximately ¾ Volume OP207 From Cargo Stripping Pump and Eductor OT135 OP201 From Cargo Stripping Pump and Eductor 15.5m To Cargo Oil Pump Crossover OP203 OP209 1.10m To Eductor and Cargo Stripping Pump 2.0.m OP208 Water Ballast Tank (Port) IMO No.9301419 OT132 OT131 OP202 To Cargo Oil Pump Crossover To Eductor and Cargo Stripping Pump Water Ballast Tank (Starboard) Section 1.2.3 - Page 1 of 1 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.2.4a Steam and Heating Coil System for Cargo Oil Tanks Key Slop Tank (Port) No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Steam To No.1 Water Ballast Tank (Port) To No.5 Water Ballast Tank (Port) To No.4 Water Ballast Tank (Port) To No.3 Water Ballast Tank (Port) To No.2 Water Ballast Tank (Port) Condensate To Slop Tank (Port) To No.6 Water Ballast Tank (Port) Inert Gas Deck Water Seal HC251 HC252 HC211 HC210 HC209 HC208 HC255 HC253 HC212 HC254 HC213 HC256 Deck HC271 HC273 HC268 To Steam Heater HC222 P/V Valve HC263 HC265 HC264 HC266 HC 596 HC179 HC178 HC177 HC175 HC214 HC221 HC258 HC274 HC174 HC220 HC219 HC218 HC257 HC272 HC217 HC216 HC215 HC173 HC172 HC171 HC170 HC135 HC184 P/V Valve HC229 HC228 HC230 HC 590 HC139 HC138 HC137 HC134 HC182 HC181 HC180 HC176 HC183 HC227 HC133 HC132 HC131 HC130 HC144 HC190 HC192 HC93 HC92 HC101 HC100 HC99 HC97 P/V Valve HC191 HC96 HC142 HC141 HC140 HC136 HC143 HC189 HC95 HC94 HC 584 HC150 HC152 HC 578 HC55 HC63 HC54 HC62 HC61 HC59 HC105 HC65 HC111 HC113 HC112 HC114 HC 572 HC20 HC17 HC25 HC28 HC64 HC67 HC22 HC68 P/V Valve HC19 HC18 HC24 HC27 HC 591 HC597 HC 585 HC 579 HC23 HC30 P/V Valve HC 568 HC73 HC75 HC74 HC76 HC 573 HC26 HC29 P/V Valve HC35 HC37 HC36 HC38 To Air Vent Head Fore Peak Tank and Steam Heater HC270 HC267 HC16 HC21 HC66 HC60 HC106 P/V Valve HC151 HC58 HC104 HC103 HC102 HC98 HC149 HC57 HC56 HC 567 HC269 HC277 HC250 HC260 HC262 HC224 HC226 HC186 HC188 HC146 HC148 HC108 HC110 HC70 HC72 HC32 HC34 HC259 HC261 HC223 HC225 HC185 HC187 HC145 HC147 HC107 HC109 HC69 HC71 HC31 HC33 HC249 HC199 HC161 HC207 HC278 P/V Valve Tank Cleaning Heater HC 236 P/V Valve HC 247 HC 246 HC 245 HC 244 Pump Room Issue: 1 HC45 HC91 HC07 HC53 P/V Valve HC198 HC168 HC 205 HC 204 HC 203 HC197 HC243 HC242 HC241 HC240 HC239 HC235 HC234 HC233 HC232 HC231 Engine Room P/V Valve HC206 HC 276 HC 275 HC83 HC129 HC15 P/V Valve P/V Valve P/V Valve HC 237 HC238 HC 248 HC121 HC169 HC160 HC128 HC 167 HC 166 HC 165 HC159 HC202 HC201 HC200 HC196 HC195 HC194 HC193 HC120 HC90 HC 127 HC 126 HC 125 HC119 HC164 HC163 HC162 HC158 HC157 HC156 HC155 HC82 HC52 HC 89 HC 88 HC 87 HC86 HC85 HC84 HC81 HC124 HC123 HC122 HC118 HC117 HC116 HC115 HC44 HC14 HC 51 HC 50 HC 49 HC48 HC47 HC46 HC43 HC80 HC79 HC78 HC77 HC06 HC 13 HC 12 HC 11 HC10 HC09 HC08 HC05 HC42 HC41 HC40 HC39 HC04 HC03 HC02 HC01 To Slop Tank (Starboard) To No.6 Water Ballast Tank (Starboard) To No.5 Water Ballast Tank (Starboard) To No.4 Water Ballast Tank (Starboard) To No.3 Water Ballast Tank (Starboard) To No.2 Water Ballast Tank (Starboard) To No.1 Water Ballast Tank (Starboard) Slop Tank (Starboard) No.6 Cargo Oil Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) IMO No.9301419 No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 1.2.4 - Page 1 of 3 Yuri Senkevich - Hull No.1602 1.2.4 TANK HEATING Tank Introduction Because the vessel is designed for operation in cold waters it has been fitted with heating coils in all the cargo oil tanks, ballast tanks and fresh water tanks. In addition to the cargo and ballast tank heating system, separate steam heaters are provided for the coupler housing, bow loading space, cargo pump room and steering gear room. 10kg/cm2 The tank heating coils are supplied with saturated steam from the engine room and the condensate return passes through steam traps back to the atmospheric condenser and subsequently back to the feed filter tank. It is possible to isolate each section of heating coils as required. No.4 Port and Starboard COT No.5 Port and Starboard COT No.6 Port and Starboard COT Slop Tank Port Slop Tank Starboard Cargo Operating Manual S i n g l e Tank 98% Volume (m3) Heating Coil Ratio A c t u a l Heating Required Length Length per Group per Tank (m) No. of Groups per Tank 10,032 0.0060 396.5 132 3 10,032 0.0060 396.1 132 3 8,840 0.0061 348.2 116 3 1,140 0.0126 91.6 91 1 1,140 0.0967 727 145 5 Water Ballast Tanks Both the port and starboard slop tanks are fitted with internal grid type heating coils. The starboard slop tank has five coils fitted while the port slop tank has only one coil fitted. The cargo oil tanks each have three coils. The heating system in the water ballast tanks and fresh water tanks is designed to maintain a temperature of 0°C based on an ambient air temperature of -30°C and a sea water temperature of -2°C at a steam pressure of 10kg/cm2. The heating coils are made from non-ferrous material to prevent corrosion when in contact with salt water. The following table shows the heating coil requirements for each water ballast tank and the two fresh water tanks. The heating system for the cargo oil tanks is designed to maintain the cargo oil at the loaded temperature. It is also able to raise the cargo oil temperature up from 41°C to 57°C over a period of 96 hours while on passage based on 98% capacity in the tanks with an SG of 0.85, an ambient air temperature of 0°C and a sea water temperature of 2°C. The following table shows the heating coil requirements for each cargo tank: Tank No.1 Port and Starboard COT No.2 Port and Starboard COT No.3 Port and Starboard COT Issue: 1 S i n g l e Tank 98% Volume (m3) 7,479 Heating Coil Ratio 10,030 0.0060 396.3 132 3 10,032 0.0060 396.1 132 3 0.0066 A c t u a l Heating Required Length Length per Group per Tank (m) 317.4 106 No. of Groups per Tank 3 Tank S i n g l e T a n k Volume (m3) Fore Peak Tank 2937 (C) No.1 WB Tank 3,650 (P/S) No.2 WB Tank 3,314 (P/S) No.3 WB Tank 3,413 (P/S) No.4 WB Tank 3,413 (P/S) No.5 WB Tank 3,402 (P/S) No.6 WB Tank 3,883 (P/S) Aft Peak Tank 941 (C) Fresh Water 230 Tank (P) Fresh Water 127 Tank (S) The inert gas deck seal is fitted with a steam heating coil to ensure the sea water sealing water does not freeze during ship operations in cold climates. The steam supply to the deck seal is from the steam heating line for the cargo oil and slop tanks and tank cleaning heater. The isolating valve for the deck seal heating coil, HC271, is located adjacent to the deck seal. Deck Pressure Vacuum Valve Heating System Each of the fourteen pressure vacuum valves mounted on the cargo tanks is fitted with a steam heating system supplied from the main cargo steam heating line. Deck Air Vents Heating System Cargo Oil Tanks The heating system for the slop tanks is designed for water washing operations with a capacity of 50% sea water, to raise the temperature up from 10°C to 65°C over 24 hours while on passage based on an ambient air temperature of 0°C and a sea water temperature of -2°C at a steam pressure of 10kg/cm2. Deck Seal Heating System Heating Coil Ratio 0.0023 A c t u a l Heating Required Length Length per Group per Tank (m) 46 46 No. of Groups per Tank 1 0.0026 64 64 1 0.0027 61 61 1 0.0026 61 61 1 0.0026 61 61 1 0.0026 61 61 1 0.0028 75 75 1 0.0061 38 38 1 0.0067 11 11 1 0.0083 8 8 1 IMO No.9301419 Each of the air vents located on deck for the ballast tanks, fore and aft peak, focsle spaces and steering gear room are supplied with a steam heating system. Space Heaters In addition to the main 10kg/cm2 cargo and ballast tank heating system, space heaters are fitted in the following areas and are supplied from the ship’s 6kg/ cm2 steam supply. The coupling house and the bow loading space each have a steam heater rated at about 64,000kcal/h, in the steering gear room are two similarly rated units. There are six steam heaters located in the cargo pump room, each rated at about 45,000kcal/h. Section 1.2.4 - Page 2 of 3 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.2.4b Steam and Heating Coil System for Water Ballast Tanks No.6 Water Ballast Tank (Port) No.5 Water Ballast Tank (Port) HC 482 HC 493 HC 489 HC 463 HC454 HC 465 HC 491 HC 485 HC424 HC 403 HC 431 HC 405 HC394 HC 399 HC 373 HC364 HC 375 HC 401 HC 395 HC 425 HC 455 HC 369 HC 343 HC334 HC 345 HC 371 HC 339 HC 310 HC 312 HC 341 HC300 HC 301 HC 335 HC 365 HC 464 HC 453 HC 460 HC 434 HC 423 HC 430 HC 404 HC 393 HC 400 HC 374 HC 363 HC 370 HC 344 HC 333 HC 340 HC 311 HC 299 HC 496 HC 488 HC 492 HC 466 HC 458 HC 462 HC 436 HC 428 HC 432 HC 406 HC 398 HC 402 HC 376 HC 368 HC 372 HC 346 HC 338 HC 342 HC 313 HC 302 HC486 HC 427 HC 457 No.6 Cargo Oil Tank (Port) From Steam HC396 HC426 HC456 HC 487 No.5 Cargo Oil Tank (Port) From Steam No.4 Cargo Oil Tank (Port) From Steam From Steam No.1 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) HC 315 HC 337 HC 367 From Steam From Steam No.6 Cargo Oil Tank (Starboard) From Steam HC 472 No.5 Cargo Oil Tank (Starboard) From Steam No.4 Cargo Oil Tank (Starboard) From Steam HC441 From Steam HC 382 HC 412 HC 442 No.3 Cargo Oil Tank (Starboard) HC316 No.2 Cargo Oil Tank (Starboard) From Steam HC309 HC 322 HC351 HC 477 HC 451 HC 443 HC 447 HC 421 HC 413 HC 417 HC 391 HC 383 HC 387 HC 361 HC 353 HC 357 HC 331 HC 323 HC 327 HC 306 HC 479 HC 468 HC 475 HC 449 HC 438 HC 445 HC 419 HC 408 HC 415 HC 389 HC 378 HC 385 HC 359 HC 348 HC 355 HC 329 HC 318 HC 325 HC 304 HC 480 HC 478 HC469 HC 467 No.6 Water Ballast Tank (Starboard) HC 448 HC439 HC 444 HC 437 No.5 Water Ballast Tank (Starboard) HC 418 HC409 HC 414 HC 4107 No.4 Water Ballast Tank (Starboard) HC 388 HC379 HC 377 No.3 Water Ballast Tank (Starboard) IMO No.9301419 HC 358 HC349 HC 354 HC 297 HC 347 No.2 Water Ballast Tank (Starboard) HC 328 Bosun's Store HC 308 For Air Vents Steam Condensate HC 305 HC 326 HC 330 HC 356 HC 360 HC 386 HC 384 HC 295 Key HC 320 HC 350 HC 390 HC 416 HC 420 HC 446 HC 450 HC 476 HC 474 HC 380 HC 410 HC 296 HC307 HC321 HC 473 HC 440 HC 294 For Steam Heater No.1 Cargo Oil Tank (Starboard) HC 481 HC 470 Steam Heater From Steam HC 352 HC381 HC411 Bow Loading Space HC314 HC336 HC366 HC 397 HC497 HC471 Issue: 1 HC 435 HC 461 HC 429 HC 490 HC498 Slop Tank (Starboard) From Slop Tank P/V Valve HC 433 HC 298 HC 332 HC 362 HC 483 Slop Tank (Port) To Engine Room HC 392 Fore Peak Tank No.1 Water Ballast Tank (Port) HC 494 From Slop Tank P/V Valve From Engine Room HC 459 No.2 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) HC 422 HC 452 HC484 HC 495 No.4 Water Ballast Tank (Port) HC319 HC 324 HC 303 HC 317 No.1 Water Ballast Tank (Starboard) Section 1.2.4 - Page 3 of 3 1.3 Cargo Pumps 1.3.1 Main Cargo Pumps 1.3.2 Stripping Pump and Eductors 1.3.3 Automatic Cargo Stripping System 1.3.4 Cargo Valves 1.3.5 High Velocity Pressure/Vacuum (PV) Valve Illustrations 1.3.1a Main Cargo Pumps 1.3.1b Main Cargo Pump Characteristic Curves 1.3.1c HVPC Graph 1.3.2a Stripping Pump / Eductor Graphsv 1.3.3a Automatic Unloading Screen Display 1.3.3b Automatic Cargo Stripping System 1.3.5a High Velocity Pressure/Vacuum Valve Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.3.1a Main Cargo Pumps Combined Steam Regulating and Emergency Shut Off Valve Governor Exhaust Steam Engine Room Pump Room Gas Tight Shaft Seal Temperature Sensor Pump Vibration Sensor 1 Bearing Temperature Sensor 1 Pump Discharge Cargo Oil Pump Local Control Panel 2 Pump Suction 2 Pump Casing Temperature Sensor 3 Pump Seal Leakage Collection Chamber with High Level Alarm Issue: 1 1 3 LA IMO No.9301419 Section 1.3.1 - Page 1 of 5 Yuri Senkevich - Hull No.1602 1.3 1.3.1 CARGO PUMPS MAIN CARGO PUMPS Cargo Pumps Maker: Type: No. of sets: Capacity: Total: Suction head: Model (Pump): (Turbine): Speed (Pump): (Turbine): Rating: Steam Consumption: Hyundai Heavy Industries Co. Ltd. Steam turbine driven, vertical, single stage centrifugal pump 3 2,500m3/h 135m -5m CVD 35 ENV120G 1,720 rpm ±3% 8055/1720 rpm 1,130kW 12,501kg/h Starting Emergency Stopping The warm up procedure will progress until the duty engineer will open the steam inlet valve very gradually, this will start the turbine rotating at a speed of between 100 to 200 rpm. This condition will be maintained for several minutes in order to warm up the turbine and to check over its condition. Local Stopping a) Procedure for the Operation of Cargo Pumps b) c) d) e) Pre-Operation Checks a) b) The chief officer/duty deck officer should notify the duty engineer of cargo pump requirements. The duty engineer will then make the cargo oil pumps ready for operation. Before the cargo pumps are run up the duty cargo officer is to: • Ensure the pump discharge valves are closed • Open the pump discharge regulating valve and leave in manual mode • Open the pump and line suction valves fully • Ensure the pump volute casing are vented until liquid appears • Ensure that each pump shaft seal leakage chamber is empty Issue: 1 During the warm up period if the discharge pressure rises above 4kg/cm2 open the pump discharge valve gradually. The duty engineer will check that there is no abnormal noise or vibration in the turbine and the reduction gear. If an abnormal state is noticed, the turbine will be stopped immediately and the problem investigated. General The main cargo pump system consists of three vertical centrifugal single stage cargo pumps. They are situated at the bottom of the pump room and are driven by a three stage impulse steam turbine and intermediate shaft passing into the pump room through a bulkhead gland. The pumps are each equipped with an automatic unloading system. Cargo Operating Manual Remote Stopping Press the REMOTE STOP buttons provided at the remote stations so that the trip mechanism activates to close the governor valve and stop the turbine, the remote stop stations are located in the following areas: The duty engineer will trip the turbine(s) by operating the hand trip knob to confirm that the governor control valve closes immediately. The trip will then be reset. The pump discharge valve should be shut before the pump is run up again. With the warm up operation completed the duty engineer will open the steam inlet valve further and gradually raise the speed up to the rated minimum revolutions over a period of 5 minutes. If the pump discharge pressure rises above 4kg/cm2 open the pump discharge valve gradually. The pump discharge valve should be shut before the duty deck officer tests the emergency trip mechanism on the cargo console in the cargo control room. The duty engineer will reset the trip when the turbine is fully stopped and the speed setting is at minimum. The pump(s) will then be restarted as required. When the pump(s) is run up to its minimum operating speed with the pump discharge valve open accordingly, the duty deck officer will be informed that speed control of the cargo oil pumps can be made from the cargo console. Stopping the Pumps a) Pull the hand trip knob so that the spindle moves outward and the governor valve closes through activation of the trip mechanism causing the turbine to stop. Decrease the turbine speed gradually down to the minimum rpm on the cargo control console and inform the duty engineer that a pump(s) is about to be stopped. b) Stopping is possible by operating either the remote stops or the hand trip on the turbine. The pump discharge valve should be shut before the pump turbine is stopped. c) Close the pump suction valves. IMO No.9301419 • Cargo control room • Pump room lower level • Pump room entrance port • Cargo manifolds at the deck stores, port and starboard • Steam turbine side • Engine control room Resetting the Emergency Trip Before resetting the emergency trip, ensure the following conditions are fulfilled: • The pump is at the minimum load, i.e. the pump discharge valve is fully closed. • The governor speed setting is at the minimum speed. • The turbine steam inlet valve is fully closed and the turbine is stopped. CAUTION The manufacturer’s casing temperature set point of 80ºC will be suitable for cargoes of all temperatures, but if a non-heated cargo is carried, it is advisable to reduce the set point to some 20ºC above the ambient cargo temperature. This will give early warning of system abnormalities and lessen the likelihood of damage to the pump seals. CAUTION Running the pump in the manual condition i.e. with the automatic stop of the pump at finish of stripping deactivated, may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals. Section 1.3.1 - Page 2 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.3.1b Cargo Pump Graph 260 240 6 220 NPSH -R 4 200 2 180 0 T O TA 160 Total Pump Head (m) NPSH-R (m) 140 120 P 100 80 U M P E F F IC IE N SHAF L HE A C D Y E T POW R 60 40 20 0 0 1,000 2,000 3,000 Capacity (m3/h) Issue: 1 IMO No.9301419 Section 1.3.1 - Page 3 of 5 Yuri Senkevich - Hull No.1602 High Vapour Pressure Cargos When the vessel carries high vapour pressure cargo (HVPC) which is classified as a cargo which has a Reid pressure above 8 psi, there is the risk of excessive pump cavitation during discharge. This is due to the cargo boiling off under the effect of a low suction vacuum pressure. Illustration 1.3.1c gives the relationship between the Reid pressure and the true vapour pressure (absolute). Cargo Operating Manual Illustration 1.3.1c HVPC Graph 3 4 5 6 7 True Vapour Pressure (Absolute psi) 10 11 12 13 9 8 14 15 16 17 18 19 50°C 50°C Figure 1 40°C When an HVPC type cargo is carried, strict observation should be made to the cargo pump suction pressure to ensure it does not fall below the minimum suction pressure. As the level in the cargo tanks falls to a low level, the suction pressure will increase. If this pressure falls below the minimum valve excessive vapour will be generated in the pump casing with resultant pump cavitation. The relationship between Reid vapour pressure, pump speed and minimum suction pressure for an HVPC cargo can be seen in figure 2. In order to maintain the discharge within the limits there are two possible operations that can be used: • • Reduce the pump speed thereby lowering the minimum suction value. This will achieve the desired affect although it will increase the time taken to finish the cargo operations. The pump speed should be reduced in steps corresponding to the increase in the suction pressure. Consideration should be made of any limitations placed on the ship by the receiving terminal to maintain a minimum discharge pressure. Close in on the pump discharge valve when the minimum speed has been reached in order to maintain a required discharge pressure. In order to help reduce the problems in pumping HVPC cargoes, consideration should be given to the tanks into which it is loaded. As a guide it is best to load these cargoes in the forward wing tanks if possible, so that when the ship has a stern trim, the head from these tanks will be maintained for a longer period. 40°C Liquid Temperature 30°C 30°C Reid Vapour Pressure = 6 psi 11.1 psi Reid Vapour Pressure = 8 psi 20°C 20°C Reid Vapour Pressure = 10 psi 10°C 50°C 10°C 3 4 5 6 7 True Vapour Pressure (Absolute psi) 9 10 11 12 13 8 14 15 16 17 18 19 50°C Figure 2 40°C 40°C Liquid Temperature Reid Vapour Pressure = 6 psi 30°C 30°C Reid Vapour Pressure = 8 psi 20°C 20°C Reid Vapour Pressure = 10 psi 10°C 10°C -500 -400 -300 -200 -100 0 0.1 0.2 0.3 0.4 1090 1090 1000 1000 900 900 Pump Speed (rpm) 850 rpm -60mmHg 800 800 700 700 650 rpm 600 600 -113mmHg 545 545 -600 Issue: 1 -500 -500 IMO No.9301419 -300 -200 -100 Minimum Suction Pressure (mmHg, kg/cm2) 0 0.1 Section 1.3.1 - Page 4 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Alarms and Trips Alarm and trips for the cargo and ballast pump turbines are as follows: COPT WBPM ITEM Electric overspeed 0 Low LO pressure 0 0 0 0 0 0 0 0 Excess back pressure UNIT SETTING VALUE NORMAL Trip % 115+0/-3% of rated speed * Trip kg/cm2G 0.5 ± 0.05 By air pressure Trip kg/cm2G 1.5 ± 0.1 1.2 ~ 1.5 Maximum. 1.8 540mHgVm kg/cm2G 1.0 ± 0.2 - By air pressure Sentinel valve Hand trip Stop the turbine - Remote trip Stop the turbine 20 ~ 47 Alarm ºC 52 ± 3 Rotor axial movement Trip mm 0.8 ± 0.1 Alarm mm 25 ± 5mm under NL By simulation 16 ± 0.2 *(0 ~ 16kg/cm2) (4 ~ 14.24ma) 80 +2 -0 75 +2 -0 90 +2 -0 85 +2 -0 90 +2 -0 85 +2 -0 90 +2 -0 85 +2 -0 Lighting at tripping By simulation Pump over discharge pressure 0 0 Pump casing overheat 0 0 Pump upper bearing overheat 0 0 Pump lower bearing overheat 0 0 Bulkhead stuffing box overheat 0 0 Trip (Alarm) indication test Trip kg/cm2G Trip ºC Alarm ºC Trip ºC Alarm ºC Trip ºC Alarm ºC Trip ºC Alarm ºC 0.4 ± 0.1 Start kg/cm2G Stop kg/cm2G 1.2 ± 0.13 Auxiliary LO pump operation Legend: COPT = Cargo Oil Pump Turbine, WBPM = Water Ballast Pump Motor Driven 0 Issue: 1 By air pressure Excess LO temperature LO tank low level 0 REMARKS By simulation By simulation below 74ºC By shifting setting indicator below 84ºC By shifting setting indicator below 84ºC By shifting setting indicator below 84ºC By shifting setting indicator 1.2 ~ 1.5 0 IMO No.9301419 Section 1.3.1 - Page 5 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.3.2a Stripping and Eductor Pump Graph Cargo Eductor Cargo Stripping Pump Suction Capacity (m3/h) 1500 DRIVING WAT E R Capacity (m3/h) 1300 600 1100 Driving Water Consumption (m3/h) 400 300 400 Q-H 200 S U C T IO N C A PA C IT 200 Y 100 0 0 2.0 2.5 3.0 3.5 0 Issue: 1 40 80 120 160 200 240 Total Press (m) Driving Water Pressure (Bar) IMO No.9301419 Section 1.3.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 1.3.2 STRIPPING PUMP AND EDUCTORS Cargo Operating Manual Stripping Pump General Stripping Pump Maker: No. of sets: Model: Type: Speed maximum: Capacity: Steam condition: Steam consumption: Naniwa Pump MFG. Co.Ltd. 1 VOW-200 Vertical steam reciprocating 37 strokes/minute 200m3/h at 135mth 15kg/cm2 3,400kg/h The stripping pump is a double stroke steam reciprocating pump, controlled from the screen displays in the cargo control room (CCR). The stripping pump can be used to drain the cargo lines and the pump room bilges to the slop tanks, to overboard via the ODME or to shore via the 150mm line (MARPOL line). This connects to the manifolds outboard of the manifold valves. Teamtec 1 8-10-12 400m3/h at 25 mth 610m3/h at 10kg/cm2 a) Check the steam supply from engine room is available. For the operation of the pump one of the auxiliary boilers must be on line and ready for operation. b) After the duty engineer has confirmed that the isolation valve has been cracked open and the drain lines are clear, open the warming up bypass valve HC284 in the pump room. This will now warm through the main supply and exhaust return lines. Open the drain valves just before the stripping pump stop valve, just after the exhaust outlet valve, on the steam inlet shuttle valve casing and the two cylinder casing drains. Water Ballast Stripping Eductors Maker: No. of sets: Type: Capacity: Driving water: Teamtec 1 12-12-14 300m3/h at 20mth 1,470m3/h at 3.1kg/cm2 When the bypass line is warmed through, open the stop valve. Manually crack off the speed setting valve, check the cylinder casing drains until they run clear of any condensate. c) Bosun’s Store/Chain Locker/Void Space Bilge Eductor Maker: No. of sets: Type: Capacity: Driving water: Issue: 1 Teamtec 1 11/2-2-21/2 d12 10m3/h 15m3/h at 7kg/cm2 Instrumentation Indication of steam pressure, suction pressure, discharge pressure and stroke rate are available on the cargo control console workstation. Additionally, a pump stroke meter is available on the overfill console. The pump has an emergency stop button situated in the following position: Procedure to Start the Pump Crude Oil Stripping Eductors Maker: No. of sets: Type: Capacity: Driving fluid: Note: Under no load conditions, i.e. when suction is lost, the pump speed will increase, therefore close monitoring of the pump speed must be maintained when the transfer operation is almost complete When all of the drains have run clear, set up the stripping pump line valves ready for the required operation. Close the speed setting valve, so that the pump is ready for operational control from the CCR. Close the warming through bypass valve, the stop valve and the return valve drains. d) Inform the duty engineer to fully open the isolation valve in the engine room. e) With the pump suction and discharge lines set, enter the speed value on the screen display, the pump speed should be increased gradually. The maximum speed allowed is 30 rpm. Monitor the discharge pressure, flow and pipeline integrity. IMO No.9301419 • Cargo control room The pump can be stopped locally at the floor level in the pump room Eductors Operation (Cargo or Ballast) a) From the cargo control console workstation set the pipeline for the operation required. Open the eductor drive valve. b) Open the discharge to the slop tank(s). c) Supply driving fluid to the eductor from the cargo or ballast pumps. d) When the required pressure is reached open the suction valve from the cargo control console workstation. The in-use eductor faceplate will show the discharge, suction and drive pressures. CAUTION If draining cargo tanks ensure that there is sufficient room in the slop tank to take BOTH the quantity to be drained and the drive liquid. e) Open the stripping suction on the tank to be drained. Note: If the driving fluid pressure is too low, fluid may flow back to the tank via an open suction valve. Section 1.3.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.3.3a Automatic Unloading Screen Display DC C20 X AUTO VACUUM STRIPPING SYSTEM ACCESS OVERIDE BUZ NO.3 C.O. PUMP TO NO.3 C.O.MAIN LINE TO NO.2 C.O.MAIN LINE AUS VACUUM TO NO.1 C.O.MAIN LINE TO TK CLEAN MAIN & O’BOARD DISCH. : RPM 0 mmHg VACUUM P/P START ORDER VP2-->VP1 VP STOP DELAY 10.0 Sec OD359 TO SLOP TK (S) 2. VP STOP DELAY MASTER M ENGINE ROOM 2 1 SP3: 30.0 Sec SP2: 30.0 Sec SP1: 30.0 Sec M MASTER OP268 VACUUM P/P OP240 OP241 OP247 OP259 0% OP255 RPM OP238 % OP250 OP244 TO STRIP’G P/P NO.3 C.O.P/P OP266 OP233 OP237 OP232 OP246 OP227 OP265 OP261 OP258 0% 0 AUTO STOP 0% OP253 OP231 OP236 OP229 OP228 OP245 OP225 OP263 0% OP257 0 AUTO STOP 0% OP251 OP248 NO.1 C.O.P/P % 0 OP242 % DRAIN TANK BC006 EP019 Issue: 1 IMO No.9301419 0 REMOTE CLOSE MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 GOV. SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (239) DIS. V/V (257) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS DEC. MANUAL MODE EM’CY STOP “OFF” INC. DEC. REMOTE 0.00 kg/cm2 0.00 kg/cm2 CLOSE MODE MANUAL MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 NO.1 C.O. PUMP RPM NO.2 C.O.P/P OP260 0 OP230 OP226 OP243 OP264 INC. 0.00 kg/cm2 0.00 kg/cm2 SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (240) DIS. V/V (258) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS % OP249 GOV. EM’CY STOP “OFF” NO.2 C.O. PUMP 0 AUTO STOP 0% 0 SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (241) DIS. V/V (259) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS OP239 OP267 OP262 23.08.05 11:49:43 GOV. EM’CY STOP “OFF” INC. DEC. REMOTE 0.00 kg/cm2 0.00 kg/cm2 CLOSE MODE MANUAL MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL IFL ALARM Section 1.3.3 - Page 1 of 4 Yuri Senkevich - Hull No.1602 1.3.3 AUTOMATIC CARGO STRIPPING SYSTEM Maker: Model: Capacity: Hyundai Heavy Industries Co. Ltd. AVSS 35 2,500m3/h x 135m x 1,720 rpm Introduction The automatic cargo stripping system is provided to improve the efficiency of stripping the cargo oil tanks. It utilises the cargo oil pumps to complete the stripping operation which reduces unloading time. The operation is fully automated. The basic principle of the system is to automatically prevent the suction of gas into the pump, thus enabling the cargo oil pump to complete the discharge without using a conventional small capacity reciprocating pump. The gas drawn in from the bellmouth tank suction and the cargo oil vapour produced in the suction line are separated from the cargo oil in the separator, on the suction side of the cargo oil pump. The gases gather at the top of the separator from where they are extracted by the vacuum pump system. When a large volume of gas enters the separator during the stripping stage, the liquid level in the separator drops. This would normally cause the pump to lose suction and stop pumping. To prevent this condition, the opening of the discharge valve of the cargo oil pump is controlled in proportion to the liquid level of the separator and adjusts the flow rate accordingly. The lower the liquid level falls, the more the discharge valve closes. If the liquid level falls below the minimum set value, the discharge valve closes fully. The system can be operated and monitored from the workstation in the cargo control room or the engine room control room. Component Description Separator Unit (S1) Maker: No. of sets: Volume per separator: Hyundai Heavy Industries Co. Ltd. 3 1.8m3 The separator is a tank on the suction side of the cargo oil pump. It contains an integrated lattice screen (S11), which assists in the separation of the gas from the liquid and protects the pump from damage by ingress of debris. The vapour collects at the top of the separator where it is extracted by the vacuum pump system (P1). A level transmitter (S2) is mounted on the side of each separator. The transmitter converts the liquid level to a pneumatic signal which controls the discharge valve (B1), vacuum pumps (P2) and gas extraction valve (G1). Issue: 1 Cargo Operating Manual Discharge Control Valve (B1) No. of sets: Type: Model: 3 Pneumatic butterfly valve JIS 16K-500A The discharge control valve (B1) is a butterfly type valve driven by a pneumatic cylinder and controls the pump capacity. The valve is controlled remotely either by the automatic control signal from the level transmitter (S2) on the separator, or by the manual control signal from the manual loader on the control panel in the cargo control room. The selector switch (V4) is used to select automatic or manual control of the discharge valve. Three-way cocks, E15, E16 and E17 are situated locally to enable the discharge valve to be opened in an emergency. Vacuum Pump Unit (P1) and Vacuum Pumps (P2) Maker: Capacity: Maximum vacuum: No. of pumps: Hyundai Heavy Industries Co. Ltd. 320m3/h 550mmHg 2 Electric motor: 11kW x 6P AC440V x 60Hz There is one set of vacuum pump units which can draw off vapour from the separators. Each set comprises a sealing tank and two vacuum pumps, selection of the duty vacuum pump unit is made on the control panel in the cargo control room. The vacuum pumps are the horizontal water ring type, each driven by an electric motor through an intermediate shaft which passes through the bulkhead from the engine room. The pumps extract the gas from the top of the separators (S1) and discharge it to the starboard slop tank. The pumps (P2) are automatically started and stopped by a pressure switch which is operated by the pneumatic signal from the level transmitter (S2). The pumps can also be started and stopped by means of the control switch on the control panel in the cargo control room. Each pump is equipped with a screw-down non-return suction valve (P6) to prevent sealing water and gases from flowing back to the gas extraction line. The sealing water tank (P5) separates the gas from the sealing water and acts as a reservoir for the supply of sealing water to the vacuum pumps. is normally closed during the initial stages of discharge to prevent cargo overflowing from the separator. Drain Tank (H1) Any liquid (fresh water or cargo oil) which overflows or is drained down from the vacuum pump unit is stored in this tank which is emptied by the stripping pump via non-return valve OP269 on the stripping pump suction line. The level in this tank is indicated on the control panel in the cargo control room. The drain tank has a capacity of 2m3. Operating Procedure Setting Up the Automatic Vacuum Stripping System (AVSS) a) Ensure that there is sufficient water in the sealing fresh water nit sealing tank. (P5) The level can be topped up by opening the filling valve from the domestic supply. b) Ensure that the control air supply is available and the air supply unit is drained of any condensate. c) Confirm that the drain tank is empty, if necessary empty the tank with the stripping pump. d) On the Data Chief C20 display AUTO VAC SYSTEM set the following on each of the cargo pump panels: Control Area for AUS and Discharge Regulating Valve No.3 C.O. PUMP RPM COMMAND RPM ACTUAL SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (277) DIS. V/V (257) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS 0 RPM 0 RPM EM'CY STOP 0 1500 2.21 Kg/cm² 2.26 Kg/cm² CLOSE MANUAL STOP OFF -RESET-0.54 Kg/cm² -0.84 Kg/cm² 75% 180 Sec Type in Command Valve Open Position Here Gas Extraction Valve (G1) No. of sets: 3 The gas extraction valve (G1) is a pneumatically operated piston type valve. This is installed in the gas extraction line leading from the top of the separator (S1), and is opened and closed by a solenoid valve controlled through a pressure switch, which is operated from the level transmitter (S2). This valve IMO No.9301419 • Extraction valve to AUTO • Discharge valve to AUTO • Auto stop to STOP MODE • The after stripping completion COP stop/run selector () is set to STOP MODE Section 1.3.3 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.3.3b Automatic Vacuum Stripping System To Slop Tank J9 J8 OD359 PI ECR Data Chief C20 Workstations No.2 No.3 No.3 No.1 From Sealing Fresh Water AC F14 F12 F13 Electric Control Circuit (Relay) PI No.2 M Normally Closed Normally Open Normally Closed PRS 1-3 CCR Data Chief C20 Workstations LSR Normally Closed No.1 Normally Closed Vacuum Pump Pump Room PRS 4 M PI PI PI Engine Room Cargo Control Room F22 F15 Wheelhouse No.3 Starter PT Normally Closed D02 No.2 D01 No.2 J6 Normally Open Bridge Data Chief C20 Workstations J6 J5 J4 J7 Shut F18 F19 F4 Normally Closed Normally Closed Normally Open JT1 Drain Tank PI Normally Closed J2 Normally Closed JT2 J11 Test/ Adjustment Normally Closed To Stripping Pump Issue: 1 No.1 Separator PI Normally Closed Normally Closed F3 F20 From 10kg/cm2 Steam Service System From Cargo Tank F1 PI PI PI Mud Hole Out 2 JT3 J2 F6 JT4 Pump Room F21 PI Out 1 LT J3 Mud Hole Normally Closed No.1 LT Normally Closed No.3 No.2 J5 Normally Closed Normally Closed J12 Mud Hole F1 No.1 Cargo Oil Pump F9 To Manifold Key Cargo Line Cargo Vaopur Fresh Water J4 To Drain IMO No.9301419 F8 B2 Normally Closed Pump Room F7 J2 Air Electrical Signal Section 1.3.3 - Page 3 of 4 Yuri Senkevich - Hull No.1602 • e) Cargo Operating Manual The vacuum pump start sequence selector is set to '1-->2' or '2-->1' into the bellmouth decreases and the disturbance around the bellmouth also decreases, thus the amount of gas being drawn into the bellmouth decreases. Set the cargo lines in order to slowly prime the separators to the normal working 80% level and pump casings When the lines are set, open one cargo suction valve slightly to prime the lines, separators and pump casings. Open each pump discharge valve slightly to vent off any air from the casing. It is very important at this stage when the separator and cargo oil lines are being filled that the vacuum pumps are in the off position, so that cargo oil cannot be carried over from the separator into the vacuum pumps due to the head of fluid. When the volume of gas being drawn in to the bellmouth becomes less than the extraction capacity of the vacuum pump, the separator level begins to rise and at the same time the discharge valve begins to open gradually and the pump discharge flow begins to increase. In order to achieve the best discharge conditions when the cargo tank level has become low, change to the stripping suction and reduce the pump speed in order to maintain the discharge valve open position at above 40%. f) When the system is fully primed open the required cargo oil tank suction valves. g) Commence discharging the required cargo oil tanks. While the liquid level in the cargo oil tanks is sufficient to ensure that the separator level remains above 80%, the automatic unloading system is not required. As the cargo oil tank level falls, the suction pressure also falls and approaches the vapour pressure of the liquid being pumped. Part of the liquid will turn to vapour and accumulate at the top of the separator and, as a result, the separator level begins to fall. When the separator level falls below 50%, a pressure switch is actuated by the pneumatic signal from the level transmitter and the vacuum pump starts. At the same time the gas extraction valve opens and the discharge valve is throttled in by a corresponding amount. The vacuum pump extracts the gases and the separator level rises. When the separator level recovers above 80%, the gas extraction valve closes, and 10 seconds later, the vacuum pump stops. The discharge valve then opens, if the level does not reach 80% the standby vacuum pump automatically starts. As the tank level falls further towards the bottom of the tank, turbulence occurs around the suction pipe and gas begins to be drawn into the bellmouth of the tank suction. This gas is separated in the same manner as previously described. The vapour is vented off from the vacuum pump seal tank to the starboard slop tank. When the tank level falls further, the liquid surface around the bellmouth, becomes violently disturbed and a large volume of gas can be sucked from the bottom of the bellmouth. Under these conditions the liquid in the separator falls to a level where the signal air pressure, from the level transmitter, causes the discharge valve to close and decrease the flow. The speed of liquid flowing Issue: 1 This cycle will repeat until the discharge valve is opening only slightly while the amount of gas drawn in is increasing. As the stripping of the cargo tanks tank advances, even though the vacuum pump is running continuously, the level in the separator does not rise. As a result the discharge valve remains closed most of the time. Under these conditions it is advisable to reduce the speed of the cargo pump to avoid overheating of the pump casing and possible failure of the pump seals. If the AUTO STOP selector on the control screen has been set to STOP MODE then the cargo pump will stop automatically at this stage. However, if the selector has been set to KEEP RUN, then the cargo pump will continue to run. the cargo oil tanks are low, open the required cargo tank stripping suction valve fully and reset the system • Gas extraction valve selector is set to AUTO • The auto/manual selector of discharge valve regulator is set to AUTO • The auto stop selector is set to STOP MODE Cargo will now be drawn into the separator and when the level in the separator reaches 80% the vacuum pumps will stop. When stripping of all the required tanks is completed, stop the cargo oil pumps and shut down the AVSS. Empty the drain tank with the stripping pump to the slop tank or ashore via the MARPOL line. CAUTION Running the pump in the manual condition may result in the pump running dry, or running with the discharge valve closed longer than the manufacturer’s recommendation, resulting in serious damage to the pump and mechanical seals. Note: In practice, when the tanks reach this level, any additional draining is normally carried out with the eductor using drive from the slop tanks and a single cargo pump. If the residual liquid appears to warrant more stripping it is possible to control the pump and the discharge valve manually: • Set the auto/manual selector for the discharge valve regulator to MANUAL and slightly open it by the manual loader • Set the auto stop selector to KEEP RUN • Select the reset icon and release the interlock of the vacuum pump and the gas extraction valve When it can be judged that there is no advantage in operating the pump continuously, the pump can be stopped manually. To transfer over to discharging another tank, reduce the pump speed to minimum and set the COP stop/run selector to STOP MODE. Set the pump discharge valve setting to 0% and MANUAL control. If necessary, due to the head of cargo oil in the next tank, it is advisable to prime the separator and pump as previously described i.e., the vacuum pumps set to OFF and the gas extraction valves closed, to stop priming the separator up to the vacuum pumps and in order to protect the system from fluid hammer. If IMO No.9301419 Section 1.3.3 - Page 4 of 4 Yuri Senkevich - Hull No.1602 1.3.4 CARGO VALVES Cargo Operating Manual Valve Indication Manually Operated Valves All of the principal cargo valves are hydraulically operated from control signals from the Data Chief C20 cargo control and monitoring screen displays in the cargo control room. The Data Chief cargo operating system is described in section 3.1. The three types of valves used on the CMS display can be identified in the following manner: Indication of the cargo valve positions is displayed on the two Data Chief C20 screen displays. As previously described, these valves can be set to any open/closed position from 0 to 100%. When the valves are in the fully closed position the valve icon colour is displayed in grey, this is true for all valves displayed in the system mimics. Where these intermediate valves differ, is that when selected for operation at a value less the 100% fully open they are displayed as yellow icons. During the period of operation to the desired value the valve icon will change from grey (fully closed) to a yellow flicker, the valve position will also be shown as a % indication next to the valve. When the valve reaches its set point the valve will change to a constant yellow. Wafer type butterfly valves are generally used throughout, with lugged type butterfly valves used for ship side valves and manifold connections. All manually operated valves in the cargo and ballast system can have their status open/closed condition displayed on the system mimics as a memory aid for the operator. Hydraulic pipes are led directly to each valve from the respective solenoid valve cabinets. In the case of a solenoid control power failure of the valve, it is possible to operate the valves by manually operating the respective pushbutton on the solenoid rack. For emergency use, two portable hydraulic hand pumps are supplied, one is located in the hydraulic power unit room on upper deck and one in the bosun’s store. Intermediate/Proportional Valves If the valve is selected to fully open then when the 100% position is reached the icon will change to green, this is true of any valve in the system which is at its fully open position. Cargo oil tank main suction valves • Cargo oil tank stripping suction valves • Cargo oil pump discharge valves • Cargo oil pump discharge regulating valves These discharge regulating valves are pneumatically controlled by the cargo AUS stripping system when set to AUTO mode on the Automatic Unloading System screen display. The positions of these valves can also be regulated manually when the mode selection is changed from AUTO to MANUAL. • Ballast tank main suctions • Ballast pump discharge valves • Tank cleaning pump discharge Note: This identification relies purely on accurate information passed between the duty deck officer in the CCR and the member of the ship’s company tasked with the operation of these valves on deck or in the pump room. At no time can these icons be used to truly represent the actual position of the valves The valve icons are identified as valves with Tee handles as indicated below. When a hydraulically operated valve is selected for operation, if it fails to reach its set point within a predetermined time period, then an alarm is relayed to the control and monitoring system to inform the operator that an overrun time period on that valve has occurred. The intermediate operated valves as indicated below are recognised as a valve icon which has a small box at the top of the Tee. The following valves have a throttling function with an intermediate % position indicator, these valves can be stopped at any position between open and closed: • As the name implies, manually operated valves cannot be operated from the CMS screen mimics. Their function on the mimic displays is as an aid for the duty deck officer conducting cargo operations to readily identify the condition of the manual valves in the system. When selected, the icons for these valves can be change from grey (closed) to green (open). Manually Operated Valve Colour Closed Position Intermediate Valve Colour Fully Closed Position Intermediate Valve Colour Between 1 to 99% Position Manually Operated Valve Colour Open Position Intermediate Valve Colour Fully Open Position Open/Closed Valves As described above, when an open/closed valve is in its closed position then the valve icon will be shown in grey, and when it is in its fully open position the valve icon will change to green. During the transition period from fully closed to fully open and vice versa the icon will change to a white flicker. These valves can be recognised as valve bodies without any Tee handle as indicated below. All other hydraulic control valves are of the open/closed type. Open/Closed Valve Colour Fully Closed Position Issue: 1 IMO No.9301419 Open/Closed Valve Colour Fully Open Position Section 1.3.4 - Page 1 of 1 Yuri Senkevich - Hull No.1602 1.3.5 HIGH VELOCITY PRESSURE/VACUUM (PV) VALVE Cargo Operating Manual To check the operation of the overpressure valve, operate the check lifting handle on the side of the body. Illustration 1.3.5a Pressure/Vacuum Valve Main Cargo Tanks Maker: Model: Total No. of sets: Operating pressure: Tanktech Co.Ltd U-ISO-HV-150 14 (One set per cargo tank and slop tank) Overpressure: 1400mmWG Vacuum: -350mmWG Design venting capacity: 3,800m3/h Check that lifting of the vacuum valve is accomplished by pushing up on the check lift bar and releasing. Both valves are self-closing when in the properly maintained condition. During cold weather operations, the heating coils are activated to ensure that the pressure/vacuum valves do not get blocked by ice coverings which would otherwise inhibit the correct functioning of the valves. Flame screens can also become blocked when humid air vented from a cargo tank condenses and freezes on the gauze flame screens. Pressure Relief Calculation Loading rate per tank: Required venting capacity: 1,800m3/h 2,641m3/h Steam In High Velocity Pressure Valve Lifting Gear Lever Vacuum Relief Calculation Unloading rate: Required venting capacity: 1,250m3/h 1,313m3/h Vacuum Valve Deck Pressure Vacuum Breaker Operating pressure: Vacuum: Overpressure: -630mmWG Minimum 2 Metres Steam Out 1890mmWG Vertical Ladder Combined high velocity PV valves are fitted to each cargo oil and slop tank based on the vapour emission control system in accordance with the following basic rule requirements: SOLAS 1974. REG.59.1.9, IMO/MSC/ CIRC.677.2.5.1 and USCG 46 CFR (Part 39.20-11). The purpose of the PV valve is to provide automatic control of pressure differentials during cargo operations and during the voyage and to avoid damage to the cargo tanks. Function During the loading of a cargo the pressure build up in the tanks lifts the pressure disc from its seat and the excessive tank pressure is relieved to a preset level. On attaining the preset pressure the disc reseats itself. During the unloading of a cargo, should the vacuum build up in the tanks, the vacuum disc lifts from its seat and the tank vacuum drops to a preset limit. On attaining this preset limit the disc reseats itself. As per SOLAS requirements, the high velocity PV valves must be tested before the commencement of cargo operations. Issue: 1 IMO No.9301419 Section 1.3.5 - Page 1 of 1 1.4 Inert Gas System 1.4.1 Inert Gas System Description 1.4.2 Operation of the Main System 1.4.3 Top-Up Generator (TUG) Illustrations 1.4.1a Inert Gas System in Engine Room 1.4.1b Inert Gas System on Deck 1.4.1c Cargo Control Room Mimic Panel Yuri Senkevich - Hull No.1602 Illustration 1.4.1a Inert Gas System in Engine Room Cargo Operating Manual From Compressed Air System No.2 Auxiliary Boiler Exhaust Gas Uptake Receiver Transmitter Unit Unit From Fresh Water Hydrophore Unit Fresh Air Intake with Limit Switch LS (Outside Engine Room) To Funnel 10V 12V 13V 30V 15V LS 1122V From 6kg/cm2 Steam From No.2 Forced Draught Fan Scrubber Cooling Sea Water Pump From Sea Water System 1141V From Blower for Smoke Density Equipment From Deck Transmitter 14V S PS PI PS Scrubber 26V PS LS 19V S 4V S TI MC LS From No.1 Forced Draught Fan LS TI LS 3V 6051V 6021V Demister PI 18V 6053V PI S 29V Bleed TI CC TX LS TS PI 6811V No.1 Auxiliary Boiler Exhaust Gas Uptake Transmitter Receiver Unit Unit Packing Material 6816V S 6061V 7V 6820V O2 Analyser S To Deck Seal 6041V No.2 Blower 1132V Outside Engine Room 21V FM 27V 25V 28V S 1131V Quench Cooler LS No.1 Blower 6801V P/C N2 & O2 S S S PI PI Ballast Water S PI S 6kg/cm2 Steam Hydraulic Oil Silencer Silencer /Filter PI PS PS L H TS S urner urner PS Demister UV Detector H 9V To Deck Seal S PI LS Combustion Chamber LS H To Oily Bilge Tank TI LS 6071V Delivery Valve H UV Detector LS 20V 24V PI Ignition Transformer Combustion Air Blower Electrical Signal All System Valves are Prefixed 'I' Unless Otherwise Stated H Main B Air Exhaust Gas TI Pilot B TS Topping-up Inert Gas Generator (500m3/h) Marine Diesel Oil Fresh Water LS TI Inert Gas 7056V 7057V 6V 5513V PI Key Issue: 1 6806V S 7V 6810V Set 6-7kg/cm2 To/From Marine Diesel Oil Service Tank AC LS TI LS 1102V From Blower for Smoke Density Equipment S 6031V Purge Valve Outside Engine Room PS PS Remote Manual Hydraulic Controller (3rd Deck) From Inert Gas Deck Seal Sea Water Pump S PI 23V IMO No.9301419 11V LS 2411V To Oily Bilge Tank F5V Section 1.4.1 - Page 1 of 4 Yuri Senkevich - Hull No.1602 1.4 1.4.1 INERT GAS SYSTEM INERT GAS SYSTEM DESCRIPTION Inert Gas System Maker: Type: No. of sets: Capacity: Delivery pressure: Kangrim Flue gas and top up generator 1 9,375m3/h 0.1 bar Inert Gas Generator Maker: Type: No. of sets: Capacity: Delivery pressure: Cooling water: Kangrim GIN 500 - 0.1 1 500m3/h 0.1 bar 42m3/h Cargo Operating Manual Inert Gas Scrubber Sea Water Pump Maker: No. of sets: Type: Model: Capacity: Shin Shin 1 Vertical centrifugal D125VID1 170m3/h at 50 mth O2 Analyser Maker: Model: Range: Servomex Xendos 1800 0 - 25% Deck Water Seal Pump Maker: No. of sets: Type: Model: Capacity: Shin Shin 2 Horizontal centrifugal SHC40B 5m3/h at 50 mth Inert Gas Blower Fans Maker: Type: No. of sets: Motor: Kangrim KB23 2 127kW Combustion Air Blower Fan Maker: Type: No. of sets: Capacity: Kangrim KR01 1 500m3/h WARNING Inert gas is an asphyxiant due to the low level of oxygen. An oxygen deficient atmosphere will have the following effects: Oxygen Content 15-19% 12-14% 10-12% 8-10% Topping Up Generator for Inert Gas 6-8% Maker: No. of sets: Type: 4-6% Kangrim 1 KT01 Effects and Symptoms Decreased ability to work strenuously. Co-ordination impairment begins. Respiration increases with exertion. Pulse rate increases. Co-ordination is impaired. Judgement is affected. Respiration increases further. Loss of judgement increases lips become cyanosed. Nausea and vomiting commences. Mental failure, fainting and unconsciousness are experienced. Face becomes grey, lips very cyanosed. 8 minutes exposure 100% mortality; 6 minutes 50% mortality; 4 minutes or less high likelihood of recovery with treatment. Coma within a minute, convulsions, respiratory failure, death. Scrubber Tower Maker: No. of sets: Type: Issue: 1 Inert Gas Composition Oxygen (O2): Carbon dioxide (CO2): Carbon monoxide (CO): Sulphur oxides (SOx): Nitrogen (N2): Soot: 2-4% by volume 14% by volume 500 ppm maximum 50 ppm maximum Balance None Introduction The inert gas (IG) system generates and distributes IG which is mainly a mixture of nitrogen and carbon dioxide to the cargo and slop tanks. The IG blankets the tanks at a slightly positive pressure in order to prevent the ingress of atmospheric air. The system is also used to distribute fresh air to cargo tanks, cargo pipes and slop tanks when gas freeing for inspection or maintenance purposes is required. Inert gas is mainly produced from the auxiliary boilers’ exhaust gas which passes through a quench cooler and a scrubber where it is cooled and cleaned before passing to the inert gas blowers and to the deck seal. In addition there is a small top-up generator (TUG) which is capable of producing IG at a rate of 500m3/h produced by a combustion process in the TUG where marine diesel oil (MDO) is burnt. The system is used during: • Cargo oil unloading. • Purging the AUS vacuum pump and lines during discharge operations when the AUS is in line. • Hydrocarbon gas purging. • Tank cleaning. • Crude oil washing. • Emergency inerting from deck of the ballast tanks via a dedicated flexible hose. The system offers additional flexibility for inerting and purging the ballast tanks, by the IG main connecting into the ballast main piping via a spectacle blank on deck before the IG block valve to the ballast line. Control Panels Kangrim 1 KS04 / Fin 9,375-01 There are inert gas control panels in the CCR, in the ECR and locally at the TUG. Start and stop of the flue gas system can only be made from the ECR. IMO No.9301419 Section 1.4.1 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.4.1b Inert Gas System on Deck No.6 Water Ballast Tank (Port) Deck To Gas Sampling System IG36 150 No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.5 Water Ballast Tank (Port) 150 No.5 Cargo Oil Tank (Port) To Cargo Oil Main Line Minimum 2500mm IG35 No.4 Water Ballast Tank (Port) 150 No.4 Cargo Oil Tank (Port) No.2 Water Ballast Tank (Port) 150 No.3 Cargo Oil Tank (Port) No.1 Water Ballast Tank (Port) 150 No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) To Bow Loading P/V Breaker IG22 OD303 Vent Riser IG21 IG18 IG34 No.3 Water Ballast Tank (Port) 150 IG17 IG40 250 250 IG33 OD356 IG30 250 PT IG24 IG27 IG13 250 IG11 IG10 IG08 IG42 250 IG05 IG02 65 400 IG32 150 IG31 IG43 150 IG28 250 Sea Water Supply From Engine Room HC273 HC271 IG39 IG37 BA-048 IG29 150 250 IG26 150 IG09 250 IG23 150 IG03 IG06 250 IG12 IG16 Steam Return 150 IG14 IG25 250 IG07 Fore Peak Tank 250 IG04 IG01 IG15 IG19 Steam Supply IG38 IG20 Key Slop Tank (Starboard) Deck Ballast Water Pump Room Hydraulic oil To Water Ballast System Inert Gas No.6 Cargo Oil Tank (Starboard) 150 No.6 Water Ballast Tank (Starboard) Steam No.5 Water Ballast Tank (Starboard) Sprinkler Deluge Water System Vapour Emission Shore Connection Yellow 800mm Red Diameter 1" Length Stud 150 No.4 Cargo Oil Tank (Starboard) 150 No.4 Water Ballast Tank (Starboard) Issue: 1 No.2 Cargo Oil Tank (Starboard) 150 No.3 Water Ballast Tank (Starboard) 100mm Red 100mm Water Supply 150 No.2 Water Ballast Tank (Starboard) No.1 Cargo Oil Tank (Starboard) 150 No.1 Water Ballast Tank (Starboard) High Velocity Pressure/Vacuum Valve Flame Screen High Velocity Pressure Valve Access Platform Lifting Gear Lever Pressure Minimum 2000mm Height Minimum 6000mm 18" Presentation Flange With Blank Flange No.3 Cargo Oil Tank (Starboard) Vent Riser Condensate 1/2" No.5 Cargo Oil Tank (Starboard) Vacuum Minimum 1500mm Steam In Vacuum Valve Steam Out Ladder Ladder 1000mm 500mm Upper Deck IMO No.9301419 Baffle Plate Upper Deck Baffle Plate Section 1.4.1 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Scrubber The main scrubber tower comprises an initial quench cooler which is supplied with sea water from the scrubber pump or the fire and general service pump in the event that the scrubber pump is not available to cool the exhaust gas. The gas then rises through a material pack where it is further cooled and cleaned by a water spray. Finally it leaves the scrubber tower via a demister which separates the water from the gas. The TUG incorporates its own scrubber to cool, clean and dry the IG. The sea water for the TUG is also supplied from the scrubber pump or the fire and general service pump. Illustration 1.4.1c Cargo Control Room Mimic Panel OPEN AIR INLET TEMP HIGH 6847 RINSING WATER SEALING AIR 6808 6837 FAILURE 6801 OPEN 6804 BOILER UP TAKE PORT 1112 CLOSED 6803 OPEN M Deck Water Seal OPEN NO.2 BLOWER OXYGEN HIGH/HIGH RUNNING OPEN 1131 Before passing to the inert gas distribution on deck, the IG flows through a deck water seal. The purpose of the deck water seal is to prevent the back flow of hydrocarbon gases from the cargo and slop tanks via the inert gas system into the engine room. 1132 STEAM BOILER UP TAKE STBD OPEN OPEN NO.1 BLOWER 6811 SEAL WATER 6814 When the inert gas generating plant is shut down the deck water seal maintains a steady level. Whilst the IGG is running the pressure created by the inert gas forces the water out of the inner chamber into the outer chamber allowing the IG to flow to the cargo tanks. When the IGG is stopped, the pressure from the cargo tanks is slightly greater than atmospheric and forces the water from the outer chamber into the inner chamber where it rises to a level that equals that created by the gas pressure from the cargo tanks. M INERT GAS DELIVERY SCRUBBER SEA WATER PUMP RUNNING DECK SEAL WATER PUMP RUNNING 6031 7001 QIA TO PNEUMATIC EQUIPMENT PRESS LOW 6304 DECKSEAL SEAL WATER 6001 PRESS HIGH 2366 2114 INSTRUMENT AIR PRESS HIGH 6304 PRESS LOW 6121 PRESSURE CONTROL VALVE TEMP HIGH 2335 SW PRESS. LOW 1702 6112 6071 DELIVERY VALVE RUNNING OVERBOARD SEA WATER 6111 CLOSED FAILURE S/W AUX. SUPPLY BILGE/FIRE/G.S OVER FLOW PRESS LOW-LOW 6306 PURGE VALVE OXYGEN lOW OXYGEN HIGH PURGE NO.1 NO.2 6201 PRESS/VACUUM BREAKER LEVEL LOW 6104 NO.1 Pressure Vacuum Breaker Oxygen Analyser 6816 CLOSED BOILER STBD RUNNING 2105 A pressure vacuum (PV) breaker provides the ultimate over pressure and under pressure protection of the cargo tanks. The pressure vacuum breaker is a liquid mixture of 50% water and 50% glycol and is open to atmosphere via a vent. The height and density of the liquid within the breaker determines the pressure at which inert gas will be vented or at which atmospheric air will be drawn in. LEVEL HIGH 5512 BLEED VENT RISER ISOLATION VALVE OPEN (MEMORY LAMP) 6813 1102 Operation of the Deck Water Seal 6051 6818 1141 FAILURE BLEED VALVE 7001 QIA OPEN UPTAKE VALVE FAILURE CLOSED OXYGEN HIGH RINSING OPEN WATER BLOWER VALVES FAILURE PURGE PURGE/EXCESS GAS VENT VALVE 6041 DELIVERY VALVE CLOSED OPEN CLOSED OPEN 6021 6806 2103 PILOT BURNER OVERBOARD OIL PRESS LOW 1053 1056 2040 MAIN BURNER 1012 FAILURE RUNNING FLUE GAS CCRP SELECTED TOPPING UP CCRP SELECTED GENERATOR TOPPING UP INERTING MODE MAIN SUPPLY TOPPING UP TOPPING UP SYSTEM RUNNING SYSTEM READY TO START TOPPING UP SOURCE SUPPLY FLUE GAS SYSTEM NO.1 SOOT BLOWER VALVE OPEN NO.2 SOOT BLOWER VALVE OPEN FLUE GAS INERTING MODE INSTRUMENT AIR PRESS. LOW FLUE GAS SYSTEM RUNNING SYSTEM READY TO START FLUE GAS INERT GAS OR AIR TO DECK NO.1 SOOT BLOWER VALVE CLOSED NO.2 SOOT BLOWER VALVE CLOSED GAS FREEING MODE POWER FAILURE RESET ACKNOWLEDGE LAMP TEST SOOT BLOWER V/V INTERLOCK ALARM CARGO PUMP TRIP BY-PASS MODE FLAME FAILURE 2021/2121 M AMBIENT AIR FAILURE RUNNING LEVEL HIGH 2322 PRESS LOW 2011 COMBUSTION AIR BLOWER 2202 2203 EMERGENCY STOP TEMP HIGH 2312 FUEL OIL 1013 PLC FAILURE PRESS HIGH 2010 M PRESS LOW 2320 SEA WATER 2410 SHU T-OFF VA LVE OVERBOARD A fixed oxygen content meter to monitor the gas being supplied to the inert gas main from the main flue gas system and the TUG is supplied complete with calibration arrangements. It is located on the A deck level in the engine room. Prior to cargo discharge operations or the purging of tanks, the oxygen analyser must be calibrated and the results recorded. The oxygen analyser signal is distributed to the main IG control panel in the ECR, the CCR and locally. Issue: 1 IMO No.9301419 Section 1.4.1 - Page 4 of 4 Yuri Senkevich - Hull No.1602 1.4.2 OPERATION OF THE MAIN SYSTEM CAUTION To prevent damage to the blowers, before each start the blower inspection covers should be removed to confirm that there is no water standing in the casing and then replaced. The inert gas system main control panel is situated in the ECR and contains the controls for both the main gas system and the top up generator. This panel contains the programmable controller pushbuttons etc., which take care of the start/stop/alarm functions and the running mode. On the front of the panel the system is represented in the form of a mimic diagram, with appropriate indications and pushbuttons. The panel also contains an indicator unit for IG main pressure on the deck lines and the IG O2% content. A sub-panel in the cargo control room contains indication for inert gas pressure, oxygen content and alarm indicators. All Valves are Prefixed ‘I’ Unless Otherwise Stated Position Open Open Closed Open Open Closed Closed Closed Closed Open Procedure for Operating the Inert Gas System Starting at the Engine Control Room using the Boiler Gas Uptake Open a) Turn the Flue Gas Select switch to the ECR position. Open b) Turn the System Select switch to the INERT GAS MODE position. Open c) Press the START pushbutton for the deck seal pump to be used, either No.1 or No.2, and place the other pump on standby. d) e) Ensure that the scrubber sea water supply pump suction, discharge and the scrubber overboard discharge valve in the engine room are opened. Press the START pushbutton for the scrubber pump. At the boiler monitoring panel change the Boiler Firing set point to High and click on the FORCE INERT GAS button. Wait for the boiler operating pressure to rise to 16kg/cm2. f) Meanwhile start one of the COPT cooling sea water pumps and one of the COPT condenser condensate pumps. Open the steam to the air ejectors. Open Closed Open Open Open Operational Operational Closed Closed Closed Closed g) Turn the Uptake Valve Select switch to either the position 1 or 2, depending on which boiler is in use. h) Set the valves as per the following table: Issue: 1 Cargo Operating Manual Operational Operational Description Inert gas cooling scrubber pump suction valve Inert gas cooling scrubber pump discharge valve Sea water supply from bilge, fire and GS pump Sea water supply valve to scrubber tower Effluent overboard discharge valve Sea water drain valve from the main scrubber tower Sea water supply valve to the TUG Sea water outlet valve from the TUG Sea water scrubber tower filling valve from deck seal pump Compressed air isolating valve to the inert gas line isolating valve and the line bleed valves Compressed air isolating valve to the inert gas dump valve Compressed air isolating valve to the O2 analyser unit Compressed air isolating valve to exhaust gas isolating valves Compressed air isolating valve to the blower outlet valves Compressed air drain valve Deck seal inlet filling valve from deck seal pump Fresh water flushing valve to No.1 blower Fresh water flushing valve to No.2 blower Fresh water flushing solenoid valve to No.1 blower Fresh water manual solenoid flushing valve to No.2 blower Steam blow valve to No.1 exhaust gas uptake Steam blow valve to No.2 exhaust gas uptake Air supply valve from No.1 forced draught fan Air supply valve from No.2 forced draught fan Forced draught air isolating valve No.2 exhaust gas uptake exhaust gas isolating valve IMO No.9301419 Valve S33V S34V S39V 19V 5V 5513V 18V 23V 6V 10V Position Description Valve Operational No.2 exhaust gas uptake exhaust gas isolating 1122V valve Open No.1 blower inert gas inlet valve 6801V Open No.2 blower inert gas inlet valve 6811V Operational No.1 blower inert gas outlet valve 6806V Operational No.2 blower inert gas outlet valve 6816V Operational Inert gas deck line valve 6041V Operational Inert gas vent valve 6021V i) Turn the Flue Gas Mode switch to 1, the FLUE GAS INERTING position. j) Turn the Blower Select switch to either position 1 or 2, depending on which blower is to be used. k) Turn the Flue Gas System switch to position 2 START (PULSE) to start the blower, then immediately to position 1 RUNNING. l) Ensuring that a sample flow of inert gas is flowing through the oxygen content meter by adjusting the flow meter to 2.5 on the scale. 12V 13V 14V 15V 26V 9V 17V 7V 6801V 6820V 1131V 1141V 3V m) Wait for the oxygen content reading to reach 4.5% on the dial, adjust the fuel/air ratio on the boiler accordingly. n) When the oxygen level is within limits, the deck valve 6041V will open and the vent valve 6021 will close. If the oxygen level or cargo tank pressure rises to above the preset range, the purge valve 6021V will open and the deck valve 6041 will close. Stopping a) Turn the INERT GAS OR AIR TO DECK switch on the control panel to the OFF position 0. b) Check that the exhaust/vent valve I6201 is indicating OPEN and the delivery valve I6041V indicate CLOSED on the mimic panel. c) Switch the Flue Gas System switch to position 0, STOP. 4V 1132V 1102V Turn the Inert Gas Or Air To Deck switch to position 2 START (PULSE), then immediately to position 1 RUNNING. The IG blowers are fitted with an automatic water washing system which will be initiated 30 seconds after the blowers have been stopped and continue for approximately 20 minutes. Section 1.4.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 During the water washing phase, ensure that the washing indicator on the IG main control panel indicates that the solenoid valve has opened and that the indicator light returns to the shut position at the end of the timed sequence. d) On the boiler monitoring panel, click on the Forced Inert Gas button and the Low Firing button to change the boiler back to normal operating mode. e) Close the uptake valve by turning the switch to position 0. f) After 20 minutes stop the IGS scrubber SW pump. CAUTION Washing the impeller while the fan is running may result in serious damage to the unit. g) Close the steam valves on the air ejector. h) Once the COPT condenser has cooled stop the cooling SW pump and the condensate pump. Capacity and Deck Main Pressure Control The flow control and deck main pressure are maintained by the controller on the CCR control console. The signal from the controller automatically operates the vent and deck main control valves. When the set point of the capacity or the deck main pressure has been reached, the control valve will partially close to maintain the set point. To maintain a flow through the system and prevent the fans overheating, the vent valve will open correspondingly. Cargo Operating Manual The following conditions give indication in the alarm system and opening of the vent to atmosphere and closing of the main discharge line valve: • High gas pressure in deck main line • High oxygen content, vent to atmosphere will open - (5%) The following condition gives an indication in the alarm system and a shutdown signal to the cargo pumps: • Low low deck IG pressure 100mmWG O2 Analyser Type: Range: Servomex xendos 1800 0 - 25% oxygen The analyser is a microprocessor-based electronic unit for the continuous monitoring of the oxygen levels in the inert gas generator outlet. The gas sample continuously flows through the analyser sensor because of the higher pressure in the inert gas system. This ensures that the oxygen content is continuously measured. The analyser has a 4-20mA output signal which is proportional to the oxygen content and this signal is the input signal to the O2 indicator on the control panel. Adjustment of the alarm set points can be made via the membrane keys on the unit front. When the instrument is first switched on, the upper and lower displays are illuminated for approximately three seconds and the sensor cell then warms up and stabilises. The unit then gives the O2 reading. Maintenance (Routine Maintenance in Operation Only) Inert Gas System Alarms and Trips The use of the IG delivery blowers should be alternated on a regular basis. The following conditions give indication in the alarm system and cause the valves to go into a shutdown position and the plant to stop operating, but not the deck seal supply which will continue: Check the calibration of the oxygen analyser before use and log the results accordingly. • Emergency stop • Low instrument air pressure • High sea water level high in scrubber • Blower failure • Low sea water supply pressure • High IG outlet temperature from blower - (65°C) • Low sea water supply pressure to the scrubber - flue gas • Low sea water supply pressure to the deck seal reservoir Issue: 1 The soot cleaning for the boiler uptake valve should be operated before opening the uptake valves. The in-use IG blower is automatically water washed with fresh water after shutdown in order to prevent the build up of solids on the impeller. IMO No.9301419 Section 1.4.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 1.4.3 TOP-UP GENERATOR (TUG) Introduction The top up generator (TUG) is used where small amounts of inert gas are required as follows: • Purging the AUS vacuum pump and lines during discharge operations when the AUS is in line • Topping up when on a sea passage and gas is lost or reduces in pressure due to cooling The inert gas is produced by burning marine diesel oil in air in a water cooled combustion chamber. The water cooled chamber makes refractory lining unnecessary and therefore the combustion will reach optimum temperature very quickly and be able to produce in-spec gas quickly. It is then cooled and cleaned in an integral scrubber, where soot and sulphur dioxide are removed by the sea water. The plant may be operated locally, from the ECR or the CCR. Procedure for the Operation of the Inert Gas Top Up Generator (TUG) Starting and stopping of the TUG is carried out from the ECR inert gas generator panel. The panel contains the programmable controller, which takes care of the start, stop and alarm functions and the running mode. Starting - Manually The setting up and opening of the manual valves in the system are carried out in the engine room. Starting and stopping of the IGG plant is performed at the ECR inert gas generator panel. a) Set the valves as per the following table: All Valves are Prefixed ‘I’ Unless Otherwise Stated Position Open Open Open Open Open Open Issue: 1 Description Inert gas cooling scrubber pump suction valve Inert gas cooling scrubber pump discharge valve Inert gas cooling scrubber pump discharge valve to the TUG Sea water outlet valve from the TUG Inert gas cooling scrubber pump discharge valve to the main scrubber tower Effluent overboard discharge valve Position Open Operational Operational Open Open Open Open Open Operational b) Description TUG inert gas discharge valve TUG inert gas delivery valve TUG inert gas purge valve Fresh water flushing valve TUG MDO fuel pump suction valve TUG MDO fuel pump discharge valve Fuel line isolating valve Service air supply valve Service air supply solenoid valve Cargo Operating Manual Valve 21V 6071V 6031V 20V At the IGG DO supply pump local starter panel, turn the Auto/ Manual mode switch to the MANUAL position and press the Start pushbutton. At the ECR IG control panel: c) Press the START pushbutton for the deck seal pump to be used, either No.1 or No.2, and place the other pump on standby. d) Press the START pushbutton for the scrubber pump. e) Turn the Flue Gas mode switch to position 3 TOPPING UP INERTING. f) Turn the Topping Up Selection switch to position 1 TOPPING UP REMOTE (ECRP). g) Turn the Topping Up System switch to position 2 NORMAL OPERATION, then turn it to position 2 START (PULSE). After a pre-purge period of 55 seconds the ignition phase will start, five seconds after the igniter has initiated the pilot fuel will be injected, at this point the effluent discharge will be directed to the bilge tank. Valve S33V There is a period of ten seconds in order for the pilot flame to be established before the main fuel solenoid valve is opened. S34V When the main burner flame is established (120 seconds for the ignition phase) the effluent discharge will be redirected to overboard. 18V 23V 19V h) Ensuring that a sample flow of inert gas is flowing through the oxygen content meter by adjusting the flow meter to 2.5 on the scale. i) Wait for the oxygen content reading to reach 4.5% on the dial. If necessary, adjust the fuel/air ratio on the TUG by operating the FO pressure regulator, to bring the oxygen content reading to within normal operating limits. j) Turn the Inert Gas Or Air To Deck switch to position 2 START (PULSE), then immediately to position 1 RUNNING. Stopping - Manually a) Turn the Topping Up System switch to position 1 NORMAL STOP. The air blower will stop automatically. b) Turn the Inert Gas Or Air To Deck switch to position 0 OFF. c) Stop the DO supply pump locally. d) Allow the TUG to cool before stopping the scrubber cooling SW pump. During this whole period the exhaust valve to atmosphere is fully open and the supply valve to deck is fully shut. 5V IMO No.9301419 Section 1.4.3 - Page 1 of 1 1.5 Crude Oil Wash and Tank Cleaning System 1.5.1 System Description Illustrations 1.5.1a Crude Oil Wash and Tank Cleaning System 1.5.1b Tank Cleaning Machines 1.5.1c Tank Cleaning Graphs - SC90T2 1.5.1d Multi Nozzle Tank Cleaning Machine (Slop Tank) 1.5.1e Tank Cleaning Graphs - SC75T3 Yuri Senkevich - Hull No.1602 Illustration 1.5.1a Crude Oil Wash and Tank Cleaning System To Manifold OD353 To Manifold OD352 To Manifold OD351 Key Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Cargo Grade - 1 Cargo Grade - 3 Deck Mounted Tank Cleaning Machine Cargo Grade - 2 Hole for Portable Tank Cleaning Machine Multi-Stage Tank Cleaning Machine To Manifold Residue Line Tank Cleaning Heater TC45 Air Vent TC44 OP276 To Slop Tank (Starboard) OD359 A OP 273 TC 35 TC 39 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP282 Cargo Operating Manual TC 29 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port) (Port) (Port) TC 23 TC 33 TC 11 TC 17 TC 27 TC 21 No.1 Cargo Oil Tank (Port) TC 05 TC 09 TC 15 TC 02 TC 41 TC 37 TC 31 TC 25 TC 19 TC 13 TC 07 TC 40 TC 36 TC 30 TC 24 TC 18 TC 12 TC 06 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank TC 32 Stripping Pump (Starboard) OP269 OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP 238 OP247 Slop Tank OT137 Ballast Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 244 OP208 OP231 OP237 OP246 OP 249 OP216 OP230 OP 243 No.5 Cargo Oil Tank (Port) TC 04 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) TC 03 No.1 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Port) OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT112 OP206 OP245 OP229 OP236 OP228 OT 132 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Issue: 1 No.6 Cargo Oil Tank (Port) TC 10 TC 16 OT 129 OP213 OP212 OP217 Zinc Anode TC 22 OP226 OP252 OP 251 TC 01 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 08 TC 14 OP227 OP 250 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Stb'd) (Starboard) (Starboard) OP 278 OP275 From Ballast System TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 OP256 OP 255 OP266 A A TC 20 OP 277 Cargo Oil Stripping Eductor OP279 OP280 TC 26 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 1.5.1 - Page 1 of 6 Yuri Senkevich - Hull No.1602 1.5 1.5.1 CRUDE OIL WASHING AND TANK CLEANING SYSTEM SYSTEM DESCRIPTION The fixed tank cleaning system design is based on washing with crude oil with a specific gravity of 0.867 or sea water heated in the slop tanks to 60ºC or through the tank cleaning heater to 80ºC can also be used as a washing medium. The ship is provided with a separate 200mm COW/tank cleaning line, with branches to each tank washing machine. A main cargo pump is required to supply the driving fluid to the tank cleaning machines and stripping eductor when they are in use. Particulars of the Stripping Eductor Tank Cleaning Heater Maker: No. of sets: Type: Fluid: Quantity: Operating Pressure: Inlet temp: Outlet temp: DongHwa Entec 1 Shell tube Shell side Steam 23173.4 kg/h 10g/cm2 183.2°C 90°C Scanjet 25 SC90T2 - Deck mounted 8kg/cm2 24mm, single nozzle 3m 60m3/h ~32m Issue: 1 Scanjet 2 SC75T-3, Multi Level SC230 8kg/cm2 13mm, three nozzle 16,800mm ~48m3/h ~14.5m Tube side SW 230m3/h 16g/cm2 20°C 80°C Maker: No. of sets: Type: Capacity: Driving fluid: Teamtec 1 8-10-12 400m3/h at 25 mth 610m3/h at 10kg/cm2 Initially stripping of the cargo oil tanks at the end of bulk discharge is carried out using the automatic unloading system fitted to each main cargo pump; final stripping before draining is carried out using the stripping eductor. Where closed cycle water washing is employed, the slop tanks will have been charged with sea water and the contents used for both the eductor drive and the washing medium. It is also possible to supply directly from the sea if so required, this is limited to the capacity of the slop tanks. Once the slop tanks are nearing approximately 80% capacity, the system would have to be changed over to closed cycle washing. If hot washing is required, the slop tank heating coils together with the tank cleaning heater may be employed to raise the water temperature to the required level. Tank Cleaning Machines in Slop Tanks Maker: No. of sets: Type: Drive unit: Operating pressure: Nozzle diameter: Length: Capacity: Effective washing radius: Crude Oil Stripping Eductors The stripping eductor will be utilised in maintaining the bottom of the cargo tanks in an almost dry condition during bottom COW operations. The drive medium for the eductor is normally provided from the slop tanks by one of the cargo pumps during COW. Deck Mounted Tank Cleaning Machines in Cargo Tanks Maker: No. of sets: Type: Operating pressure: Nozzle diameter: Length of standpipe: Capacity: Effective washing radius: Cargo Operating Manual COW Machine Control Knobs IMO No.9301419 The system is designed such that three sets of cargo tanks may be crude oil washed simultaneously with a minimum of 8kg/cm2 supply pressure at the most remote machine. The discharge capacity of each cargo pump is adequate for supplying driving fluid to the eductor and the tank cleaning machines for three sets of cargo tanks. The suction capacity of the eductor is in excess of 110% of the output of all the COW tank cleaning machines in any three of the cargo oil tanks (only two if cleaning No.1 COTs). During bottom washing, normally no more than two cargo tanks are to be washed at a time to enable the eductor to keep the tank bottoms almost dry. Section 1.5.1 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.5.1b Tank Cleaning Machines Tank Cleaning Machine D F C E B A 0° Key Issue: 1 A - Inspection Plug B - Drive Unit C - Programme Knob D - Hand Crank E - Inlet Supply Valve F - Protective Cover Drive Spindle Showing the Graduation Angles 45° 90° IMO No.9301419 Section 1.5.1 - Page 3 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.5.1c Tank Cleaning Graphs - SC90T2: Cycle 200 Time (min) 175 q(m^3/h) 124 P1=1,5o/rev 150 125 34 120 P2=3,0o/rev 116 P3=4,5o/rev 112 32 30 28 26 108 100 24 104 75 22 100 20 50 96 25 92 0 0,6 0,8 1,0 1,2 1,4 1,6 1,8 2,0 Rotation Speed of Gun (r/min) 88 84 80 76 Cycle 100 Time (min) 90 P1=2,5o/rev 72 80 P2=5,0o/rev 68 P3=7,5o/rev 64 70 60 60 50 56 40 52 30 48 20 44 10 40 0 0,6 0,8 1,0 1,2 1,4 1,6 1,8 2,0 Issue: 1 7 8 9 10 11 12 13 P(bar) Rotation Speed of Gun (r/min) IMO No.9301419 Section 1.5.1 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.5.1d Multi Nozzle Tank Cleaning Machines (Slop Tank) Tank Cleaning Machine D F C E B A 0° Key Issue: 1 A - Inspection Plug B - Drive Unit C - Programme Knob D - Hand Crank E - Inlet Supply Valve F - Protective Cover Drive Spindle Showing the Graduation Angles 45° 90° IMO No.9301419 Section 1.5.1 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.5.1e Tank Cleaning Graphs - SC75T3: q 34 (m3/h) Cycle 475 Time (min) 450 16 32 P1=0,5o/rev 14 12 30 10 28 P3=3,0o/rev 400 08 P4=Prewash 375 06 26 P2=1,5o/rev 425 350 24 325 22 300 20 275 18 250 16 225 200 14 175 12 150 10 125 8 100 6 75 4 50 2 25 0 0 4 6 8 10 P(bar) Issue: 1 12 14 0,6 0,8 1,0 1,2 1,4 1,6 1,8 2,0 Rotation Speed of Gun (r/min) IMO No.9301419 Section 1.5.1 - Page 6 of 6 1.6 Hydraulic System 1.6.1 Cargo and Ballast Valve Hydraulic Remote Control System Illustrations 1.6.1a Cargo and Ballast Valve Hydraulic System 1.6.1b Hand Pump Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.6.1a Cargo and Ballast Valve Hydraulic System Key Hydraulic Oil Workstation Cargo Control Room P P T T Electrical Signal DPU Starter Panel Power M Unit M No.2 Solenoid P Valve Cabinet (47 Sets) T P T Butterfly Valve 2 Sets (Open/Shut) OD304 OD305 Hydraulic Power Pack Room T Portable Hand Pump 1 Sets Butterfly Valve 9 Sets (Open/Shut) OD309 OD311 OD313 OD316 OD317 Bypass Ball Valve Butterfly Valve 6 Sets (Open/Shut) OD348 OD351 OD349 OD352 OD350 OD353 OD324 OD325 OD332 OD333 P No.3 Solenoid Valve Cabinet (58 Sets) Engine Room T Butterfly Valve 5 Sets (Continuous) OP260 OP261 OP262 BA044 (Speed) BA045 (Speed) Butterfly Valve 50 Sets (Open/Shut) BA028 OP201 BA029 OP202 BA030 OP203 BA031 OP204 BA033 OP205 BA035 OP206 BA036 OP207 BA037 OP208 BA038 OP209 BA039 OP210 BA040 OP211 BA047 OP212 OP213 Pump Room Issue: 1 Butterfly Valve 1 Sets (Open/Shut) Ship-Side Valve BA041 Butterfly Valve 2 Sets (Open/Shut) ODME Valve OP273 (Normally Open) OP274 (Normally Closed) OP214 OP215 OP217 OP218 OP225 OP226 OP227 OP228 OP229 OP230 OP231 OP232 OP233 OP263 OP264 OP265 OP266 OP267 OP268 OP275 OP278 OP279 OP281 OP282 OP283 P No.1 Solenoid Valve Cabinet (30 Sets) Butterfly Valve 6 Sets (Open/Shut) OT129 OT130 OT131 OT132 OT133 OT134 Slop Tank Butterfly Valve 2 Sets (Open/Shut) OT127 OT128 Butterfly Valve 2 Sets (Continuous) OT125 OT126 No.6 Cargo Oil Tank Butterfly Valve 2 Sets (Open/Shut) BA026 BA027 No.6 Water Ballast Tank Butterfly Valve 2 Sets (Continuous) BA024 BA025 Butterfly Valve 2 Sets (Open/Shut) OT123 OT124 Butterfly Valve 2 Sets (Continuous) OT121 OT122 No.5 Cargo Oil Tank Butterfly Valve 2 Sets (Open/Shut) BA022 BA023 Butterfly Valve 2 Sets (Continuous) OT117 OT118 No.4 Cargo Oil Tank Butterfly Valve 2 Sets (Continuous) BA020 BA021 No.5 Water Ballast Tank Butterfly Valve 2 Sets (Open/Shut) OT119 OT120 Butterfly Valve 2 Sets (Open/Shut) BA018 BA019 Butterfly Valve 2 Sets (Continuous) BA016 BA017 No.4 Water Ballast Tank IMO No.9301419 Butterfly Valve 4 Sets (Open/Shut) OT111 OT112 OT115 OT116 Butterfly Valve 2 Sets (Continuous) OT113 OT114 Butterfly Valve 2 Sets (Continuous) OT107 OT108 Butterfly Valve 2 Sets (Open/Shut) OT103 OT104 Butterfly Valve 2 Sets (Continuous) OT101 OT102 Butterfly Valve 2 Sets (Open/Shut) OT109 OT110 No.3 Cargo Oil Tank Butterfly Valve 2 Sets (Open/Shut) BA014 BA015 Butterfly Valve 2 Sets (Open/Shut) OT105 OT106 Butterfly Valve 2 Sets (Continuous) BA012 BA013 No.3 Water Ballast Tank No.2 Cargo Oil Tank Butterfly Valve 2 Sets (Open/Shut) BA010 BA011 Butterfly Valve 2 Sets (Continuous) BA008 BA009 No.2 Water Ballast Tank No.1 Cargo Oil Tank Butterfly Valve 3 Sets (Open/Shut) BA003 BA006 BA007 Portable Hand Pump 1 Sets Bosun's Store Butterfly Valve 3 Sets (Continuous) BA002 BA004 BA005 No.1 Water Ballast Tank Section 1.6.1 - Page 1 of 5 Yuri Senkevich - Hull No.1602 1.6 HYDRAULIC SYSTEM 1.6.1 CARGO AND BALLAST VALVE HYDRAULIC REMOTE CONTROL SYSTEM Power Pack Maker: No. of sets: Tank capacity: Operating pressure: Danfoss Marine Systems 1 200 litres 105 bar Pressure Pumps Maker: Model: Type: No. of sets: Pump capacity: Bosche P 5.5/112M4 Gear 2 9.5 litres/min each Portable Hand Pump Maker: Model: Type: No. of sets: Reservoir capacity: Danfoss PHP 25-05 Positive displacement piston 2 5 litres Introduction WARNING The hydraulic system operates at a pressure of 105 bar. Do not attempt to tighten any unions or connections with the system under pressure as a resultant fracture of pipework and escape of hydraulic fluid could result in serious injury or death. The constant pressure (105 bar) hydraulic valve remote control system enables the remotely operated cargo and ballast tank valves to be actuated from the Data Chief C20 screen displays in the cargo control room (CCR). When the hydraulic power unit is activated hydraulic power is available to open and close all valves connected to the system. Should there be a failure of the hydraulic power unit valves may be opened and closed by using one of the two emergency hand pumps. Issue: 1 Cargo Operating Manual The majority of the valves in the system (105) are either fully open or fully closed with no intermediate positions. The remainder (30) are throttling valves. The hydraulic power pack control panel contains the following: • Power switch • Pump start/stop/standby switches The hydraulic valves are activated via the AIS screen displays in the CCR. When the necessary operation screen is selected, selecting a hydraulically operated valve with the cursor will bring up an operation window: two types of valve operation windows are available, one for the open/shut type valve and one for the throttling type valve. • Pump running indicators • System pressure • High and low pressure alarms • High temperature alarm Manual valves displayed on the screen do not have an automatic input to the Data Chief C20, their status can be indicated manually from the Data Chief C20 keypad. Clicking on the icon and opening or closing the valve only changes the display, it does not operate the valve. • Tank low oil level alarm • Oil level indicator The hydraulic power pack is located in the hydraulic power unit room on the upper deck cross alleyway forward side on the vessel’s centre line. The associated control panel provides for control of the two hydraulic power pack pumps and gives warning of failure in the system. There are two pumps, they are selected with one acting as the duty pump and the other as the standby pump. Turning the pump selector switch on the hydraulic power unit control panel from the PUMP OFF position to the P1-P2 position selects No.1 pump as the duty pump and No.2 pump as the standby pump. Turning the switch to the P2-P1 position selects No.2 pump as the duty pump and No.1 pump as the standby pump. The system can be selected in either LOCAL or CRT mode, in CRT mode the pumps are controlled according to the Data Chief C20 valve commands. If necessary the hydraulic power pack pumps can be started from the Data Chief C20 screen displays providing the main power which on the local starter panel is in the ON position. In normal automatic operations the duty pump will start and stop according to the pressure in the system but if the duty pump is unable to maintain the desired pressure the standby pump will also start. The system operates on a constant pressure principle, where a pressure regulating valve maintains the working pressure to the solenoid cabinets at 105 bar. The working pressure line to the valves is protected by a relief valve set at 120 bar. The pump operating pressures are indicated below. The hydraulic accumulators in the system act as a power storage unit and also to smooth out pressure fluctuations. Pump Settings Duty pump start: Duty pump stop: Standby pump start: High pressure alarm: Low pressure alarm: 115 bar 165 bar 110 bar 170 bar 100 bar IMO No.9301419 The control room has the above indicators/alarms and also a common alarm, but there in no remote tank level indicator. No.2 solenoid valve cabinet is located in the hydraulic power unit room on the upper deck accommodation cross alleyway. Solenoid valves can be controlled manually at the solenoid valve should the need arise. No.3 solenoid valve cabinet is located near to the cargo pump controls in the engine room and No. 1 solenoid valve cabinet is located on the starboard side, main deck level, in the bosun’s store forward. The safety system has an oil tank level alarm which is activated at approximately 50% of the nominal volume. At 25% of nominal volume both pumps will be tripped. At full working pressure with the pumps not running the stored energy in the accumulators is sufficient to operate two of the largest valves from the open to close position or to compensate for normal system leakage for about 10 minutes. Cold Weather Conditions The normal operating temperature range for hydraulic oil is between 20°C and 60°C. When the vessel is trading in cold weather climates it is good practice to circulate the hydraulic oil in the pressure and return lines to avoid sluggish operation. This can be done by opening the forward bypass valve between the pressure and return lines prior to cargo/ballast operations. The length of time required will depend on the ambient temperature, but the oil temperature should be raised to in the region of 25°C to 30°C. Section 1.6.1 - Page 2 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Procedure for Operating the Valve Remote Control System Procedure for Operation of the Cargo Line Valves Under normal circumstances the power pack will be in automatic mode with one of the pumps selected as the duty pump and the other as the standby pump. The switches on the local starter panel for both pumps must be turned to the ON positions. The engineers will have the plant in a state of readiness unless otherwise agreed. The key pad below is used to carry out the valve operation functions. a) At the control panel above the power pack turn the power source switch to the ON position and check that the main power on lamp is illuminated. + / * 7 8 9 Press the lamp TEST button and check the lamps. 4 5 6 c) With the control mode set to LOCAL, turn the pump selection switch to P1-P2 or P2-P1 to select No.1 or No.2 pump as the main pump and the other as the standby. Press the pump START buttons for the pumps; the duty pump will normally operate and pump up the system to the normal operating range, if the duty pump cannot maintain the correct system pressure the standby pump will operate. 1 2 3 e) f) 0 1 3 2 1 1 Selection Key 2 Open/Change Command Key 3 Close/Change Command Key 4 Enter/Confirm Command Key Note: Samples of oil from the hydraulic system must be taken at intervals recommended by the oil supplier and must be sent for analysis as soon as possible after the samples have been taken. Note: The alarm system must be checked when the hydraulic unit is operating. The lamps and buzzer can be tested by means of the switch provided. Issue: 1 The procedure for operation of the intermediate position valves from full open to full close is similar to the previous description for open/close type valves. During the transition stage the valve icon will blink yellow before becoming grey (closed) or green (open). The valve icon will remain a steady yellow when its position has been attained. During the valve transition the % indication will be shown next to the valve. If the valve is required to travel its full extent, either open or close, then it can be operated with the same key pad commands that are used for open/close type valves. If a valve is given a command and fails to reach its set position within a set period, then a valve time over run will be sounded on he Data Chief C20. If all is satisfactory, change over control to the CCR; control will now be carried out according to the valve operation commands through the Data Chief C20. Operate the valves as required. When a valve is operated the valve icon will change to yellow. When the valve’s full travel has taken place the valve colour will change to green indicating it is open, or to a blank line colour which is the same as the cargo and ballast lines when they have no process fluid passing along them. c) To set an intermediate position, use key item 1 to select the valve followed by the numeric keys to give the desired open/ closed position, then press enter, key item 4. 4 . 0 Check that the operating pump starts and stops on the pressure starts and that hydraulic pressure is maintained in the hydraulic system. On the hydraulic system AIS screen the pump control mode and running indication will be shown in the hydraulic pump control faceplate. To operate the open/close valves, move the cursor over the required valve and press key item 1, the valve will blink, a command line at the foot of the screen will indicate the valve’s full ID and prompt for an action. To open the valve press key item 2, or key item 3 to close the valve. The valve icon will change from a steady grey (closed) or green (open) to a blinking icon until it reaches its new command position. Key Pad on C20 b) d) b) With the hydraulic power pack system in automatic operation the valves can be operated in the following manner: a) For the cargo tank main suction valves it is first necessary to see if the valve operation protection has been applied. The protection system is used to ensure that tank valves that require absolute protection due to grade segregation are not opened inadvertently. To apply or remove the protection, move the cursor over the specific valve and press key item 1 as indicated in the image above. A valve with protection will be indicated in a small blue box to the upper right side of the valve with the letters PRO. For unprotected valves the indication box will be white with the letters UPR inside it. Press key item 2 to add protection, or key item 3 to remove protection, press the enter key item 4 to confirm and apply the action. IMO No.9301419 Section 1.6.1 - Page 3 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.6.1b Hand Pump 1 EMERGENCY OPERATION ON VALVES WITH 2 LINE HAND PUMP ONLY FOR SYSTEMS WHERE 3 2 4 PILOT LINE B = OPEN PILOT LINE A = CLOSE 5 2-Line System OPENING Close the stop valves. Connect the hoses to the emergency operating set on the actuator Turn the handle of the pilot valve to open position and continue to pump until the actuator is open (see visual indicator or manometer 135 bar) 6 100 50 150 200 250 0 CLOSING Turn the pilot valve to the "closed" position, otherwise as above. bar 300 1-Line System OPENING: Only hose "B" is used, otherwise as above. CLOSING: Turn the pilot valve to "closed" positionThe valve closes without pumping 7 8 EMERGENCY OPERATION ON VALVES WITH 2 LINE HAND PUMP ONLY FOR SYSTEMS WHERE PILOT LINE B = OPEN PILOT LINE A = CLOSE 2-Line System OPENING Close the stop valves. Connect the hoses to the emergency operating set on the actuator Turn the handle of the pilot valve to open position and continue to pump until the actuator is open (see visual indicator or manometer 135 bar) Key 1. Hand Pump 2. 4/3 Pilot Valve 3. Directional Flow Valve 4. Relief Valve 5. Air Filter 6. Pressure Gauge 7. Isolator 8. Instruction Plate 9. Sight Glass CLOSING Turn the pilot valve to the "closed" position, otherwise as above. 1-Line System OPENING: Only hose "B" is used, otherwise as above. CLOSING: Turn the pilot valve to "closed" positionThe valve closes without pumping 9 Issue: 1 IMO No.9301419 Section 1.6.1 - Page 4 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Emergency Manual Operation Should a valve fail to operate from the Data Chief C20 system in the cargo control room, the first attempt to operate the valve manually should be made by directly operating the solenoid valve in the solenoid valve cabinet in the hydraulic power unit room, pump room or bosun’s store. Inside the cabinet, each solenoid has two directional pushbuttons which can be used to open or close any of the remotely operated valves. Each solenoid has a small valve position indicator. Procedure for Emergency Valve Operation In the event of complete failure of the hydraulic system, the valves may be operated locally by means of the fixed or portable hand pumps, whichever is applicable. CAUTION Cleanliness of the oil entering the system is of utmost importance. Hoses must be dedicated clean hydraulic hoses. Quick disconnect couplings must be cleaned prior to use and the dust caps replaced immediately after disconnection. a) At the actuating piston to be operated for the cargo valves, or at the valve block for the ballast valves close the actuator control block stop valves by screwing in the isolating studs. b) Connect the hand pump hoses to the emergency control block for the valve, connecting points ‘A’ (closing) and ‘B’ (opening) which are clearly marked on the side of the body of the valve or on the valve block assembly. c) Turn the hand pump pilot valve to the OPEN position (or CLOSED position for closing). d) Operate the hand pump handle until the valve is open (or closed as required). e) Place the pilot valve in the centre position and this will prevent movement of the valve from the open (or closed) position. f) Monitor the valve position for creep and re-apply pressure as necessary. Issue: 1 IMO No.9301419 Section 1.6.1 - Page 5 of 5 1.7 Ballast System 1.7.1 System Description 1.7.2 Venting Illustrations 1.7.1a Ballast System 1.7.1b Ballast Pump Graph 1.7.2a Ballast Tank Ventilation Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.7.1a Ballast System From Inert Gas Main Line 400 750 400 IG-37 BA-048 Upper Deck Upper Deck 750 BA-046 350 BA-047 BA-027 3.25M/S No.2 Ballast Pump 2,500m3/h at 35mth No.5 Ballast Water Tank (Port) BA-023 No.4 Ballast Water Tank No.3 Ballast Water Tank (Port) (Port) BA-019 BA-015 No.2 Ballast Water Tank (Port) BA-011 No.1 Ballast Water Tank (Port) BA-007 BA-034 150 150 Water Ballast Strip Eductor 300m3/h at 20mth 400 BA-038 No.6 Ballast Water Tank (Port) Water Ballast Tank BA-033 BA-025 400 BA-021 400 150 BA-017 400 150 BA-013 400 150 BA-009 400 150 BA-005 400 BA-036 BA-031 BA-029 750 BA-035 BA-030 BA-037 Sea Chest 400 BA-001 BA-003 BA-028 BA-024 BA-020 BA-016 BA-012 BA-008 BA-004 550 550 BA-044 BA-042 400 BA-039 BA-002 3.10M/S 550 550 No.1 Ballast Pump 2,500m3/h at 35mth 550 550 400 3.25M/S 550 250 550 3.10M/S 550 BA-045 BA-043 400 400 400 400 400 Fore Peak Tank BA-040 BA-026 150 BA-022 150 BA-018 150 BA-014 150 BA-010 150 BA-006 150 550 BA-041 750 To Cargo Oil System BA-032 No.6 Ballast Water Tank (Starboard) No.5 Ballast Water Tank (Starboard) No.4 Ballast Water Tank No.3 Ballast Water Tank (Starboard) (Starboard) No.2 Ballast Water Tank (Starboard) No.1 Ballast Water Tank (Starboard) Key Sea Water Hydraulic Oil Inert Gas Issue: 1 IMO No.9301419 Section 1.7.1 - Page 1 of 2 Yuri Senkevich - Hull No.1602 1.7 BALLAST SYSTEM 1.7.1 SYSTEM DESCRIPTION Ballast Pumps Maker: No. of sets : Model (pump): Type: Prime mover: Capacity: Total: Suction head: Hyundai Heavy Industries Co. Ltd. 2 BVD 40 Centrifugal, vertical single speed Electric motor 2,500m3/h 35m -5m Speed (pump/motor): Output: 1,190 rpm ± 1% 350kW Water Ballast Stripping Eductors Maker: Type: No. of sets: Capacity: Driving water: TeamTec Marine Products 12-12-14 1 400m3/h at 20mth 1,470m3/h at 3.1kg/cm2 supplied by either of the ballast pumps The vessel complies with MARPOL Protocol 73/78 as a segregated ballast tanker. Segregated ballast is carried in the fore and aft peak tanks and in six pairs of wing tanks arranged the entire length of the cargo tank area. The vessel is designed with sufficient heavy weather ballast capacity to meet any weather condition without having to load additional ballast in the cargo tanks. If, however, it is considered that extreme heavy weather ballast may be required during the ballast voyage this will normally be carried in No.4 wing cargo oil tanks and these tank shall be crude oil washed before departure from port. The intended sailing ballast condition is with No.1 to 5 wing ballast tanks 95% full and the quantities in No.6 wing ballast tanks and the fore peak tank adjusted to give the normal mean departure draught for the ballast voyage of 7.97m with a trim of 1.2m by the stern. The quantity of ballast in No.6 wing ballast tank is intended to be increased during the ballast voyage to compensate for the consumption of fuel on passage. Issue: 1 Cargo Operating Manual The aft peak tank is filled/emptied via the bilge, fire and GS pumps in the engine room. The ballast tanks on this vessel consist of Ballast Tank Fore Peak Tank No.1 Water Ballast Tank port No.1 Water Ballast Tank starboard No.2 Water Ballast Tank port No.2 Water Ballast Tank starboard No.3 Water Ballast Tank port No.3 Water Ballast Tank starboard No.4 Water Ballast Tank port No.4 Water Ballast Tank starboard No.5 Water Ballast Tank port No.5 Water Ballast Tank starboard No.6 Water Ballast Tank port No.6 Water Ballast Tank starboard Aft Peak Tank (C) TOTAL Capacity (m3 at 100% ) 2937.3 3650.0 3650.0 3314.0 3314.0 3412.8 3412.8 3412.8 3412.8 3401.6 3401.6 3882.8 3882.8 940.5 46,025.8 The main ballast tanks are served by two centrifugal pumps, both are electric motor driven, each with a capacity of 2,500m3/h at 35mth. The pumps are located in the pump room and are provided with their own sea chest. The pumps are connected to an overboard discharge line which ends approximately 0.5m above the deepest water ballast line on the port side. The ballast pumps can be connected to the cargo tank system via manually operated valve BA032, a portable spool piece, manually operated valve OP235 and check valve OP234. Under normal circumstances this connection should not be used to ballast No.4 cargo tank for heavy weather conditions. Heavy weather ballast will be delivered to No.4 COTs via a main cargo pump after a basic line wash. The COT ballast overboard passes via a 350mm pipe through No.6 port water ballast tank and exits at least 0.5m above the deepest water ballast line. The ODME equipment is connected to the this overboard. When necessary the ODME will divert the flow into the selected slop tank. The ballast main system is split into two separate lines, No.1 ballast pump serves the starboard tanks, while No.2 pump serves the port ballast tanks and the fore peak tank. The ballast pump suction and discharge lines can be interconnected via crossover valves to allow for flexibility of operation, additionally there is one crossover valve in No.1 starboard ballast tank. IMO No.9301419 Each main ballast tank apart from the fore peak tank, has a main 400mm suction line and a 150mm stripping line. The fore peak tank has a single 400mm suction. In addition, a single stripping eductor is provided to facilitate adequate draining of the ballast tanks, this is powered by the ballast pumps. All the valves on the main ballast system are hydraulically operated from the cargo control room, apart from the fore peak suction valve BA001 and the overboard discharge valve BA046 which are operated from hydraulic deck stands on the upper deck. The main suction valves on the ballast tanks and pump discharge valves are of the proportional type, i.e. they can be opened between 0 and 100%. The stripping suctions, crossover valves and pump suction valves are of the non proportional type. In the event that there is leakage of cargo oil/vapour into the ballast tanks, inert gas can be directed into the ballast tanks via the ballast suction lines. A portable spool piece, manually operated valves IG37 and BA048 facilitate this operation. Illustration 1.7.1b Ballast Pump Graph 6 NPS H-R 4 NPSH-R 2 (m) 50 T O TA L HE A 40 Total Pump 30 Head (m) P U M P E FF IC 0 D IE NC Y 20 OWER SHAFT P 10 0 0 1,000 2,000 Capacity (m3/h) 3,000 4,000 Section 1.7.1 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 1.7.2a Ballast Tank Ventilation KEY Ventilator Sounding Pipe AS02 Fresh Water Tank (Port) Chain Locker Bilge Well AS04 R.T. Aft Peak Tank Cooling Water Tank Engine Room Pump Room No.6 Water Ballast Tank (Port) No.5 Water Ballast Tank (Port) No.4 Water Ballast Tank (Port) No.3 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port) No.6 Water Ballast Tank (Starboard) No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard) Fore Peak Tank AS03 Bilge Well Fresh Water Tank (Starboard) Chain Locker AS01 Issue: 1 IMO No.9301419 Section 1.7.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 1.7.2 Cargo Operating Manual VENTING Prior to arrival, each segregated ballast hatch must be opened for inspection and then closed before cargo operations commence. The reason for this is to ensure the ballast is clean. Float type air vent heads with flame screens are fitted to all ballast tanks, the main deck tanks have two 400A vents located fore and aft on each tank. The fore peak has a single 200A vent forward with two 400A vents aft, one port one starboard. The aft peak tank is fitted with two 200A vents and the port and starboard fresh water tanks each have a single 100A vent. Vents to the water ballast tanks and fresh water tanks are all fitted with steam tracing to prevent to build up of ice on the flame screen during adverse conditions to avoid the dangers of either overpressurisation or the creation of a vacuum during filling and emptying. Reference should be made to the Ballast Water Management plan in respect to the dangers of overpressurisation of ballast tanks and for the requirement of when ballast water must be exchanged according to local authorities’ policies. Each ballast tank is fitted with a 150A IG supply connection pipe with a blank flange which can be utilised to inject inert gas directly into a ballast tank if it has become contaminated with cargo vapour, e.g. from a cargo wall fracture. A flexible hose can be rigged from the IG main onto an elbow bend with its blank removed. This will then allow IG to be layered onto the surface of the ballast water. The procedure for emergency inerting of a ballast tank is given in section 4.1.5 of this manual. Where it is necessary to carry additional heavy weather ballast in the COTs and this is loaded during port operations, the gas should be vented through the vapour emission control system, either to shore facilities, if available, or to atmosphere via the IG vent riser. Issue: 1 IMO No.9301419 Section 1.7.2 - Page 2 of 2 PART 2: 2.1 CARGO HANDLING PROCEDURES Cargo Handling Operation Sequence Diagrams 2.1.1 Loading 2.1.2 Discharging Yuri Senkevich - Hull No.1602 2.1 CARGO HANDLING OPERATION SEQUENCE DIAGRAMS 2.1.1 LOADING Work out a loading plan using all top/bottom lines and the three groups of tanks to the best advantage, bearing in mind any required segregation and the maintenance of a suitable trim, draught and stress throughout. Check that the cargo valve hydraulic system is in operation and that all cargo valves are in the shut position. Individual IG tank valves should be checked as locked open. 2.3 2.3.1 2.3.2 Check that the manifold drip trays are empty on both sides and that the oil spill response equipment is in the appropriate positions. Connect the required arms/hose to the manifold connections. Establish communications with the shore terminal and agree the tank gauging with the terminal representatives. Issue: 1 2.3.1 2.3.2 2.3.1 2.3.2 IMO No.9301419 Cargo Operating Manual When all preliminaries have been completed including safety checks, signal to the terminal that the vessel is ready to commence loading. 2.3.1 2.3.2 As soon as cargo starts to flow check the hose connections for leakage, also carry out visual checks on all cargo manifolds not in use. Finally check over the side. 2.3.1 2.3.2 Start deballasting once the cargo is flowing at full rate, paying due regard to the stability, shear forces and bending moments. Use both ballast pumps simultaneously. To keep the ship upright the port and starboard ballast tanks must be maintained at the same level. 2.3.1 2.3.2 When topping off the tanks being filled or when nearing the end of loading, slow down the loading rate. 2.3.1 2.3.2 When all cargo has been loaded, drain the top lines to the last tank, as this will invariably be slack, ready for disconnection of arms/hoses. 2.3.1 2.3.2 On completion of cargo loading, close the manifold valves and open the drain valves to either No.4 port or starboard cargo oil tank. Drain the manifold connections before starting to disconnect the loading arms/hoses. Agree with terminal representatives and cargo surveyor the quantity of cargo loaded. Section 2.1.1 - Page 1 of 1 Yuri Senkevich - Hull No.1602 2.1.2 DISCHARGING Work out a discharging plan using all top/bottom lines and the three groups of tanks to the best advantage, bearing in mind any required segregation and the maintenance of a suitable trim, draught and stress throughout. 2.4 Check that the cargo valve hydraulic system is in operation and that all cargo valves are in the shut position. Individual IG tank valves should be checked as locked open. 2.4.1 2.4.2 2.4.3 Check that the manifold drip trays are empty on both sides and that the oil spill response equipment is in the appropriate positions. 2.4.1 2.4.2 2.4.3 Throughout the discharge ensure that the cargo tanks are maintained at a slight positive pressure by the IG system. If at any time the IG pressure nears atmospheric the discharge rate should be reduced or stopped and the IG system checked. Start ballasting when cargo is flowing at full rate, paying due regard to ship stability, shear forces and bending moments, use both ballast pumps simultaneously to keep the ship upright. The respective ballast tanks, port and starboard, must be maintained at the same level until discharging is almost complete, when a slight port list will assist the cargo pumps to completely empty the cargo tanks. Connect the required arms/hose to the manifold connections. Establish communications with the shore terminal and agree the tank gauging with the terminal representatives. 2.3.1 2.3.2 When all preliminaries have been completed and agreed including safety checks, signal to the terminal that the vessel is ready to commence discharging. When the terminal confirm they are READY TO RECEIVE cargo, commence discharge at a low rate. As soon as cargo starts to flow, check the arm connections for leakage also carry out visual checks on all cargo manifolds not in use especially the outboard side. Finally check over the side. When all connections have been proven tight and the terminal confirm READY FULL RATE, increase the flow rate to the desired rate. Issue: 1 Cargo Operating Manual 2.4.1 2.4.2 2.4.3 2.4.1 2.4.2 2.4.3 2.4.1 2.4.2 2.4.3 When the level in the tanks to be washed has been reduced to that required, start oil washing the tanks. Only one grade of cargo can be used for tank washing at any one time. 2.4.1 2.4.2 2.4.3 When the cargo tanks approach draining level the main bellmouth should be closed and draining carried out using the bellmouth in the suction well. 2.4.1 2.4.2 2.4.3 When all cargo has been discharged, stop the cargo pumps and advise the terminal. Prepare to strip the main cargo lines and crossovers to the shore via the MARPOL line, advising the terminal upon commencement. 2.4.1 2.4.2 2.4.3 On completion of discharging cargo, close the manifold valves and 2.4.1 open the drain valves to either No.4 port or starboard cargo oil tank. 2.4.2 Drain the manifold connections before starting to disconnect the cargo 2.4.3 arms/hoses. Agree with terminal representatives and cargo surveyor the quantity of cargo retained on board. Shut down the IG system when the cargo tank pressures reach the required level. IMO No.9301419 Section 2.1.2 - Page 1 of 1 2.2 Inerting Cargo Tanks 2.2.1 Initial Inerting 2.2.2 Use With/Without Vapor Emission Control (VEC) 2.2.3 Inert Gas Operations During Loading 2.2.4 Inert Gas Operations During Discharging Illustrations 2.2.1a Initial Inerting of Cargo Tanks 2.2.2a Vapor Emmission Control System 2.2.3a Inert Gas Flow during Loading 2.2.4a Inerting Cargo Tanks During Discharge 2.2.4b Inerting Gas System Screen Display Yuri Senkevich - Hull No.1602 Illustration 2.2.1a Initial Inerting of Cargo Tanks Cargo Operating Manual No.6 Water Ballast Tank (Port) Deck IG36 No.5 Water Ballast Tank (Port) No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.5 Cargo Oil Tank (Port) To Gas Sampling System IG35 IG34 IG33 OD356 IG27 IG30 No.3 Water Ballast Tank (Port) No.4 Cargo Oil Tank (Port) IG22 IG40 No.4 Water Ballast Tank (Port) IG18 IG17 IG24 No.3 Cargo Oil Tank (Port) P/V Breaker IG21 IG13 PT IG11 IG10 Minimum 2500mm IG43 IG37 Sea Water Supply From Engine Room HC273 HC271 IG29 BA-048 Slop Tank (Starboard) Deck IG39 Pump Room Steam Return Steam Supply IG28 IG25 IG26 IG23 IG16 IG15 IG08 IG05 No.1 Cargo Oil Tank (Port) IG42 Fore Peak Tank IG09 IG06 IG03 IG12 IG07 IG04 IG01 No.5 Water Ballast Tank (Starboard) No.4 Water Ballast Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard) No.3 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line OD351 TC46 Cargo Oil Stripping Line OP285 OP 283 Tank Cleaning Heater TC45 Vacuum Pump Unit OP284 Drain Tank OP269 (Starboard) OP279 OP275 OP280 OP262 OP266 OP261 OP264 OP260 Zinc Anode OP A 267 OP259 OP A 265 OP258 OP A 263 OP257 No.3 Cargo Oil Pump OP256 OP 255 OP 250 OP238 OP 244 From Ballast System OP 277 OP 278 OT 136 OP274 Slop Tank OT137 Ballast Tank OP207 OP235 OP234 A OP208 OP233 OP 240 OP209 OP232 OP227 Slop Tank (Port) OT 134 No.6 Cargo Oil Tank (Port) OT 128 OT 126 No.5 Cargo Oil Tank (Port) OT 124 OT 122 No.4 Cargo Oil Tank (Port) OT 120 OT 118 No.3 Cargo Oil Tank (Port) OT 116 OT 114 No.2 Cargo Oil Tank (Port) OT 110 OT 108 No.1 Cargo Oil Tank (Port) OT 104 OT 102 OT 103 OT 101 OT 130 OT 129 OT112 OP206 OP 249 OP237 OP231 OP 243 OP230 OP205 OP211 OP245 OP 248 Sea Chest OP210 OP225 OP236 OP229 OP 242 OP204 OP228 OP203 PI OP222 OP221 OP220 OT 111 OT 132 OP213 OP212 OP226 No.1 Cargo Oil Pump OP252 OP 251 Steam OP216 OP215 OP214 OP246 OP254 OP 253 Inert Gas OD 349 OD354 OD355 OP241 OP239 No.2 Cargo Oil Pump OP217 Issue: 1 A A OP247 Hydraulic oil OD 350 OD 348 TC44 A Cargo Oil Stripping Eductor OP271 OP270 (Port) Stripping Pump OP268 Air Vent To Tank Cleaning Main Condensate A OP272 OP273 OP 281 From Manifolds To Slop Tank (Starboard) OD359 Ballast Water From Manifolds OD352 OP282 M M Key From Manifolds No.2 Cargo Oil Main Line OP276 To Bow Loading OD303 IG02 IG14 IG19 No.4 Cargo Oil Tank (Starboard) IG20 No.5 Cargo Oil Tank (Starboard) No.6 Cargo Oil Tank (Starboard) No.6 Water Ballast Tank (Starboard) To Water Ballast System IG38 No.2 Cargo Oil Tank (Port) No.1 Water Ballast Tank (Port) Vent Riser IG31 IG32 No.2 Water Ballast Tank (Port) OT 131 Slop OT Tank 133 (Stb'd) OT106 OT 127 OT 125 OT 123 OT 121 OT 119 OT 117 OT 115 OT 113 OT 109 OT 105 OT 107 OP202 OP219 OP201 OP218 OT No.6 Cargo Oil 135 Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) OP223 OP224 IMO No.9301419 Section 2.2.1 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.2 INERTING CARGO TANKS 2.2.1 INITIAL INERTING Introduction Under normal operating conditions the vessel is kept totally inerted. However, after refit or tank inspections some, or all, of the tanks may be gas free. Prior to any cargo operations all COTs must be inerted and this is normally completed en route to the load port. Good quality IG must be supplied to the COTs to be inerted and each COT vented through the individual tank hatches or the deck IG main and the vent mast. The supply/outlet from the IG main into each tank is situated near to the forward end of the tank and consists of a spectacle flange and a manual butterfly valve on the 250mm branch line. The 400mm deck IG main is connected to the vent riser at No.3 COTs and discharge to atmosphere is controlled through the manual vent mast control valve IG-10. The system has been designed so that purging and inerting is carried out using the displacement method. This is achieved by introducing a steady flow of IG into the bottom of each COT at low pressure and displacing the air from the top of the tank via the individual tank hatch or IG branch line to the vent riser. Note: It is possible to use the dilution method, IG is introduced through the IG filling line at the forward end of the tank and vented to atmosphere via the tank hatch which is located at the aft end of the COT. This method could be used where only one or two tanks need to be inerted. It is normal to purge several tanks at the same time. The maximum number of tanks should be open whilst still maintaining a slight flow out of the tanks to atmosphere, as this will assist in better layering of the IG in the tanks. The quality of the vented tank atmosphere is monitored at regular intervals. When the oxygen content is below 7% O2 the COT is considered to be inerted. However, it is advisable to reduce the oxygen level to below 5% O2 if time allows, so increasing the margins of safety. Assuming that all COTs are gas free. d) Open the following valves to supply inert gas to the cargo tanks via the bottom lines and tank suction valves. Position Open Open Open Open Open Open Open Open Open Open Open Open Open e) Description No.3 top line block valve No.3 drop loading valve No.1 and 2 group isolation valves No.1 and 3 group isolation valves No.2 and 3 group isolation valves No.1 COTs main suction valves No.2 COTs main suction valves No.3 COTs main suction valves No.4 COTs main suction valves No.5 COTs main suction valves No.6 COTs main suction valves Slop tank main suction valves IG supply to cargo line valve Valve OD353 OD350 OT105, OT106 OT129, OT130 OT111, OT112 OT103, OT104 OT109, OT110 OT115, OT116 OT119, OT120 OT123, OT124 OT127, OT128 OT133, OT134 OD356 Ensure that all the spectacle flanges located in each tank to be inerted have been swung to the OPEN position and the manual valve open. Position Open Open Open Open Open Open Open Open f) Cargo Operating Manual Description No.1 COT inert gas supply/outlet valves No.2 COT inert gas supply/outlet valves No.3 COT inert gas supply/outlet valves No.4 COT inert gas supply/outlet valves No.5 COT inert gas supply/outlet valves No.6 COT inert gas supply/outlet valves Slop tanks inert gas supply/outlet valves Vent riser control valve Valve IG-01, IG-02 IG-04, IG-05 IG-07, IG-08 IG-12, IG-13 IG-23, IG-24 IG-26, IG-27 IG-29, IG-30 IG-10 With the IG plant running and the O2 content less than 5%, open the manual IG isolating valves IG-33 and IG-34 to the cargo top line. Inert gas will now be delivered to the selected tanks with the displaced atmosphere being vented out via the individual tank supply/outlet branch lines to the vent riser k) Test the atmosphere of each tank at regular intervals with the portable gas monitoring equipment. When the oxygen content is less than 7% throughout each tank, it is then assumed that the tanks are fully inerted. If time allows, it is recommended to reduce the oxygen content to 5% or below. It may be necessary to shut the supply/outlet valve on selected cargo tanks in order to get the oxygen content to the required level in the other tanks. l) When all tanks are fully inerted close the vent riser control valve and pressurise the tanks to the required value. Position Close Description Vent riser control valve Valve IG-10 m) Once the required tank pressure has been achieved redirect the discharge from the IG plant to atmosphere and close the deck isolation valve. Position Close Description IG deck isolation valve Valve IG-33 n) Close all the valves on the cargo line and remove the bobbin piece and blank the lines between valves IG-33 and OD356. o) The IG pressure in the tanks can now be adjusted as required by supplying inert gas to the tanks through the IG main and the deck isolation valve IG-31. Check that the vent mast manual control valve is open and the flame screen is in good condition and intact. a) Assuming that the cargo lines are all well drained and free of liquid. b) Insert the bobbin piece between the inert gas main and No.3 cargo main line at valves IG-33 and OD356. g) Check that the correct water level is showing in the deck water seal. c) Confirm that the IG manual supply line to the IG main, IG-31, is closed. h) Check that the deck PV breaker has the correct liquid level. i) Confirm that the IG plant is running. Issue: 1 j) Position Open Description Vent riser control valve IMO No.9301419 Valve IG-10 Section 2.2.1 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.2.2a Vapour Emission Control System No.6 Water Ballast Tank (Port) Deck To Gas Sampling System IG36 150 No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.5 Water Ballast Tank (Port) 150 No.5 Cargo Oil Tank (Port) To Cargo Oil Main Line Minimum 2500mm IG35 No.4 Water Ballast Tank (Port) 150 No.4 Cargo Oil Tank (Port) To Shore No.2 Water Ballast Tank (Port) 150 No.3 Cargo Oil Tank (Port) No.1 Water Ballast Tank (Port) 150 No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) To Bow Loading P/V To Breaker Atmosphere IG22 IG21 IG18 IG34 No.3 Water Ballast Tank (Port) 150 OD303 IG17 IG40 250 250 IG33 OD356 IG27 IG30 250 PT IG24 IG13 250 IG11 IG10 IG08 IG42 250 IG05 IG02 65 400 IG32 150 IG31 IG43 150 250 Sea Water Supply From Engine Room HC273 HC271 IG39 IG37 BA-048 IG29 150 IG25 IG28 IG14 250 IG26 150 150 IG09 250 IG23 150 IG03 IG06 250 IG12 IG16 Steam Return Vent Riser 250 IG07 Fore Peak Tank 250 IG04 IG01 IG15 IG19 Steam Supply IG38 IG20 Key Slop Tank (Starboard) Deck Ballast Water Pump Room Hydraulic oil To Water Ballast System Inert Gas No.6 Cargo Oil Tank (Starboard) 150 No.6 Water Ballast Tank (Starboard) Steam No.5 Water Ballast Tank (Starboard) Sprinkler Deluge Water System Vapour Emission Shore Connection Diameter 1" Length Stud 150 No.4 Cargo Oil Tank (Starboard) 150 No.4 Water Ballast Tank (Starboard) Issue: 1 No.2 Cargo Oil Tank (Starboard) 150 No.3 Water Ballast Tank (Starboard) Yellow 800mm Red 100mm Red 100mm Water Supply 150 No.2 Water Ballast Tank (Starboard) No.1 Cargo Oil Tank (Starboard) 150 No.1 Water Ballast Tank (Starboard) High Velocity Pressure/Vacuum Valve Flame Screen High Velocity Pressure Valve Access Platform Lifting Gear Lever Pressure Minimum 2000mm Height Minimum 6000mm 18" Presentation Flange With Blank Flange No.3 Cargo Oil Tank (Starboard) Vent Riser Condensate 1/2" No.5 Cargo Oil Tank (Starboard) Vacuum Minimum 1500mm Ladder Steam In Vacuum Valve Steam Out Ladder 1000mm 500mm Upper Deck IMO No.9301419 Baffle Plate Upper Deck Baffle Plate Section 2.2.2 - Page 1 of 3 Yuri Senkevich - Hull No.1602 2.2.2 USE WITH/WITHOUT VAPOUR EMISSION CONTROL (VEC) Introduction New legislation in some ports may demand that the vessel operates in VEC mode. This basically involves connecting a vapour return arm to the IG main at the manifold so that the entire displaced COT atmosphere is processed ashore rather than being vented directly to atmosphere. Due to the strict environmental requirements for the USA it is assumed the VEC will be used during loading. Where venting to atmosphere is permitted during loading, excess vapour is vented through the PV valves. The ship’s maximum loading rate is contracted as 9,500m3/h, with a maximum loading rate to one cargo tank of 2,833m3/h and 1,392m3/h for each slop tank. Vapour Emission Control System This system is provided to satisfy the requirements of SOLAS 1974. REG.59.1.9, IMO/MSC/CIRC.677.2.5.1 and USCG regulations for vapour emission control systems USCG 46 CFR (Part 39.20-11). The system has the following components: 1. Inert Gas Line and Vent System The vessel is fitted with four 16 inch manifold valves, two port and two starboard amidships, which are connected into the cargo oil tank IG main line. Two sets reducers of 16 inch x 12 inch and one 16 inch x 10 inch, are supplied for the vapour return line. Care must be taken to ensure that the pressure in the IG main remains within the operational parameters. 2. Oxygen Content Meter The oxygen content is measured using a portable instrument. Prior to commencing loading the oxygen content must be below 7% in all tanks. To Load at a Shore Terminal with VEC Alarm Set Points Vapour pressure high-high: 600mmWG Vapour pressure high: 180mmWG Vapour pressure low: 20mmWG • Present vapour pressure in the cargo tanks. Vapour pressure low low: -30mmWG • Lowest setting of the vessel’s vacuum relief valves. • Highest setting of the vessel’s relief valves. • The initial loading rate and the maximum flow rate of all concurrent cargo. • The maximum vapour transfer the shore facility can handle, including both system and berth limitations. • Types of vapours which will be discharged from the present as well previous cargoes. • The maximum pressure drop from the cargo tanks to the vessel’s vapour manifold connection during the maximum cargo loading flow rate. • The operating pressure to be maintained in the cargo tanks. • The maximum and minimum vapour operating pressures. • The facility’s alarm and trip set points for high and low pressures. • Verify that all level alarms have been tested within the last 24 hours. • Verify that all vapour recovery valves are in the correct position. Note: Overfill alarm indication is given by a horn and revolving light on the main deck, port side, in the CCR an alarm is indicated by a buzzer and light on the cargo control console. 5. Overfill System An overfill system is also fitted as part of the VEC providing the alarms for each cargo oil tank which activates at 95% and 98% Indication of cargo tank high level, set at 95%, is transmitted from the Saab Tank Radar system and is displayed on the Data Chief C20 display. Note: Overfill alarm indication is given by a horn and revolving light on the main deck, port side, in the CCR an alarm is indicated by a buzzer and light on the cargo control console. 6. Safety Systems The cargo tanks are protected against either overpressurisation or being placed under an excessive vacuum by fourteen combined PV valves, one on each cargo and slop tank. The PV valves each have a venting capacity of 3,800m3/h and are set at 1400mmWG pressure and -350mmWG vaccum. 7) Vent Riser A vent riser is attached to the IG line and controlled by the manual valve IG10. The maximum gas flow the riser is 11,875m3/h. 8) PV Breaker A 50% glycol filled pressure/vacuum breaker is attached to the IG line and operates at a tank pressure of 1890mmWG or vacuum of -630mmWG. This has a minimum capacity of 1.25 the maximum loading rate. 3. Radar Type Level Gauge The level gauge for each tank is transmitted from the Saab Tank Radar system and is displayed on the Data Chief C20 display in the CCR. Prior to any cargo operations the following vapour recovery parameters must be established at the pre-transfer conference. Procedure to Return Vapour to Shore during Cargo Operations a) Verify that the IG deck isolating valve, IG-31 is shut. b) Make sure the IG branch valves to each tank are open and the spectacle pieces are in the open position. Position Open Open Open Open Open Open Open 4. Vapour Pressure Alarm This is displayed at the Data Chief C20 workstation in the CCR giving alarm indications for the vapour pressure in the following situations, extra low, low or high. Issue: 1 Cargo Operating Manual IMO No.9301419 Description No.1 COT inert gas supply/outlet valves No.2 COT inert gas supply/outlet valves No.3 COT inert gas supply/outlet valves No.4 COT inert gas supply/outlet valves No.5 COT inert gas supply/outlet valves No.6 COT inert gas supply/outlet valves Slop tanks inert gas supply/outlet valves Valve IG-01, IG-02 IG-04, IG-05 IG-07, IG-08 IG-12, IG-13 IG-23, IG-24 IG-26, IG-27 IG-29, IG-30 Section 2.2.2 - Page 2 of 3 Yuri Senkevich - Hull No.1602 c) Ensure that the yellow vapour connection piece is in place. Check that the shore hose has a current certification of a pressure test and that it is free from any defects. d) Connect the vapour hose, using a new joint if necessary, ensuring the hose is correctly supported. e) Ensure that the chart recorder for the IG system in the CCR is switched on so that the IG main pressure can be monitored. f) Open and close the IG main line drain valves to ensure all condensate has drained off. g) Open the amidships manifold valve to which the vapour recovery arm is connected, either IG-17, IG-18, IG-15 or IG16. h) Should the tank pressure drop to 20mmWG the low pressure alarm will sound and it will be necessary to shut in the VEC manifold until loading has commenced or the flow rate is increased. Cargo Operating Manual Cargo transfer operations are then carried out so that all vapour emissions are contained within a closed system. Ensure that tank pressures, flow rates and oxygen levels are constantly being monitored. At a Shore Terminal without VEC There will be occasions where, due to lack of shoreside vapour control systems, it will be necessary to carry out cargo transfers without their use. In this situation it will be necessary to make use of the vessel’s vent riser to control the tank pressure during loading. The capacity of the vent riser is sufficiently large enough to accommodate the bulk loading rate of 9,500m3/h. As with the enclosed system operation the pre-transfer conference will require the same information with the exception of those items relating to the vapour recovery to the shore facility. The vent riser on the IG main will be used to control the flow to atmosphere during loading. The vent riser is designed to release the vapour away from the vessel’s decks and clear of any danger areas. During the use of the vent riser, care must be taken to ensure that changes in the climatic conditions, i.e., lightning or very calm conditions, do not interfere with the safety of the operations. Issue: 1 IMO No.9301419 Section 2.2.2 - Page 3 of 3 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.2.3a Inert Gas Flow During Loading No.6 Water Ballast Tank (Port) Deck To Gas Sampling System IG36 150 No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.5 Water Ballast Tank (Port) 150 No.5 Cargo Oil Tank (Port) To Cargo Oil Main Line Minimum 2500mm IG35 No.4 Water Ballast Tank (Port) 150 No.4 Cargo Oil Tank (Port) No.2 Water Ballast Tank (Port) 150 No.3 Cargo Oil Tank (Port) No.1 Water Ballast Tank (Port) 150 No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) To Bow Loading P/V Breaker IG22 OD303 Vent Riser IG21 IG18 IG34 No.3 Water Ballast Tank (Port) 150 IG17 IG40 250 IG33 OD356 250 IG27 IG30 250 PT IG24 IG13 250 IG11 IG10 IG08 IG42 250 IG05 IG02 65 400 IG32 150 IG31 IG43 150 250 Sea Water Supply From Engine Room HC273 HC271 IG39 IG37 BA-048 IG29 150 IG25 IG28 250 IG26 250 IG23 150 150 IG03 IG06 250 IG12 IG16 Steam Return 150 IG09 IG14 250 IG07 Fore Peak Tank 250 IG04 IG01 IG15 IG19 Steam Supply IG38 IG20 Key Ballast Water Hydraulic oil Inert Gas Slop Tank (Starboard) Deck Pump Room To Water Ballast System No.6 Cargo Oil Tank (Starboard) No.6 Water Ballast Tank (Starboard) 150 No.5 Cargo Oil Tank (Starboard) 150 No.5 Water Ballast Tank (Starboard) No.4 Cargo Oil Tank (Starboard) 150 No.4 Water Ballast Tank (Starboard) No.3 Cargo Oil Tank (Starboard) 150 No.3 Water Ballast Tank (Starboard) No.2 Cargo Oil Tank (Starboard) 150 No.2 Water Ballast Tank (Starboard) No.1 Cargo Oil Tank (Starboard) 150 No.1 Water Ballast Tank (Starboard) Steam Condensate Issue: 1 IMO No.9301419 Section 2.2.3 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.2.3 Cargo Operating Manual INERT GAS OPERATIONS DURING LOADING During the loading operation the main IG plant is shut down and the tank pressure is controlled via the VEC manifold. See illustration 2.2.2a, which shows the paths via the VEC. If the vapour is not being discharged via the VEC to shore, the vapour paths will be the same and vent via the vent riser on the IG main. Vent Riser Sprinkler Deluge Water System Each individual tank spectacle flange in the IG system should be removed and the tank isolating valves open with the tanks at normal operating pressure. Position Open Open Open Open Open Open Open Open Description No.1 COT inert gas supply/outlet valves No.2 COT inert gas supply/outlet valves No.3 COT inert gas supply/outlet valves No.4 COT inert gas supply/outlet valves No.5 COT inert gas supply/outlet valves No.6 COT inert gas supply/outlet valves Slop tanks inert gas supply/outlet valves Open VEC manifold in use if VEC is being used Valve IG-01, IG-02 IG-04, IG-05 IG-07, IG-08 IG-12, IG-13 IG-23, IG-24 IG-26, IG-27 IG-29, IG-30 IG-15, IG-16 IG-17, IG-18 It should be noted that the main 400mm IG line is restricted to a maximum gas flow rate of 11,875m3/h this being the venting capacity of the deck PV breaker. Flame Screen Access Platform Water Supply Height Minimum 6000mm Vapour Emission Shore Connection 1/2" Diameter 1" Length Stud 18" Presentation Flange With Blank Flange Yellow 800mm Red 100mm Ladder Red 100mm Baffle Plate Upper Deck 1000mm High Velocity Pressure/Vacuum Valve 500mm High Velocity Pressure Valve Lifting Gear Lever Pressure Minimum 2000mm Vacuum Minimum 1500mm Steam In Vacuum Valve Steam Out Ladder Upper Issue: 1 IMO No.9301419 Deck Baffle Plate Section 2.2.3 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.2.4a Inerting During Discharge No.6 Water Ballast Tank (Port) Deck To Gas Sampling System IG36 No.5 Water Ballast Tank (Port) No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.5 Cargo Oil Tank (Port) To Cargo Oil Main Line Minimum 2500mm IG35 No.4 Water Ballast Tank (Port) No.2 Water Ballast Tank (Port) No.1 Water Ballast Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) P/V Breaker IG22 OD303 IG17 IG40 IG42 IG11 IG33 IG32 OD356 IG27 IG30 HC273 HC271 IG39 IG37 BA-048 IG29 IG28 IG25 IG26 IG23 IG16 Steam Return IG13 IG10 IG08 IG05 IG02 Fore Peak Tank IG31 IG43 Sea Water Supply From Engine Room PT IG24 To Bow Loading Vent Riser IG21 IG18 IG34 No.3 Water Ballast Tank (Port) IG14 IG09 IG06 IG03 IG12 IG07 IG04 IG01 IG15 IG19 Steam Supply IG38 IG20 Key Ballast Water Hydraulic oil Inert Gas Slop Tank (Starboard) Deck Pump Room To Water Ballast System No.6 Cargo Oil Tank (Starboard) No.6 Water Ballast Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.5 Water Ballast Tank (Starboard) No.4 Cargo Oil Tank (Starboard) No.4 Water Ballast Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard) Steam Condensate Issue: 1 IMO No.9301419 Section 2.2.4 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.2.4 Cargo Operating Manual INERT GAS OPERATIONS DURING DISCHARGING Single Grade Part of the pre-discharge safety checks must be to ensure that the IG system is set up and the supply valves are open. Prior to starting discharge it is necessary to start the IG plant with the system recirculating until the oxygen level is below 5%, see section 1.4 for inert gas operation. When the quality of IG is satisfactory, regulate the supply of IG to the tanks by adjustment of the pressure controller, i.e., automatic control of the deck supply valve and the capacity control valves. Start the cargo pumps and observe the pressure of the IG as the discharge rate increases. The capacity of the flue gas system is 9,375m3/h. This ensures that during the period of minimum ullage space, the cargo pumps can be utilised without the danger of creating a vacuum. The pressure of the inert gas delivered to the deck can be adjusted to match the cargo discharge rate by use of the deck pressure controller on the Data Chief C20 workstation display. Procedure All valves are initially shut. Ensure all COT spectacle flanges are in the open position and the tank’s IG isolating valves are checked to be in a locked open position. This is the normal operating set-up when the cargo tanks are in an inert condition. a) When the IG plant is running satisfactorily and within operational parameters for the delivery of IG, the control is passed from the engine room to the CCR Data Chief C20 workstation. b) Open the deck isolating valve, this will allow the supply of IG into the main and the tanks. Position Open Description Deck isolating valve Valve IG-31 c) Adjust as required the set point for the pressure controller to maintain the required pressure in the cargo tanks. The maximum discharge rate whilst using three bottom lines is 7,500m3/h (maximum capacity of three cargo pumps). Issue: 1 IMO No.9301419 Section 2.2.4 - Page 2 of 2 2.3 Loading Cargo 2.3.1 Loading a Single Grade Cargo 2.3.2 Loading a Two and Three Grade Cargo 2.3.3 Bow Loading Illustrations 2.3.1a Loading a Single Grade Cargo 2.3.2a Loading a Two Grade Cargo 2.3.2b Loading a Three Grade Cargo 2.3.3a Bow Loading Arrangement 2.3.3b Bow Loading Single Grade Cargo 2.3.3b Purging Bow Loading System Yuri Senkevich - Hull No.1602 Illustration 2.3.1a Loading Single Grade Cargo No.3 Cargo Oil Main Line Key No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line TC45 No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor IG42 20" Coupler Valve OD303 OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OP216 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD 360 OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 347 OD364 OP254 OP 253 From Inert Gas System No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 317 OD 325 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD321 OD329 OD 333 Cargo Grade - 1 OD 315 20" Inboard Valve OP269 OP247 PI OD313 OD312 OD 348 (Port) OP 238 OD 320 OD 323 PI OP272 OP279 OP280 OD 346 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank OD 361 OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 PI OD337 OD343 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OD339 OD363 OD352 Cargo Oil Stripping Line Tank Cleaning Heater Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.3.1 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.3 LOADING CARGO Prior to arrival at the loading port, a number of communications take place between the loading terminal and the vessel. These are based on the ISGOTT guide checklists. When preparing the system to load cargo, it is important to ensure that all valves are in the closed position prior to commencing the setting of the cargo lines. c) Ensure that all overboard valves are in the closed position and sealed, and that the spectacle pieces are swung and secured in the closed position. d) Ensure that all unused manifold valves are blanked and shut. e) Open vent mast riser valve IG-10 if VEC is not to be used. If VEC is to be used, see section 2.2.3. f) Open the deck drop loading valves, the cargo group isolation valves and the required tank suction valves. Particular attention should be given to: • Emergency shutdown procedures • Closed loading techniques • Topping off techniques • Oil spill response procedures • The manifold area and the mooring systems WARNING The greatest free surface effect is when the ballast tanks are at a sounding of 3m or less, when the water level has cleared the trunkway in the side tanks and is solely in the double bottom area. If, at the same time, the cargo level is low, the combined effect of a relatively small displacement and the free surface effect in the cargo ballast tanks could result in a negative GM. This may lead to the vessel developing an angle of loll. 2.3.1 LOADING A SINGLE GRADE CARGO Prior to arrival at the load port a number of checks and tests must be carried out, to verify the correct operation of the cargo hydraulic and monitoring systems. Each cargo tank, including the slop tanks, is fitted with a breather combined pressure vacuum valve. The test levers on all PV valves must be operated to confirm that the valves are free to operate on their seats before loading or unloading. After planning the stability, taking into consideration the maximum permissible draught, bunkers, water and extras, the loading of a single grade homogeneous cargo is relatively straightforward. Note: All loading operations are carried out via the IAS cargo screen display mimics, with all remote hydraulic valves being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the IAS mimic screens. a) Make the IG system common with the spectacle pieces turned to the open position and the IG valves open on all tanks. b) Check that the IG deck isolating valves IG-34 and IG-31 are closed. Issue: 1 Cargo Operating Manual g) h) Open the manifold valves to which the loading arms are connected. Start loading cargo at a slow rate into one tank. When cargo is confirmed as coming into the selected tank, other tank valves may be opened, as required, and the loading rate increased. i) Create an appropriate stagger for controlled topping off and reduce the loading rate in ample time. j) Ensure the ballast operations are completed in advance of the final topping off. The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are normally No.1 and No.6 COTs. Trimming tanks are filled to pre-planned ullages and then shut. They are brought to their final ullage towards the end of loading, at a reduced loading rate. It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the IG main. Slack tanks should be kept to a minimum in order to reduce the free surface effect. Deballasting is to be started shortly after bulk loading is under way. The maximum bulk loading rate is 9,500m3/h, loading rate into any one set of cargo tanks, 1-6 port and starboard must not exceed a flow rate of 2,833m3/h, the slop tanks maximum loading rate is 1,392m3/h Position Confirm Open Open Open Set up the cargo system for loading as per the agreed loading plan, assuming all valves are closed and that vessel is loading via the port manifold. IMO No.9301419 Valve IG-31, IG-34 IG-21, IG-22 IG-10 OD348, OD349, OD350 No.1 and 2 group isolation valves OT105, OT106 No.1 and 3 group isolation valves OT129, OT130 No.2 and 3 group isolation valves OT111, OT112 First pair of tanks, No.1 COTs main OT103, OT104 suctions The manifold valves that loading arms are OD317, OD325 connected to OD333 Open Open Open Open Open b) Commence loading at the agreed slow rate until the initial safety and integrity checks are completed. c) Open the remaining tanks and increase to the required full loading rate. Position Open Open Open Open Open Open d) Description No.2 COTs main suctions No.3 COTs main suctions No.4 COTs main suctions No.5 COTs main suctions No.6 COTs main suctions Slop tank main suctions Valve OT109, OT110 OT115, OT116 OT119, OT120 OT123, OT124 OT127, OT128 OT133, OT134 Create an appropriate stagger for controlled topping off. Note: Where possible the slop tanks should be topped off when the maximum number of tanks are open to give better control of the flow rate into these tanks. Due to their small size the change in ullage is quicker than that in the main COTS. e) Top off the slop tanks, the trimming tanks are filled to preplanned ullages and then shut. They are brought to their final ullages towards the end of loading at a reduced loading rate. It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main. f) On completion of cargo loading, drain all the loading lines into a slack tank and close all valves. Agree ship shore figures and disconnect the loading arms. Operational Procedure for Loading a) Description Deck main IG isolating valves are closed Manifold valve that the VEC recovery arm is connected to Mast riser if no VEC No.1, 2 and 3 group loading valves Section 2.3.1 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Illustration 2.3.2a Loading Two Grade Cargo No.3 Cargo Oil Main Line Key No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OT 130 OT 129 OT112 OP206 OP216 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 360 OD364 OP254 OP 253 OP264 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 20" Coupler Valve OD303 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 IG42 20" Inboard Valve OP269 OP247 OD 317 From Inert Gas System OD 347 Cargo Grade - 2 OD321 OD 325 OD 333 Cargo Grade - 1 OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 PI OP272 OP279 OP280 OD 361 OD 320 OD 323 PI OD311 OD310 Slop Tank OP284 Drain Tank OD343 OD 328 OD329 OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 PI OD337 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OD339 OD363 OD352 Cargo Oil Stripping Line TC45 Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.3.2 - Page 1 of 4 Yuri Senkevich - Hull No.1602 2.3.2 Cargo Operating Manual LOADING A TWO AND THREE GRADE CARGO i) Ensure the ballast operation is completed in advance of the final topping off. Prior to arrival at the load port checks and tests must be carried out to verify the correct operation of the cargo hydraulic and monitoring systems. j) On completion of loading, drain all the loading lines into slack tanks and close all valves on the cargo system. Each cargo tank, including the slop tanks, is fitted with a breather combined pressure vacuum valve. The test levers on all PV valves must be operated to confirm that the valves are free to operate on their seats before loading or unloading. After planning the stability, taking into consideration maximum permissible draught, bunkers, water and extras, the procedure to load a multigrade crude oil cargo is very similar to that for a single grade, the worst case scenario being that three grades are to be loaded and discharged whilst maintaining a two valve separation. The following assumes that the vapours from each grade are compatible with the other grades being loaded. If this is not the case, only grades with compatible vapours can be loaded concurrently when the VEC is in use. Where no VEC is in use the mast riser can be used if necessary. a) Make the IG system common with the spectacle pieces turned to the open position and the IG valves open on all tanks. When preparing the system to load cargo, it is important to ensure that all valves are in the closed position prior to setting the cargo lines. b) Set the cargo lines ensuring that the required valve segregation is observed. Double check the line settings prior to commencing cargo operations. c) Ensure that all overboard valves are closed and sealed. d) Ensure that all unused manifold valves are shut and blanked. e) Open the required tank suction valves in each of the groups. f) Open the manifold valves to which the loading arms are connected. g) Commence loading, one grade at a time at the agreed reduced rate. Once satisfied that the cargo is flowing only into the selected tanks, loading of the second and third grades can be commenced in the same manner. h) Create an appropriate stagger for controlled topping off, reduce the loading rates in ample time. Issue: 1 The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are usually COTs No.1 and No.6, or body tanks such as COTs No.4. Trimming tanks are filled to a pre-planned ullage and then shut. They are brought to their final ullage towards the end of loading at a reduced loading rate. Grade One (Segregation One) Position Description Valve Open Group 1 cargo oil tank valves: No.1, 2, 4, 5 COTs and slop tanks Open No.1 and 2 port manifold valves OD103, OD104 OD109, OD110 OD119, OD120 OD123, OD124 OD133, OD134 OD317, OD325 Grade Two It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main. Position Description Valve Open No.3 line drop valve OD350 Slack tanks should be kept to a minimum in order to reduce the free surface effect. Open Group 2 cargo oil tank valves: OD115, OD116 OD127, OD128 Deballasting is to be started shortly after bulk loading is under way. Segregated ballast should be discharged as required to assist in maintaining a reasonable trim. Open No.3, and 6 COTs No.3 port manifold valve a) Commence loading grade 1 at the agreed slow rate until the initial safety and integrity checks are completed, including manifold and overside checks, then increase to the agreed full loading rate. b) Commence loading grade 2 in the same manner as for grade 1. c) Stagger the tanks and reduce the loading rates to comply with trim and stress requirements. d) Top off each group in turn. It is likely, due to the differing loading rates for each group, that the grades will not finish in the same order that they started. Loading a Two Grade Cargo Assuming that a two valve separation is required to be maintained between the grades it is necessary to load using a combination of the loading groups. This could be group one and two for the 1st grade and group three for the 2nd. Any combination of the groups can be used subject to the quantities required and the stress/stability requirements. OD333 Assuming that two grades are being loaded. Initially all valves are shut and vessel is loading via the port manifold. Position Description Valve e) Close Open Deck main IG isolating valves Manifold valve that the VEC recovery is connected to: or The mast riser if no VEC No.1 and No.2 drop valves No.1 and No.2 bottom line crossover valves IG-31, IG-34 IG-21, IG-23 IG-10 Drain all top lines and loading arms to a slack tank in each group. f) Close all cargo valves and the IG vent mast riser control valve. g) Agree ship shore figures and disconnect the loading arms. Open Open IMO No.9301419 OD348, OD349 OT105, OT106 Section 2.3.2 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Illustration 2.3.2b Loading Three Grade Cargo No.3 Cargo Oil Main Line Key No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OP216 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 360 OD364 OP254 OP 253 OP264 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 20" Coupler Valve OD303 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 IG42 20" Inboard Valve OP269 OP247 Cargo Grade - 3 OD 317 From Inert Gas System OD 347 Cargo Grade - 2 OD321 OD 325 OD 333 Cargo Grade - 1 OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 PI OP272 OP279 OP280 OD 361 OD 320 OD 323 PI OD311 OD310 Slop Tank OP284 Drain Tank OD343 OD 328 OD329 OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 PI OD337 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OD339 OD363 OD352 Cargo Oil Stripping Line TC45 Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.3.2 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Loading a Three Grade Cargo Assuming that three grades are being loaded. Initially all valves are shut: Position Description Close Open Deck main IG isolating valves IG-31, IG-34 Manifold valve that the VEC recovery is IG-21, IG-23 connected to: or The mast riser if no VEC IG-10 No.1 2 and No.3 drop valves OD348, OD349 OD350 Open Cargo Operating Manual c) Stagger the tanks and reduce the loading rates to comply with trim and stress requirements. d) Top off each group in turn. It is likely, due to the loading rates for each group differing, that the grades will not finish in the same order that they started. e) Drain all top lines and loading arms to a slack tank in each group. f) Close all cargo valves. g) Agree ship shore figures and disconnect the loading arms. Valve Grade One (No.1 top and bottom line) Position Open Open Description Valve Grade 1 cargo oil tank valves: No.1, 4 COTs OD103, OD104 and both slop tanks OD119, OD120 OD133, OD134 No.1 port manifold valve OD317 Grade Two (No.2 top and bottom line) Position Open Open Description Valve Grade 2 cargo oil tank valves: No.2 and 5 OD109, OD110 COTs OD123, OD124 No.2 port manifold valve OD325 Grade Three (No.3 top and bottom line) Position Open Open Description Grade 3 cargo oil tank valves: No.3 and No. 6 COTs No.3 port manifold valve Valve OD115, OD116 OD127, OD128 OD333 a) Commence loading group 1 at an agreed slow rate until the initial safety and integrity checks are completed, including manifold and overside checks, then increase to the agreed full loading rate. b) Commence loading grade 2 followed by grade 3 in the same manner as for grade 1. Issue: 1 IMO No.9301419 Section 2.3.2 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.3.3a Bow Loading Arrangement Focsle Deck Main Deck Slipway Forward Foam Room Bow Doors Spurling Pipe Hose Handling Winch Rope Storage Unit Traction Winch Guide Roller Coupler Valve and A Frame Local Control Console Spurling Pipe Inboard Valve and Pressure Transmitter Issue: 1 IMO No.9301419 Section 2.3.3 - Page 1 of 8 Yuri Senkevich - Hull No.1602 2.3.3 BOW LOADING Introduction The purpose of the bow loading arrangement is to handle crude oil transfer hoses from an Articulated Loading Platform (ALP). The mooring system is designed for hawser breaking loads of up to 1,000 tonnes and capable of keeping the hose clear from the sea level during loading operations; this prevents the hose being in contact with ice during the winter period. Bow Loading Equipment Platform Deck (Coupler House) On the focsle deck the fairlead and chain stopper are situated together with a double drum traction winch for mooring purposes. These items are placed in the centre line of the ship. Inboard Valve • A 20" inboard valve is fitted, this is a full bore valve, hydraulically operated with limit switches for open/close indication. • A pressure transmitter is fitted on the valve, the crude oil pressure can be monitored locally and displayed on the bridge. Slipway • Used for the safe support of the loading hose during connection and disconnection. 20" Coupler Valve with A-frame • The coupler valve unit consists of hydraulically operated connectors pulling the flange of the hose termination piece into mechanical contact with the flange of the coupler. The flange on the inboard end will fit a standard 20 inch ASNI flange. Guide pins will obtain the final position of the hose termination piece. • The A-frame, with its roller guide, is hydraulically operated and is used, in conjunction with the hose handling winch, to bring the shore hose onboard up to the coupler valve during connection or lower the hose during disconnection. The bow loading system fitted comprises the following pieces of equipment: Deck mounted bow loading coupler with valve located on the port side of the vessel. The coupler valve is connected to a 20" cargo oil line, supported by one bracket, into the main fixed piping distribution system onboard. Cargo Operating Manual Bow Door with Frame • The hydraulically operated bow door protects the coupler valve unit from the weather, it is a fitted with piping for steam connect for de-icing purposes. At sea the door is locked in the closed position with mechanical bolts. The chain stopper is mechanically locked with the capability of being hydraulically released under full design load. Mooring loads are continuously read and recorded on a built in load cell. The load cell can be connected to an electric data logger for electronic recording. A weak link is placed in the chafing chain in order to avoid excessive mooring loads being transferred to the loading terminal. A guide roller with a load cell and a traction winch are situated aft of the chain stopper. A storage unit is placed close to the traction unit to keep back tension on the messenger line and store it. CAUTION Both the coupler claws and the chain stopper are fitted with a safety locking device. To operate these units the unlocked mode has to be selected, on completion of coupling and securing the chafing chain the locked mode is selected. Bow Loading Control Cabinet Remote Control Post, RCPH/E • Bow Loading Coupler Valve Issue: 1 IMO No.9301419 The RCPH/E is located on the forecastle deck close to the loading coupler. The console contains the following functions: • Operation of the A-frame • Operation of the coupler claws • Operation of the traction winch • Operation of the hose handling winch • Operation of the bow door, open/close Section 2.3.3 - Page 2 of 8 Yuri Senkevich - Hull No.1602 CAUTION Prior to opening the bow door the following should be carried out to prevent damage to the door and fittings. • Load Limit) for the guide roller is 900kN and the load cell has a working range from 0 -1000kn. • Operate the control lever to the close position, to ensure door has not moved during the voyage. • Undo the locking devices and ensure they are secured in the retaining clips to prevent any obstruction during door operation. • Confirm the top of the door is level with the slipway when in the open position. Machinery Space WARNING The equipment within this area start and stop automatically. All pesrsonnel should remain outside the area during bow loading operations. Rope size: Pulling force: Braking force: Operating speed: 700kN at 7m/min 350kN at 14m/min Slack rope speed: 70kN at 50m/min Brake capacity: 900kN Note: Both hydraulic pumps are required to operate the traction mooring winch. A single pump is sufficient for all other operations. • A storage unit with capacity for 400 metres of 120mm rope is located aft of the traction winch. This operates automatically according to the traction winch operation. Valve No.1 Closes the ESD valve Valve No.2 Closes the coupler valve Valve No.3 Unlocks the coupler claws Valve No.4 Opens the coupler claws Valve No.5 Unlocks the chain stopper Valve No.6 Opens the chain stopper • The chain stopper can be used as the forward emergency towing strong point (ETS). A 76mm x 8 metre chafing chain is stowed nearby for this purpose. Fairlead The twin drum traction type mooring winch is designed for a 120mm diameter synthetic rope.: Medium force: 300m x 42mm diameter wire rope 400kN on first layer 400kN 0-10m/min The sequence of release is as follows: Focsle Deck • Pulling force: There are two other guide rollers. One is used for guiding the messenger line on to the storage unit and the other to guide the messenger line from the chain stopper to the guide roller with the load cell on the hatch to the machinery space. A hydraulic hose handling, split drum type winch, is located in the machinery space in line with the A-frame. The unit is used with the A-frame for handling the shore hose. A traction winch and a storage unit are located in the machinery space under the focsle deck for use with the chain stopper during mooring operations to the ALP. • Cargo Operating Manual Welded construction with bottom roller to prevent the hawser from chafing. Design force is 10,000kN in ±45º angle to the ship’s centreline and ±20º angle from a horizontal line. The fairlead has an internal stainless coating to avoid sparks in contact with the chafing chain. Chain Stopper with Load Cell • The chain stopper is designed for a chain dimension of 83mm diameter, to be hydraulically releasable at a tension force of SWL 5,000kN (approximately 500 tonnes) with a safety factor of 2. • The chain stopper has a built in load cell for continuous reading of the mooring line tension. • The chain stopper can be operated locally with an open/close switch. • The chain stopper can be operated without power in an emergency using the emergency operation equipment. Emergency Release Box Guide Rollers • A guide roller with a built in load cell is situated between the chain stopper and mooring winch for continuous monitoring of the mooring force during winch operation. WLL (Working Issue: 1 The ball valve cabinet is located near to the chain stopper, being marked 'Emergency Release' and can be used to perform emergency release if a special sequence is required or if the electric/hydraulic system fails to operate. IMO No.9301419 Section 2.3.3 - Page 3 of 8 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.3.3b Bow Loading Single Grade Cargo Key No.3 Cargo Oil Main Line No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OP276 To Slop Tank (Starboard) OD359 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OD OD362 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor OP241 OP239 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD334 OD 335 OD338 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 OD365 OP 278 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 No.6 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP216 OP230 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP229 OP236 OP245 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Zinc Anode OD 332 No.4 Cargo Oil Tank (Starboard) PI Issue: 1 OD340 OP275 From Ballast System OP252 OP 251 OD 360 OD342 OD 349 OP205 OP 263 20" Coupler Valve OD303 OD364 OP254 OP 253 OP264 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 IG42 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 From Inert Gas System OD 347 From ALP OD 317 20" Inboard Valve OP269 OP247 OD321 OD 325 OD 333 PI OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 PI OD 320 OP272 OP279 OP280 OD 345 OD 323 OD311 OD310 Slop Tank OP284 Drain Tank OD 361 OD 328 OD329 OP274 M M Vacuum Pump Unit OP285 OD343 OD355 OD354 A PI OD 331 OD337 No.4 Cargo Oil Tank (Port) Air Vent TC46 OP282 OD 336 OD341 Cargo Oil Stripping Line TC45 Cargo Single Grade OD339 OD363 OD352 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.3.3 - Page 4 of 8 Yuri Senkevich - Hull No.1602 Hydraulic Room Setting the HPU to work pressure Closing the bow loading coupler, the hose valves and the inboard valve The hydraulic room is located in the bosun’s store area beneath the main deck level in the focsle and contains all the equipment for operating the bow loading machinery. Unlocking and opening the coupler claws Unlocking and opening the chain stopper The principal equipment consists of two hydraulic pumps, each driven by a 99 kW electric motor, an oil tank and associated coolers, heaters and safety devices. 2 2 x 195 - 234 litres/min 250 - 208 bar 250 bar 20 - 30 bar Electric Motors Power supply: Automatic starting of the foam pump to provide a protective spray around the chain stopper during the chain release. • Hydraulic Pump No. of units: Oil delivery: Pressure: System pressure: Standby pressure: Cargo Operating Manual 2 x 99 kW 440V/60Hz/3ph starters for main pumps 1 x 10 kW 440V/60Hz/3ph auxiliary function cabinet ` • Calibration Device for Load Cell, the calibration device is designed for control and calibration of the load cells in the chain stopper and guide roller with load cell. Valve Unit Skid, all equipment valve units are mounted on a common skid. • Accumulator Rack, the hydraulic system has emergency accumulators with sufficient capacity for the shutdown of the bow loading system and releasing the ship from the loading terminal. The emergency disconnect system consists of two (2) classes. • Operation of ESD 1 automatically activates the following: Loss of pumping permitted signal Setting the HPU to work pressure Closing the bow loading coupler and hose valves • ESD 1 and ESD 2 switches with protective cover plates • A separate push/pull switch for activating the sprinkler system • A joystick for operating the traction winch speed and direction • A touch screen monitor for handling all main man-machine interfaces and for control and monitoring of the vessel loading system • Manual release switches, these like those in the ball valve cabinet use the accumulator pressure to activate the system and are operated in the following sequence: Switch No.1 Coupler valve closes Procedure to Start and Stop the Hydraulic Pumps Switch No.2 Coupler unlocks To Start Switches No.3 and 4 Coupler claws open Switch No.5 Chain stopper opens a) Ensure the fire pump is running to pressurise the fire main and supply cooling water to the pumps. b) Select the standby mode on the HPU control unit. CAUTION The hydraulic pumps must ALWAYS be started in the standby mode to prevent damage to the system. c) Press the START button to start the required hydraulic pump, allow system to stabilise and settle at about 25 bar pressure. d) On the HPU control unit select Work Pressure and the pressure in the system increases to 250 bar. Emergency shut down class 1 (ESD 1) • The following equipment is mounted on the bridge for control and monitoring the bow loading. The auxiliary and starter cabinets, the electrical equipment cabinet and the UPS are located within this area. The hydraulic room contains the following: • Bridge Control Equipment • Computer • PLC • Auxiliaries (fuses, relays terminals etc.) • Interface to telemetry, cargo control, monitoring systems • Data logger is integrated in the computer for monitoring the hawser tension during loading • A UPS (uninterrupted power supply) unit for the bridge equipment Note: Two hydraulic pumps are required to operate the traction mooring winch, a single pump is sufficient for all other operations. To start the second pump the first pump should be switched to standby BEFORE starting the second pump. When BOTH pumps are running at standby pressure increase to working pressure. Close the inboard valve Valve closing time should be 15-35 seconds • Emergency shut down class 2 (ESD 2) • Operation of ESD 2 automatically activates the following: Loss of pumping permitted signal Issue: 1 To Stop a) Select the standby mode on the HPU control unit to reduce to 25 bar pressure. b) Press the STOP button to stop the pump. IMO No.9301419 Section 2.3.3 - Page 5 of 8 Yuri Senkevich - Hull No.1602 Illustration 2.3.3c Purging Bow Loading System Key No.3 Cargo Oil Main Line No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line TC45 To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OD OD362 350 OP260 A No.1 Cargo Oil Pump OP257 A A OP241 OP239 OD 332 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD334 OD 335 OD338 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 TO CHECK WHERE THIS DRAIN IS FROM OD 301 OD365 OP 278 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OT 130 OT 129 OT112 OP206 OP216 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode 20" Coupler Valve OD303 No.4 Cargo Oil Tank (Starboard) OP207 OP 240 OP217 Issue: 1 OD340 OP275 From Ballast System OP252 OP 251 OD 360 OD342 OD 349 Cargo Oil Stripping Eductor OP205 OP 263 IG42 OD364 OP254 OP 253 OP264 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 From Inert Gas System OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 From ALP OD 317 OD 325 OD 347 Inert Gas OD321 OD329 OD 333 PI OD 315 20" Inboard Valve OP269 OP247 PI OD 320 OD313 OD312 OD 348 (Port) OP 238 OD 346 OD 323 OP272 OP279 OP280 OD 345 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank OD 361 OP274 M M Vacuum Pump Unit OP285 OD343 OD355 OD354 A PI OD 331 OD337 No.4 Cargo Oil Tank (Port) Air Vent TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 Cargo Single Grade OD339 OD363 OD352 Cargo Oil Stripping Line Tank Cleaning Heater Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.3.3 - Page 6 of 8 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Control and Monitoring Functions Bow Loading The following functions can be controlled (C) and monitored (M) from the bridge control: Prior to arrival at the load port a number of checks and tests must be carried out, to verify the correct operation of the cargo hydraulic and monitoring systems. Traction Winch Speed Heave/Lower Clutch Tension HPU Start / Stop pump 1 Start / Stop pump 2 Run indication pump 1 Run indication pump 2 Pressure selection, Standby/Work Pressure monitoring Accumulators Pressure monitoring Chain Stopper Open / Close Tension monitoring Locked / Unlocked Coupler Valve Open / Close Inboard Valve Open / Close Crude oil pressure (C, M) (C, M) (C, M) (M) (C) (C) (M) (M) (C, M) (M) (M) (C, M) (M) (C, M) (C, M) (C, M) (M) Alarms Alarms will be displayed on the screen Interface To telemetry system: Pot free contact Green line (Pumping permitted) To vessel alarm monitoring system: Pot free contact Common failure To cargo control system: Pot free contact Cargo valves signal Issue: 1 Each cargo tank, including the slop tanks, is fitted with a breather combined pressure vacuum valve. The test levers on all PV valves must be operated to confirm that the valves are free to operate on their seats before loading or unloading. Note: All loading operations are carried out via the IAS cargo screen display mimics, with all remote hydraulic valves being operated with the mouse and cursor at the cargo console in the CCR. Indications of all cargo valves and their status are displayed on the IAS mimic screens. When preparing the system to load cargo, it is important to ensure that all valves are in the closed position prior to commencing the setting of the cargo lines. d) Ensure that all overboard valves are in the closed position and sealed, and that the spectacle pieces are swung and secured in the closed position. e) It is advisable to keep the pump room completely isolated during loading. f) Ensure that all unused manifold valves are blanked and shut. g) Open vent mast riser valve IG-10. h) Open the deck drop loading valves, the cargo group isolation valves and the required tank suction valves. As the vessel approaches the ALP, the telemetry unit should be activated and links to the telemetry system on the ALP confirmed as operational. On completion of mooring and when all safety checks have been carried out, the following ‘Green Line’ checklist should be completed. • Chain stopper closed • Hose in position • Coupler closed • Cargo system ready • Crude oil pressure normal • Hydraulic oil accumulator pressure normal i) Open the manifold isolation valves to allow bow loading. • Crude oil line inboard valve OD358 open j) • Coupler valve open • Loading permitted Start loading cargo at a slow rate into one tank. When cargo is confirmed as coming into the selected tank, other tank valves may be opened, as required, and the loading rate increased. • Loading on k) Create an appropriate stagger for controlled topping off and reduce the loading rate in ample time. l) Ensure the ballast operations are completed in advance of the final topping off. When all the required signals are correct on both the vessel and ALP, loading may commence. After ensuring the stability of the vessel, taking into consideration maximum permissible draught, bunkers, water and extras, the loading of a single grade homogeneous cargo is relatively straightforward. a) Make the IG system common with the spectacle pieces turned to the open position and the IG valves open on all tanks. b) Check that the IG deck isolating valves IG-34 and IG-31 are closed. c) Check that the cargo top line and ballast spool pieces to the IG main line are removed, the VEC manifold flanges are blanked and the bow loading system (BLS) is ready for use. IMO No.9301419 The trimming tanks are the slack COTs resulting from trim, draught or nominated cargo restrictions. These are normally No.1 and No.6 COTs. Trimming tanks are filled to pre-planned ullages and then shut. They are brought to their final ullage towards the end of loading, at a reduced loading rate. It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the IG main. Slack tanks should be kept to a minimum in order to reduce the free surface effect. Deballasting is to be started shortly after bulk loading is under way. The maximum loading rate into any one of cargo tanks must not exceed a flow rate of 4.05m/sec. Section 2.3.3 - Page 7 of 8 Yuri Senkevich - Hull No.1602 Operational Procedure for Loading a) Set up the cargo system for loading as per the agreed loading plan, assuming all valves are closed and that vessel is loading via the bow loading system. Position Confirm Open Open Open Open Open Open Open Open Open Open Open b) c) e) Description Deck main IG isolating valves are closed Mast riser valve No.1, 2 and 3 group loading valves Valve IG-31, IG-34 IG-10 OD348, OD349, OD350 No.1 and 2 group isolation valves OT105, OT106 No.1 and 3 group isolation valves OT129, OT130 No.2 and 3 group isolation valves OT111, OT112 First pair of tanks, No.1 COTs main OT103, OT104 suctions No.1 manifold isolation valves OD308, OD309 No.2 manifold isolation valves OD310, OD311 No.3 manifold isolation valves OD312, OD313 Bow loading valves OD304, OD305 21" Inboard valve OD358 When the vessel is ready to load and the coupler valve is confirmed open, loading can commence. Commence loading at the agreed slow rate until the initial safety and integrity checks are completed. Loading rate in any one tank must not exceed 2833m3/h. The maximum loading rate through one bottom line is 3,166 m3/h providing at least two tanks on that line are open. d) f) Issue: 1 Description No.2 COTs main suctions No.3 COTs main suctions No.4 COTs main suctions No.5 COTs main suctions No.6 COTs main suctions Slop tank main suctions Valve OT109, OT110 OT115, OT116 OT119, OT120 OT123, OT124 OT127, OT128 OT133, OT134 Top off the slop tanks, the trimming tanks are filled to preplanned ullages and then shut. They are brought to their final ullages towards the end of loading at a reduced loading rate. It is always advisable to complete loading in a slack tank in order to reduce the risk of a carry-over of cargo to the inert gas main. On completion of cargo loading, drain all the loading lines into a slack tank and close all valves. Note: The following is a possible sequence but will need to be verified by the vessel as being a practical operation when the bow loading system is in service. a) Close coupler valve and inboard valve OD358. b) Open the vent valves to the top loading lines from No.4 starboard COT to drain loading lines to the last tank. Position Open Open Description Vent from No.4 starboard tank Top line vents Position Open Open Description IG crossover to the bow loading system IG supply valve to bow loading system Valve OD303 IG-42 g) Start the IG system to supply IG to flush through the bow loading lines to No.4 COT. (There is a flushing connection between the inboard valve and coupler valve from the fire mainthis may be used to clear this section of line) h) On completion of line draining, purging close all the valves and shut down the IG system if no longer required. Note: The IG system may be required to pressurise the COTs after gauging and sampling have been completed. i) Agree ship shore figures and disconnect the loading hose. Valve OD347 OD344, OD347 OD346 Open the drain line from the bow loading line to No.4 COT. Position Open Description Drain to No.4 COT Valve OD306, OD357 d) On completion of draining the loading lines close the final cargo tank suction, loading drop line valves, top line vent valves and the manifold isolation valves. e) Close the IG vent riser valve IG-10. Open the remaining tanks and increase to the required full loading rate. Position Open Open Open Open Open Open Create an appropriate stagger for controlled topping off. Note: Where possible the slop tanks should be topped off when the maximum number of tanks are open to give better control of the flow rate into these tanks. Due to their small size the change in ullage is quicker than that in the main COTS. c) Maximum loading rate per vessel is 9,500m3/h. Cargo Operating Manual The section of line between the bow loading and the manifold isolating valves is drained but still full of hydrocarbon vapour. Install the bobbin piece on the forward IG supply line to the bow loading system between valves IG-42 and OD303. f) Prepare the IG system to supply IG to the bow loading system. IMO No.9301419 Section 2.3.3 - Page 8 of 8 2.4 Discharging Cargo 2.4.1 Full Discharge 2.4.2 Full Discharge of a Single Grade Cargo with COW of Both Slop Tanks, No.1 and No.4 COTs Illustrations 2.4.1a Line Draining to MARPOL Line 2.4.2a Discharging a Single Grade Cargo 2.4.2b COW of the Slop Tanks 2.4.2c COW of No.1 and No.4 COTs Yuri Senkevich - Hull No.1602 Illustration 2.4.1a Line Draining to MARPOL Line No.3 Cargo Oil Main Line Key OD353 No.2 Cargo Oil Main Line OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 No.4 Cargo Oil Tank (Port) Air Vent A OP276 To Slop Tank (Starboard) OD359 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor IG42 20" Coupler Valve OD303 OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP216 OP230 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD 360 OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 347 OD364 OP254 OP 253 From Inert Gas System No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 317 OD 325 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD321 OD329 OD 333 Cargo Grade - 1 OD 315 20" Inboard Valve OP269 OP247 PI OD313 OD312 OD 348 (Port) OP 238 OD 320 OD 323 PI OP272 OP279 OP280 OD 346 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank OD 361 OP274 M M Vacuum Pump OP285 Unit OD 345 OD 331 PI OD337 OD343 OD355 OD354 TC46 OP282 OD 336 OD341 Cargo Oil Stripping Line TC45 OD339 OD363 OD352 No.1 Cargo Oil Main Line Tank Cleaning Heater Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) Note: All cargo tank and slop tank stripping suctions are in the same well as the main suction OT 103 OT 101 No.1 Cargo Oil Tank (Starboard) Section 2.4.1 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.4 DISCHARGING CARGO 2.4.1 FULL DISCHARGE they should be discharged and refilled with fresh ‘dry’ crude oil. k) Increase to full speed discharge as per the discharge plan and in agreement with the shore installation. l) The ballast crossover line to the bottom cargo line is normally kept closed and blanked. The blind spool piece between the cargo oil and ballast systems must be in place. The following factors are to be considered prior to a full discharge: • Maximum available draught at the berth • Maximum allowable freeboard on the berth • Grade segregation, if carrying multiple grades • Crude oil washing requirements • Heavy weather ballast requirements • Maintenance of satisfactory trim and stress • Ballasting operations When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank IG connections are set up as required. a) All COW valves are to be closed. b) Ensure that all overboard valves are closed and sealed and any spectacle blanks are turned to the closed position. c) Sea suction valves are to be pressure tested for tightness using the test equipment provided.. d) The cargo pumping system and the IG plant is to be prepared for operation. e) Open the main lines from the COTs to the main cargo pumps and then up to the manifolds. f) Start the IG plant. g) Open one set of COTs to each cargo oil pump (COP) and prime the separators. h) Open the manifold valves that the discharge arms are connected to. i) Start each COP and run at minimum speed, watching the back pressures carefully. j) When pumps and pressures are balanced, debottom all tanks by at least 3 feet (1m) in preparation for crude oil washing. If it is intended that the slop tanks are to be used for crude oil washing, Issue: 1 Cargo Operating Manual m) The crossover valves between the cargo lines in No.1 cargo oil tank can be opened to epitomise COP performance, but care must be exercised. Top lines are normally kept isolated to improve draining performance. n) The automatic loading system will automatically start when the tanks near draining level. o) The bottom COW can be started as required when the selected tanks are drained. p) Upon completion of discharge, the cargo lines must be drained to the shore tanks. Position Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Procedure for Line Draining Open This can be achieved by draining all lines with the stripping pump and pumping the drainings ashore via the MARPOL line. During draining of the lines, the vacuum in the cargo lines must be broken via the vacuum breaker valves located on the top of the cargo discharge lines and venting to No.4 starboard cargo tank. The drainings are discharged via the MARPOL line ashore using the MARPOL line manifold valves into one or more of the cargo manifold lines. Open a) c) Set the MARPOL line valves for draining ashore via the aft port manifold. Position Open Open b) Open Open Open Description MARPOL line block valve port manifold Aft port manifold drain valve Valve OD361 OD331 Set the pump room valves for draining the lines. Position Open Open Open Description No.1 top line block valve No.2 top line block valve No.3 top line block valve IMO No.9301419 Valve OD351 OD352 OD353 Valve OD348 OD349 OD350 OP204, OP205 OP206 OP225 OP226 OP227 OP257 OP258 OP259 OP260 OP261 OP262 OP210, OP211 OP212, OP213 OP214, OP215 OP242, OP248 OP251 Stripping pump connection to No.2 COP and vacuum chamber Stripping pump connection to No.3 COP and vacuum chamber Stripping pump valve to COP suction line Stripping pump suction valve Stripping pump discharge to MARPOL line OP243, OP249 OP253 OP244, OP250 OP255 OP216 OP275 OP283 Start the stripping pump and observe the vacuum on the line. Listen to the flow at the manifold. Open the vacuum breaker valves as required. Position Open Open Open Open d) Description No.1 cargo line drop valve No.2 cargo line drop valve No.3 cargo line drop valve Pump room bulkhead isolation valves, No.1, 2 and 3 lines No.1 cargo oil pump suction valve No.2 cargo oil pump suction valve No.3 cargo oil pump suction valve No.1 cargo oil pump discharge valve No.2 cargo oil pump discharge valve No.3 cargo oil pump discharge valve No.1 discharge control valve No.2 discharge control valve No.3 discharge control valve Stripping pump connection to No.1 line Stripping pump connection to No.2 line Stripping pump connection to No.3 line Stripping pump connection to No.1 COP and vacuum chamber Description Vent valve to No.4 starboard COT No.1 line vacuum breaker valve No.2 line vacuum breaker valve No.3 line vacuum breaker valve Valve OD347 OD346 OD345 OD344 On completion of line draining close all valves and agree ship/ shore figures. Segregated ballast loading should be started once bulk discharge has commenced and in accordance with the chief officer’s unloading plan, consistent with maintaining the trim and stress within acceptable limits. Section 2.4.1 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Illustration 2.4.2a Discharging Single Grade Cargo No.3 Cargo Oil Main Line Key No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line TC45 No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor IG42 20" Coupler Valve OD303 OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OT 130 OT 129 OT112 OP206 OP216 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD 360 OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 OD 347 OD364 OP254 OP 253 From Inert Gas System No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 317 OD 325 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD321 OD329 OD 333 Cargo Grade - 1 OD 315 20" Inboard Valve OP269 OP247 PI OD313 OD312 OD 348 (Port) OP 238 OD 320 OD 323 PI OP272 OP279 OP280 OD 346 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank OD 361 OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 PI OD337 OD343 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 OD339 OD363 OD352 Cargo Oil Stripping Line Tank Cleaning Heater Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.4.2 - Page 1 of 6 Yuri Senkevich - Hull No.1602 2.4.2 FULL DISCHARGE OF A SINGLE GRADE CARGO WITH COW OF BOTH SLOP TANKS, NO.1 AND 4 COTS The following factors are to be considered prior to a full cargo discharge: • Maximum available draught at the berth • Maximum allowable freeboard on the berth • Crude oil washing requirements • Heavy weather ballast requirements • Maintenance of satisfactory trim and stress • Ballasting operations Position Open Closed Open b) When preparing the system to discharge cargo, it is important that all valves are in the closed position prior to setting the lines for discharge and all tank IG connections are set up as required. Note: Prior to the arrival at the discharge port the COW pipelines must be pressure tested to 100% of the working pressure. Inert gas operating parameters shall apply during COW operations: c) Description No.1, 2 and 3 COP discharge valves to top line No.1, 2 and No.3 COP auto control discharge valves Top line block valves Cargo Operating Manual Valve OP260, OP261 OP262 OP257, OP258 OP259 OD351, OD352 OD353 Prime the COP separators, if necessary use the AUS vacuum pumps. The float valve inside each separator should stop any carry over from the cargo tanks into the AUS vapour line. Position Open Note: If the loading arms are not connected to all manifolds, then the discharge lines could be made common in the pump room by using the tank cleaning crossover line or the bow loading distribution crossover on deck. • At neither of these locations shall it exceed 5% by volume d) Start No.1 COP as described in section 1.3.1. • Where tanks have a complete or partial wash, the measurement shall be taken from similar levels in each section of the tank e) • At least the bottom 3 feet must be discharged from any tank used as a source of COW oil to remove any water which may have settled during the voyage Commence the discharge line clearance at minimum speed, carrying out all safety and integrity checks after each pump is started. Close the drop valve if one had been opened. Position Open Open Open Description Deck isolating valves and start IG system No.2 and 3 bottom line crossover valves Pump room bulkhead isolation valves Open No.1, 2 and No.3 COP suction valves Open No.1 COTs main suction valves Issue: 1 Valve IG-31, IG-34 OT111, OT112 OP204, OP205 OP206 OP225, OP226 OP227 OT103, OT104 f) De-bottom all tanks by at least 1 metre to remove any wet crude once the system has been proved. g) Once the system has been proved, and with the shore installation’s agreement, increase the speed of the pumps in order to obtain the maximum allowable output. Close in on the appropriate tanks in order to create the stagger according to the chief officer’s unloading plan. In this example the stagger is both slop tanks, No.1, and No.4 COTs with No.1 COP and No.2, 5, 3 and 6 cargo tanks with No.2 and 3 COPs. h) Open Close In i) Description Valve Manifold valves that the discharge arms are OD317, OD325 connected to (port in this example) OD333 Before each tank is crude oil or water washed the oxygen level shall be determined both at a point three feet below the deck and at the middle level of the ullage space Initially all the cargo valves should be shut. The engineering department will carry out the initial preparation work for the running of the IG system and make preparations for use of the cargo oil pumps (COP). Set up the cargo system and tanks ready to commence discharge of cargo using in this example, all cargo pumps after the initial line clearance. Open When the shore terminal confirm they are ready to receive cargo. • a) Position Open As the slop tanks approach the ullage for top washing, set up the fixed tank cleaning machines at the correct angles (130° to 40°) taking drive from No.1 COP. Continue discharging the slop tanks to the draining level with the COPs. Close in on No.1 COP discharge to the top line to maintain at least 8kg/cm2 on the COW line. IMO No.9301419 Description No.1 COP discharge valves to the COW line Pump room COW line isolating valves to tank cleaning machines Slop tanks multi-stage tank washing machine valves No.1 COP discharge to top line to maintain 8kg/cm2 on the COW main Valve OP263, OP264 TC-46 TC-38, TC-39 OP260 After top COW of the slop tanks is finished, continue discharging the slop tanks to their draining level, the automatic unloading system should be set up as in section 1.3.3. When the slop tanks near draining level stop the discharge from No.1 and 4 COTs until the slop tanks have been discharged. Once drained the discharge of No.1 and 4 COTs can be resumed while the slop tank bottom COW is taking place. Position Open Close Close Close Description No.1 COP discharge valve to top line No.1 COP discharge valve to the COW line Pump room COW line isolating valve to tank cleaning machines Slop tanks multi-stage tank washing machine valves Valve OP260 OP263, OP264 TC-46 TC-38, TC-39 j) Prepare to carry out the bottom COW of both slop tanks (40° to 0°). k) The stripping pump will be used to maintain the slop tanks in a dry condition during bottom COW of both slop tanks, discharging via the MARPOL line to the manifold. The drive for the COW machines will be from No.1 COP. l) With the cargo stripping pump ready for operation: Position Open Open Open Open Open Description Stripping pump suction valve Stripping pump suction valves from the slop tanks Stripping pump discharge to the MARPOL line MARPOL line to block valve to manifold, (port manifold in use) MARPOL line to outboard on No.1 port manifold valve Valve OP275 OP202, OP208 OP283 OD361 OD315 Section 2.4.2 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Illustration 2.4.2b COW of the Slop Tanks Key To Manifold OD353 To Manifold OD352 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Hole for Portable Tank Cleaning Machine Cargo/Washing Medium Cargo Drainings Multi-Stage Tank Cleaning Machine Tank Cleaning Heater Air Vent TC44 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP282 OP276 To Slop Tank (Starboard) OD359 A OP 273 TC 35 TC 39 To Manifold Residue Line TC45 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port) (Port) (Port) No.1 Cargo Oil Tank (Port) Deck Mounted Tank Cleaning Machine To Manifold OD351 Cargo Operating Manual TC 29 TC 23 TC 33 TC 41 TC 37 TC 40 TC 36 TC 11 TC 17 TC 27 TC 21 TC 31 TC 05 TC 09 TC 15 TC 25 TC 02 TC 13 TC 19 TC 07 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank Stripping Pump (Starboard) Cargo Oil Stripping Eductor OP269 OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP 238 OP247 OT 136 OP235 OP234 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 250 OP 244 OP208 OP237 OP246 OP231 OP 249 OP216 OP230 OP 243 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) TC 10 TC 16 TC 04 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) TC 03 No.1 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Port) OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT112 OP206 OP245 OP229 OP236 OP228 OT 132 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Issue: 1 TC 22 OT 129 OP213 OP212 OP217 Zinc Anode TC 01 OP226 OP252 OP 251 TC 06 TC 08 TC 14 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 12 TC 18 TC 20 OP227 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Stb'd) (Starboard) (Starboard) OP 278 OP207 OP 240 TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 Slop Tank OT137 Ballast Tank OP275 From Ballast System OP256 OP 255 OP266 A A TC 24 TC 26 OP 277 OP279 OP280 TC 30 TC 32 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.4.2 - Page 3 of 6 Yuri Senkevich - Hull No.1602 Position Close Description Valve Port and starboard slop tank main suction OT133, OT134 valves During the bottom COW, ensure that the vessel is trimmed by the stern to facilitate stripping, approximately 2 to 3 metres. Terminal restrictions may restrict the maximum trim; in addition the vessel’s stability, stress and freeboard must be maintained within the permitted levels. Note: The cargo tank stripping suction valves are the same wells as the main suction m) Commence bottom COW of both slop tanks, closing in on the discharge valve from No.1 COP to maintain 8kg/cm2 on the COW main. Position Open Open Open Close In n) Description No.1 COP discharge valves to the COW line Pump room COW line isolating valve to tank cleaning machines Slop tanks multi-stage tank washing machine valves No.1 COP discharge to top line to maintain 8kg/cm2 on the COW main Valve OP263, OP264 TC-46 Close Close Open Close Close Description No.1 COP discharge valves to the COW line Pump room COW line isolating valve to tank cleaning machines Slop tanks multi-stage tank washing machine valves No.1 COP discharge valve to top line Stripping pump suction valve Stripping pump suction valves from the slop tanks Close Close o) OP260 OP275 OP204, OP208 OD361 Open Description Slop tank main suction valves Position Close q) Description Slop tank main suction valves s) Valve OT133, OT134 Valve OT133, OT134 When No.4 and 1 COTs reach the top wash ullage (COW angle 130° to 70°), set up No.1 COP to supply crude via the COW line to the fixed tank cleaning machines. Maintain a pressure of 8kg/cm2 on the COW main, closing in on the pump discharge valve to deck as required. Position Open Description Valve No.1 COP discharge valve to the COW line OP263, OP264 Open Pump room COW line isolating valves to tank cleaning machines Deck mounted tank washing machine valves on No.4 COTs No.1 COP discharge valve to the top line Open r) TC-46 TC-20, TC-22 TC-23, TC-25 OP260 When top COW of No.4 COTs is complete, continue discharging No.4 COTs to the draining level and top wash No.1 COTs. IMO No.9301419 Description Deck mounted tank washing machine valves on No.4 COTs Deck mounted tank washing machine valves on No.1 COTs OD315 On completion of recharging, shut the slop tank main suction valves and increase the speed of the cargo pump to obtain the maximum discharge rate. If sufficient ullage has not been attained in slop tanks, additional crude can be bled off to the slop tanks via the COP discharge to the eductor. Close In Issue: 1 Position Close Position Close Open Close t) Valve TC-20, TC-22 TC-23, TC-25 TC-01, TC-03 TC-04, TC-02 TC-05 When top COW of No.1 COTs is complete, continue bulk discharging with No.1 COP to the draining level. Description Valve Deck mounted tank washing machine TC-01, TC-03 valves on No.1 COTs TC-04, TC-02 TC-05 No.1 COP discharge valve to the top line OP260 No.1 COP discharge valve to the COW OP263, OP264 line Pump room COW line isolating valve to TC-46 tank cleaning machines Close p) Valve OP263, OP264 TC-38, TC-39 Valve OP283 Refill the slop tanks with clean cargo to approximately 50% ullage, sufficient to cover the levelling line. Slowly open the slop tank main suctions and run in fresh crude, as necessary reducing the speed of the cargo pump to allow the level to rise. Position Open OP260 TC-46 Description Stripping pump discharge to the MARPOL line MARPOL line to block valves to manifold, (port manifold in use) MARPOL line to outboard on No.1 port manifold valve Continue to discharge ashore all other bulk cargo using the maximum number of cargo pumps. TC-38, TC-39 On completion of COW and draining of the slop tanks, stop the stripping pump and close the stripping line valves. Continue with the bulk discharge Position Close Position Close Cargo Operating Manual As the tanks approach draining level close the crossover valves and set up the AUS system on No.1, 2 and No.3 COPs. Position Close Description No.2 and 3 bottom line crossover valves Valve OT111, OT112 u) Strip out the tanks using the stripping suction, close the main suction valve on each tank. v) Assuming No.1 and 4 COTs were the first to reach draining level the set up would be as follows. Position Description Valve Open Open Close Close No.1 COTs stripping suction valves No.4 COT stripping suction valves No.1 COTs main suction valves No.4 COTs main suction valves OT101, OT102 OT117, OT118 OT103, OT104 OT119, OT120 w) On completion of draining of No.1 COTs, and with a manual dip indicating they are empty, close the stripping suction valves and move to the next set of tanks i.e. No.4 followed by No.5 COTs with No.2 pump. x) The same procedure can be carried out with draining No.2, 3 and 6 COTs in sequence. Section 2.4.2 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Illustration 2.4.2c COW of No.1 and 4 COTs Key To Manifold OD353 To Manifold OD352 Multi-Stage Tank Cleaning Machine Tank Cleaning Heater Air Vent TC44 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP282 To Slop Tank (Starboard) OD359 OP276 A OP 273 TC 35 TC 39 To Manifold Residue Line TC45 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port) (Port) (Port) No.1 Cargo Oil Tank (Port) Deck Mounted Tank Cleaning Machine Drainings To Manifold OD351 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Hole for Portable Tank Cleaning Machine Washing Medium Cargo Operating Manual TC 29 TC 23 TC 33 TC 41 TC 37 TC 40 TC 36 TC 11 TC 17 TC 27 TC 21 TC 31 TC 05 TC 09 TC 15 TC 25 TC 02 TC 13 TC 19 TC 07 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank Stripping Pump (Starboard) Cargo Oil Stripping Eductor OP269 OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP 238 OP247 OT 136 OP235 OP234 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 250 OP 244 OP208 OP237 OP246 OP231 OP230 OP 243 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) TC 10 TC 16 TC 04 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) TC 03 No.1 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT 129 OT112 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Issue: 1 TC 22 OP206 OP216 PI Zinc Anode TC 01 OP226 OP 249 OP252 OP 251 TC 06 TC 08 TC 14 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 12 TC 18 TC 20 OP227 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Stb'd) (Starboard) (Starboard) OP 278 OP207 OP 240 TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 Slop Tank OT137 Ballast Tank OP275 From Ballast System OP256 OP 255 OP266 A A TC 24 TC 26 OP 277 OP279 OP280 TC 30 TC 32 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.4.2 - Page 5 of 6 Yuri Senkevich - Hull No.1602 When all the COTs have been discharged except the two slop tanks the cargo pumps can be stopped. Note: Should the discharge of No.2, 3, 5 and 6 COTs not be completed when No.1 and 4 COTs are ready for the bottom COW. It would be possible to continue discharge with No.2 and 3 COPs while using No.1 COP and the slop tanks for the COW operation. Position Close Close Description No.2 COP suction and discharge valves No.3 COP suction and discharge valves Description OP226, OP258 OP227, OP259 Pump room COW line isolating valve to TC-46 tank cleaning machines Note: The system is designed so that two cargo tanks, may be crude oil washed simultaneously with a minimum of 8kg/cm2 supply pressure at the most remote machine. Position Description Valve Close Close Open No.1 COP suction valve No.1 COP discharge valve to the top line No.1 COP discharge valves to the COW/ Eductor line Pump room COW line isolating valve to tank cleaning machines No.1 COP ballast sea suction crossover valves Port slop tank direct suction valve Eductor drive inlet valve and discharge to starboard slop tank Stripping suction to the eductor Eductor suction from No.1 bottom line Deck mounted tank washing machine valves on No.1 COTs OP225 OP260 OP263, OP264 Open Open Open Open Open Open Open Open Issue: 1 No.1 COT stripping valves Slop tank levelling valves bb) On completion of bottom of No.4 COTs close down the tank cleaning system and set up to discharge the slop tanks ashore. Close Set up No.1 COP to provide drive fluid to the tank cleaning machines for No.1 and No.4 COTs. TC-46 OP228, OP229 OP209 OP279, OP201 OP278 OP210, OP211 TC-01, TC-03 TC-04, TC-02 TC-05 OT101, OT102 OT131, OT132 ee) On completion of stripping the port slop tank, and with a manual dip indicating it is empty, close the stripping suction valve and eductor and discharge the starboard slop tank to shore. aa) Drain No.1 COTs well then change to No.4 COTs Position Note: The tank washings could be returned to either the port or starboard slop tank. Open Once No.1 COTs bottom wash is completed open the tank cleaning machines on No.4 COTs and shut No.1. Valve Set up to bottom wash No.1 and No.4 COTs using No.1 COP and eductor. Suction for COW is taken from the port slop tank and the strippings will returning to the starboard slop tank. y) z) Cargo Operating Manual Valve Note: Allow the tank cleaning line to drain before closing the tank washing machines Position Description Close Fixed tank washing machine valves on No.4 TC-20, TC-22 COTs TC-23, TC-25 Valve On completion of the bottom COW the eductor can be used to redrain all the empty cargo tanks if necessary, then close down the eductor. Position Description Close Eductor drive inlet valve and discharge to OP279, OP201 starboard slop tank Stripping suction to the eductor OP278 Port slop tank direct suction valve OP209 Close Close Valve cc) Using the No.1 COP discharge the port slop tank to shore. Position Description Valve Open Open No.1 COP discharge valve to the top line Port slop tank main suction OP260 OT134 Position Description Valve Open Close No.1 COP discharge valve to the top line No.1 COP discharge valves to the COW/ Eductor line Eductor drive inlet valve and discharge to starboard slop tank Stripping suction to the eductor Port slop tank stripping valve OP260 OP263, OP264 Close Close Open ff) OP279, OP201 OP278 OP208 When the maximum quantity has been discharged, the final draining can be carried out using the stripping pump in conjunction with the final line draining The vessel is now ready to carry out draining of all lines as in section 2.4.1. gg) Drain the lines and pumps using the stripping pump, discharging up the MARPOL line to the appropriate shore hose, as per section 2.4.1. hh) On completion of line draining, close all valves and agree ship/ shore figures. Segregated ballast loading should be started as stated in the chief officer’s discharging plan, consistent with maintaining the trim and stress within acceptable limits. After the final figures have been agreed, final adjustment to the ballasting can now be carried out in order to bring the ship into the required departure trim condition. dd) When the port slop tank reaches draining level open up the eductor to drain to the starboard slop tank. Position Description Valve Open Eductor drive inlet valve and discharge to starboard slop tank Starboard slop tank main suction Port slop tank main suction Stripping suction to the eductor Port slop tank stripping valve No.1 COP discharge valve to the top line OP279, OP201 Open Close Open Open Close IMO No.9301419 OT133 OT134 OP278 OP208 OP260 Section 2.4.2 - Page 6 of 6 2.5 Crude Oil Washing and Tank Cleaning System 2.5.1 Operation and Maintenance of the Crude Oil Wash Machines 2.5.2 Crude Oil Wash 2.5.3 Water Wash, (Cold or Hot) Illustrations 2.5.1a Tank Cleaning System 2.5.1b Tank Cleaning Machine Speed Adjustment 2.5.2a Crude Oil Wash System 2.5.3a Water Wash Yuri Senkevich - Hull No.1602 Illustration 2.5.1a Tank Cleaning System Key To Manifold OD353 To Manifold OD352 To Manifold OD351 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Cargo Grade - 1 Cargo Grade - 3 Deck Mounted Tank Cleaning Machine Cargo Grade - 2 Hole for Portable Tank Cleaning Machine Multi-Stage Tank Cleaning Machine To Manifold Residue Line Tank Cleaning Heater TC45 Air Vent TC44 OP282 To Slop Tank (Starboard) OD359 A OP 273 TC 35 TC 39 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP276 Cargo Operating Manual TC 29 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank (Port) (Port) (Port) (Port) TC 17 TC 23 TC 33 TC 27 TC 11 TC 05 TC 15 TC 21 TC 09 TC 02 TC 41 TC 37 TC 31 TC 25 TC 19 TC 13 TC 07 TC 40 TC 36 TC 30 TC 24 TC 18 TC 12 TC 06 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank TC 32 Stripping Pump (Starboard) Cargo Oil Stripping Eductor OP269 OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP 238 OP247 OT 136 OP235 OP234 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 244 OP208 OP237 OP246 OP231 OP216 OP230 OP 243 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) TC 16 TC 10 TC 04 TC 03 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank (Starboard) (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT 129 OT112 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Issue: 1 TC 22 OP206 PI Zinc Anode TC 01 OP226 OP 249 OP252 OP 251 TC 08 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 14 OP227 OP 250 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Starboard) (Starboard) (Stb'd) OP 278 OP207 OP 240 TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 Slop Tank OT137 Ballast Tank OP275 From Ballast System OP256 OP 255 OP266 A A TC 20 OP 277 OP279 OP280 TC 26 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.5.1 - Page 1 of 4 Yuri Senkevich - Hull No.1602 2.5 2.5.1 CRUDE OIL WASHING AND TANK CLEANING SYSTEM OPERATION AND MAINTENANCE OF THE CRUDE OIL WASH MACHINES Introduction The cargo tank cleaning system consists of 25 deck mounted programmable units, two in each of the cargo tanks except No.1 starboard which has three. The deck mounted washing machines are a single nozzle unit with a nozzle diameter of 24mm, type SC90T2. With an operating pressure of 8kg/cm2 the effective reach is 32m and a flow through capacity of approximately 60m3/h. The nozzle is suspended from a 3m long drop pipe beneath the fluid inlet housing. Each unit has a programmable driving unit which is mounted on the top of the washing fluid inlet housing and powered by a turbine, the turbine being driven by the washing fluid. Normal horizontal movement of the nozzle for the programmable units is between 0.5 and 1.5 rpm depending on the pressure of the driving fluid. The pitch angle change can be set to one of four preset programmes using one or all of the programme knobs on the top of the drive unit. The programmes are set by lifting or pushing the required programme knob. Cargo Operating Manual The actual elevation of the nozzle is indicated by a graduation scale on the spindle that protrudes through the driving unit top cover. The vertical movement of the rod indicates whether the rod is moving upwards or downwards. The horizontal rotation of the nozzle is indicated by a distinctive arrow mark on the top of the lifting rod. See illustration 2.5.1b. Washing Programmes 3° Pitch at 60 Seconds per Full Turn 180° full cycle at 1.5 rpm Vertical Movement 0° - 180° Degrees 180° Minutes at 1.5 rpm 40 The washing fluid can be supplied to the tank cleaning main by the following: 40° bottom cleaning at 1.5 rpm Vertical Movement 40° - 0° - 40° Degrees 80 Minutes at 1.5 rpm 18 • From the sea using the cargo pumps. • From the slop tanks using the cargo pumps. • From any cargo tank pump discharge line to the tank cleaning main. One or both slop tanks can be utilised for tank cleaning operations. A balance line is fitted, principally for use during water washing, or for bottom COW of the cargo tanks. The main tank cleaning machines are turbine driven, programme selectable, single nozzle units, mounted in the tank top. The cleaning media comes from the supply on board the vessel and enters the inlet housing where it passes the vertical turbine that drives the unit. The nozzle rotates in the horizontal plane combined with a very slow vertical movement which cleans the tank in a spherical pattern. The unit normally revolves at about 1.5 rpm, depending on the drive fluid viscosity and the line pressure at the inlet housing. Adjustments to the turbine speed can be carried out which will alter the rotation speed if so desired. Calculation of Cleaning Time Note: The pitch settings should only be changed when either the gun is in operation or it is being hand cranked. Setting Programs Action Standard Elevation Optional Elevation ALL program knobs in upper position ONE program knob pushed down TWO program knobs pushed down THREE program knobs pushed down 0° 1.5°/rev 3.0°/rev 4.5°/rev 0° 2.5°/rev 5.0°/rev 7.5°/rev Verification that the cycle is complete can be ascertained by viewing the indicator on the top and the side graduation scale of the lifting rod on each machine. Operation of the Deck Mounted Units a) Remove the protective cover to expose the programme knobs. b) Ensure all of the program knobs are in the raised position. Hand crank one full cycle to ensure the unit is running smoothly and that it moves through its full extent. c) Set the nozzle to the desired starting point using the hand manoeuvring crank and remove the inspection plug (A) at the cofferdam. c) If spot washing is used to clean certain areas in a tank, use the shadow diagrams to find out the horizontal and vertical nozzle angles. d) To start the machine, open the stop valve slowly to avoid liquid shock. The cleaning time depends on the following formula : D=(CxB)/(Ax60) Where: • A is the pitch (sec/rev) • B is the rotation speed (indicated on the lifting rod on top of the machine for one complete one turn in sec/rev) • C is the washing angle in degrees • D is the cleaning time CAUTION If the machine is started too fast, the magnetic coupling will release and the valve must be completely closed prior to restart. The normal parking position of the machines between washing operations is vertically downwards, this is elevation 0°. Prior to the start of washing the elevation is manually set by winding the gun to the required angle using the portable hand crank. Issue: 1 Note: The standard washing programmes are typical only, additional passes and different pitch changes may be required to achieve the desired result. For light oils a single pass using a higher pitch may be sufficient, whilst heavier oils may require several passes at a lower pitch change. Washing will normally benefit from a combination of a few nozzle passes and a low pitch than from many passes at a higher pitch. e) IMO No.9301419 Set the desired programme for the pitch required by pushing down the required number of programme knobs. Section 2.5.1 - Page 2 of 4 Yuri Senkevich - Hull No.1602 f) g) On completion of tank cleaning, close the drive supply valve to stop the unit and the return all of the pitch program knobs to the raised position. Remount the inspection plug (A) and reset the machine to the rest position by cranking the nozzle to face vertically downwards, this will drain it completely. Note: Before hand cranking the drive unit, disconnect the programs by pulling up all the program knobs. Speed Adjustment The rotating speed of the unit can be changed by changing the rotation speed of the turbine. Change the speed as follows: a) Look at the top nut through the inspection plug hole (E) in the cofferdam. b) Measure the time it takes for one turn, the speed should be 0.5 -1.5 rpm. If not adjust as follows: c) Stop the unit d) Remove the protective cap A. e) Loosen the contra nut B. f) Set the adjustment screw C to the desired speed using an Allen key. Turning the screw clockwise, (raising it), increases the speed, anticlockwise, (lowering it), reduces the speed. g) h) Tank Cleaning Machines in Slop Tanks Maker: No. of sets: Type: Drive unit: Operating pressure: Nozzle diameter: Length: Capacity: Effective washing radius: The slop tank cleaning machines are turbine driven, triple nozzle units, mounted in the tank top. The cleaning media comes from the supply on board the vessel and enters the inlet housing where it passes the vertical turbine that drives the unit. The nozzles rotate in the horizontal plane combined with a very slow vertical movement which cleans the tank in a horizontal spiral pattern. The unit normally revolves at about 1.5 rpm, depending on the drive fluid viscosity and the line pressure at the inlet housing. Adjustments to the turbine speed can be carried out which will alter the rotation speed if so desired. Introduction The slop tank cleaning system consists of two deck mounted multi-level units, one in each of the slop tanks. The elevation per revolution (pitch) can be set to different pre-programmed values by means of lifting and turning the program knob. The deck mounted washing machines are a triple nozzle unit with a nozzle diameter of 13mm, of type SC75T-3, multi -level. With an operating pressure of 8kg/cm2 the effective reach is 14.5 metres and a flow through capacity of approximately 48m3/h. Illustration 2.5.1b Tank Cleaning Machine Speed Adjustment Tank Cleaning Machine Key D Once the desired speed is set, tighten the contra nut and replace the protective cap. F E During the cleaning operation the machine should be inspected and checked for leakage by opening the inspection cover in the cofferdam (A). Make sure the machine operates at the correct speed, approximately 1-16 rpm, by observing the top nut and timing it. Confirm the lifting rod is rotating and elevating correctly. The nozzles are suspended from a 16.8 long drop pipe beneath the fluid inlet housing. Scanjet 2 SC75T-3, Multi Level SC230 8kg/cm2 13mm, three nozzle 16,800mm ~48m3/h ~14.5m Turn on the unit. The lifting rod indicates the speed and can be checked using a wristwatch. During Operation Cargo Operating Manual A - Protective Cup B - Contra Nut C - Adjusting Screw D - Protective Cover E - Inspection Plug F - Drive Unit B C A INCREASE DECREASE A Note: Leakage at the nozzle house and at the pipe support within the cargo tank is normal and is necessary to flush the Teflon bearings. Issue: 1 IMO No.9301419 Section 2.5.1 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Operation of the Deck Mounted Units a) Remove the protective cover to expose the programme knob. b) Ensure all of the program knob is in the raised position. Hand crank one full cycle to ensure the unit is running smoothly and that it moves through its full extent. c) d) Set the nozzle to the desired starting point using the hand manoeuvring crank and remove the inspection plug (A) at the cofferdam. To start the machine, open the stop valve slowly to avoid liquid shock CAUTION If the machine is started too fast, the magnetic coupling will release and the valve must be completely closed prior to restart. e) Set the desired program required by lifting and turning the program knob. Note: Only change the program when the machine is running. Setting Programs The 230 driving unit is delivered with four preset programs giving the following degree of vertical elevation per revolution of the main pipe (pitch). 1) Commercial Cleaning: • Program No.1: Approximately 0.5° per revolution • Program No.2: Approximately 1.5° per revolution • Program No.3: Approximately 3.0° per revolution 2) Prewash: • Program No.P: Approximately 27° per revolution 3) Special: • Issue: 1 Program No.0: By lifting the program knob and stopping between two programs the elevation will be 0° per revolution Cargo Operating Manual Cleaning Procedure for Solidifying Cargos During the transportation of cargoes that might create sediment in the bottom of the tank, the tank cleaning machine should be blown through with air/ nitrogen and the elevation of the nozzles hand cranked every week. This will prevent sediment fouling the gears in the nozzle house. After discharge, prior to staring the tank cleaning operation the machine should be hand cranked to ensure the unit is moving freely and not fouled with sediment. When starting the tank cleaning machine, the program knob should be positioned between two programs for the first 60 seconds of the cleaning. This will disconnect the gearbox for elevation and the allow the gears in the tank to be flushed through without being engaged. After 60 seconds select the required program and continue with cleaning. Shutting Down a) On completion of tank cleaning, close the drive supply valve to stop the unit. b) Remount the inspection plug (A) and reset the machine to the rest position by cranking the nozzles to face vertically downwards, this will drain it completely. Speed adjustment and inspection for the SC75T-3 is carried out in the same manner as that used on the SC90T2. The manufacturer’s handbook covers the operation and maintenance of both type of units. Calculation of Cleaning Time The cleaning time depends on the following formula : D=(CxB)/(Ax60) Where: • A is the pitch (sec/rev) • B is the rotation speed (indicated on the lifting rod on top of the machine for one complete one turn in sec/rev). • C is the washing angle in degrees • D is the cleaning time Prewash Program Prewash program is set and one turn of the main pipe takes 50 seconds • A = Pitch 27 • B = 50 • C = 180° • D = (180x50)/(27x60) = 5.5 minutes Commercial Program Prewash program is set and one turn of the main pipe takes 50 seconds • A = 0.5 • B = 50 • C = 75° • D = (75x50)/(0.5x60) = 125 minutes IMO No.9301419 Section 2.5.1 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Illustration 2.5.2a Crude Oil Wash System Key To Manifold OD353 To Manifold OD352 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Hole for Portable Tank Cleaning Machine COW Washing COW Drainings Multi-Stage Tank Cleaning Machine Tank Cleaning Heater Air Vent TC44 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP282 To Slop Tank (Starboard) OD359 OP276 A OP 273 TC 35 TC 39 To Manifold Residue Line TC45 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port) (Port) (Port) No.1 Cargo Oil Tank (Port) Deck Mounted Tank Cleaning Machine To Manifold OD351 Cargo Operating Manual TC 29 TC 23 TC 33 TC 11 TC 17 TC 27 TC 21 TC 05 TC 09 TC 15 TC 02 TC 41 TC 37 TC 31 TC 25 TC 19 TC 13 TC 07 TC 40 TC 36 TC 30 TC 24 TC 18 TC 12 TC 06 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank TC 32 Stripping Pump (Starboard) Cargo Oil Stripping Eductor OP269 OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP 238 OP247 OT 136 OP235 OP234 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 244 OP208 OP237 OP246 OP231 OP230 OP 243 No.5 Cargo Oil Tank (Port) TC 04 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) TC 03 No.1 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT 129 OT112 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Issue: 1 No.6 Cargo Oil Tank (Port) TC 10 TC 16 OP206 OP216 PI Zinc Anode TC 22 OP226 OP 249 OP252 OP 251 TC 01 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 08 TC 14 OP227 OP 250 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Stb'd) (Starboard) (Starboard) OP 278 OP207 OP 240 TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 Slop Tank OT137 Ballast Tank OP275 From Ballast System OP256 OP 255 OP266 A A TC 20 OP 277 OP279 OP280 TC 26 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.5.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 2.5.2 CRUDE OIL WASH Cargo oil tanks are crude oil washed to comply with both legislation (contingency ballast requirements) and charterer’s requirements in order to achieve maximum out-turn. This usually would be No.4 COTs, (nominated the heavy weather ballast tanks) and one quarter of the remainder. However, no tank requires to be washed more than once in four months, with the exception of ballast requirements. A programme for the regular crude washing of cargo tanks is to be maintained. Crude oil washing permits the removal of oil fractions adhering to or deposited on the tank surfaces. These deposits, which would normally remain on board after discharge, are then discharged with the cargo. As a consequence, the need to water wash to remove residues is virtually eliminated. Water rinsing will be necessary if the tank is to be used for clean ballast. A typical crude oil washing program could be as follows: 1st voyage No.1 COTs and one slop tank 2nd voyage No.2 and No.5 COTs 3rd voyage No.3 and No.6 COTs Cargo Operating Manual If the slop tanks are to be used for COW, it is usually advisable to empty the slop tanks and recharge them with fresh dry crude prior to commencement. The levels to which the slop tanks are recharged are arbitrary, but sufficient ullage is required in the clean slop tank to allow for the cargo pump to maintain suction and the balance line to remain covered. The balance line outlet is at approximately 15.5m above the tank floor level in the port clean slop tank, and the inlet 2.0m above the tank bottom in the starboard dirty slop tank. This method of COW allows for greater ullage and easier monitoring of the crude oil returns, but it is quite feasible to utilise a single slop tank for the operation, reducing the level occasionally to maintain a safe ullage. COTs are crude oil washed during discharge by pumping dry crude, at a back pressure of about 8kg/cm2, bled from the discharge of one of the cargo oil pumps via the tank cleaning line to the tank cleaning machines. The eductor is driven by the same cargo oil pump that is being used to drive the COW machines. It is also used to drain the oil fractions from the cargo tank bottom to a slop tank. Good draining is essential during COW operations. The stripping suctions are in wells and a slight port list during draining would be beneficial. If portable tank cleaning machines are to be used for spot cleaning, then it is of the utmost importance that the bonding wire is securely attached to the machine head before use and the earthing clamp made fast to an earthing post. 4th voyage No.4 COTs and one slop tank Leakage of crude oil from the COW system is a potential fire and pollution hazard. Before use, the system should be pressure tested to working pressure and any leaks made good. Reference should be made to the vessel’s approved Crude Oil Washing Manual. CAUTION The cargo stripping pump is a positive displacement pump and therefore must never be used to pressure test the COW line. During COW operations the system must be kept under continuous observation and the tanks fully inerted. Crude oil washing must be stopped immediately if there are any signs of leakage or a malfunction is detected, or there is a failure of the IG system. Before commencing COW it is necessary to debottom all COTs, including the slop tanks. This will remove any water that may have settled during transit, and will considerably reduce the risk of any static charges that may be created during washing. Issue: 1 IMO No.9301419 Section 2.5.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Illustration 2.5.3a Water Wash Key To Manifold OD353 To Manifold OD352 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Port) (Port) (Port) Hole for Portable Tank Cleaning Machine Water Washing Drainings Multi-Stage Tank Cleaning Machine Tank Cleaning Heater Air Vent TC44 A TC 42 OP274 TC 43 OD355 OD354 TC46 OP282 OP276 To Slop Tank (Starboard) OD359 A OP 273 TC 35 TC 39 To Manifold Residue Line TC45 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port) (Port) (Port) No.1 Cargo Oil Tank (Port) Deck Mounted Tank Cleaning Machine To Manifold OD351 Cargo Operating Manual TC 29 TC 23 TC 33 TC 41 TC 37 TC 40 TC 36 TC 11 TC 17 TC 27 TC 21 TC 31 TC 05 TC 09 TC 15 TC 25 TC 02 TC 13 TC 19 TC 07 M M OP 283 OP 281 Vacuum Pump Unit OP285 OP272 OP284 OP271 OP270 (Port) Drain Tank Stripping Pump (Starboard) Cargo Oil Stripping Eductor OP269 OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP 238 OP247 OT 136 OP235 OP234 OP233 A A No.2 Cargo Oil Pump OP258 OP232 OP260 A No.1 Cargo Oil Pump OP257 OP 250 OP 244 OP208 OP237 OP246 OP231 OP 249 OP216 OP230 OP 243 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) TC 10 TC 16 TC 04 No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.4 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) TC 03 No.1 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Port) OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OT 130 OT112 OP206 OP245 OP229 OP236 OP228 OT 132 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Issue: 1 TC 22 OT 129 OP213 OP212 OP217 Zinc Anode TC 01 OP226 OP252 OP 251 TC 06 TC 08 TC 14 Slop Tank (Port) OT 134 OP209 OP205 OP 263 TC 12 TC 18 TC 20 OP227 OP254 OP 253 TC 28 Slop Tank No.6 Cargo Oil Tank No.5 Cargo Oil Tank (Stb'd) (Starboard) (Starboard) OP 278 OP207 OP 240 TC 34 TC 38 OP215 OP214 OP 265 OP261 OP264 OP241 OP239 Slop Tank OT137 Ballast Tank OP275 From Ballast System OP256 OP 255 OP266 A A TC 24 TC 26 OP 277 OP279 OP280 TC 30 TC 32 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.5.3 - Page 1 of 4 Yuri Senkevich - Hull No.1602 2.5.3 WATER WASH - (COLD OR HOT) i) On the COP to be used for tank washing, a basic line wash is necessary to clear the top and bottom cargo lines to the slop tanks. j) Charge the slop tanks to a level that is higher than the balance line outlet in the starboard slop tank, the height of which is located at 15.5 metres. Cold washing (water rinsing) of COTs is required for the following purposes: • Prior to the ballasting of COTs which have previously been crude oil washed, where the ballast is to be treated as clean ballast. • Prior to refit, or the inspection of COTs that have previously been crude oil washed. k) Procedure for the Operation of the Tank Cleaning System Note: For coated tanks and pipelines, wash water shall not exceed 82°C and 12.7kg/cm2 or guidlines established by the coatings manufacturer. When preparing the system for tank cleaning, it is important to ensure that all valves are in the closed position prior to setting the lines. A line wash must be carried out before the operation can commence, see 2.7.3 Line Cleaning. a) b) c) Ensure the COT(s) to be washed is inerted and that the oxygen content is less than 5%. by volume. Samples are to be taken at three feet below the deck and at the middle level of the ullage space. l) Change over the COP from the sea suction to the starboard slop tank suction, discharging to the port slop tank through the eductor. The eductor is to be used to drain the tank being washed. Open the stripping suctions on the cargo oil tank to be washed. m) Open the required tank cleaning machines. Complete at least one bottom wash, one full cycle and one more bottom wash. The patterns given are for a general wash, the actual duration required will be found with experience. The stripping suction valves in the COTs are in stripping wells. n) Monitor the slop tank ullages and total quantities carefully. The above method of water wash is entitled ‘Closed Cycle’, and is considered to be the most manageable and controlled method of tank washing. Drain all crude oil from the tank cleaning main to the slop tank by opening a slop tank cleaning machine and one of the cleaning machines at the forward end of the tank cleaning main. Ensure these valves are closed prior to commencement of tank cleaning. Closed Cycle Washing As it is necessary to charge both slop tanks with clean sea water, keeping both the main sea valves shut, line up the stripping pump from the sea chest via the designated tank cleaning pump to the port slop tank. Commence with all valves closed. d) Open the slop tank balance line. e) Start the stripping pump in order to create a vacuum at the tank cleaning pump suction. f) Start the COP on tank cleaning duty, to discharge to the port slop tank. g) Open the inboard sea valve, check for a vacuum, then open the outboard sea valve, sea water will now be drawn through the sea water chest and discharged to the port slop tank. h) When the COP has suction, stop the stripping pump and shut it down. Issue: 1 Cargo Operating Manual Assuming No.3 COTs are being washed for inspection using the No.1 COP for the tank cleaning. a) Open Open Open b) Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valves to the starboard slop tank No.1 COP drain valves Valve OP275, OP216 IMO No.9301419 Valve OP228, OP229 OP282 OP263, OP264 Start the stripping pump, when a vacuum shows on the suction side of No.1 COP, start the COP from the IAS. d) Monitor and verify that there is vacuum at the pump then open the sea valves in sequence. Position Open Description Inner sea valve Valve OP218 Note: Check that there is a vacuum at the drain valves OP221 and OP222 before opening the outer sea valve. Position Description Valve Open Outer sea valve OP217 CAUTION The sea valve must be immediately closed if suction is not achieved or the cargo pump stops because there is a risk of oil flowing into the sea. e) Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the starboard slop tank. Description No.1 COP discharge valve Valve OP257 f) Verify there is flow to the starboard slop tank via the COP. g) Stop the stripping pump and close the valves to the starboard slop tank. OP201 OP281, OP273 Position Close OP242, OP248 Close Close Line up No.1 COP to take suction from the sea and discharge to the starboard slop tank via the ODME line. Description No.1 COP sea suction valve ODME line isolation valve No.1 COP discharge to ODME line c) Position Open Line up the stripping pump to take suction from No.1 COP and discharging to the starboard slop tank. Position Open Position Open Open Open Close Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valve to the ODME line No.1 COP drain valves Valve OP275, OP216 OP201 OP281 OP242, OP248 Section 2.5.3 - Page 2 of 4 Yuri Senkevich - Hull No.1602 h) Once a flow has been established to the starboard slop tank via the ODME line set lines to flush to the starboard slop tank via No.1 top and bottom lines. l) Cargo Operating Manual Open the eductor suction to No.2 line and the stripping suction valves for No.3 COTs. Position Open Description No.1 discharge to top line Valve OP260 Open No.1 top line isolation valves OD351 Position Open Open Open Open No.1 loading drop valves OD348 Open No.1/2 forward crossover valve CO-V-01 Open Starboard slop tank main suction OT133 Open No.3 centre COT stripping suction valve CO-V-19 i) Carry out a limited line clearance to the starboard slop tank. Once the initial flush to the starboard slop tank is completed open the port slop tank and fill the slop tanks until there is sufficient water in each to cover the levelling line outlet in the port slop tank. Position Open Description Port slop tank suction valve Valve OT134 Open Slop tank levelling valves OT131, OT132 j) Change the cargo pump to draw from the port slop tank direct suction and discharge back to the starboard slop tank via the eductor. Position Open Open Open Confirm open Close k) Description Port slop tank direct suction valve No.1 COP discharge to ODME line Eductor drive inlet valve Starboard slop tank stripping inlet valve Valve OP209 OP279 OP282 OP201 Inner and outer sea valves OP217, OP218 The vessel is now ready to carry out tank cleaning, using cold wash water from the slop tanks or, if hot water is required, the tank cleaning heater will be required. Position Open Description Eductor suction valves to No.3 line Valve OP214, OP215 Open No.3 line pump room bulkhead valve OP206 Open No.3 COTS stripping suction valves OT117, OT118 Issue: 1 Description Eductor suction valves to No.2 line No.2 line pump room bulkhead valve No.2 line isolation valve Valve CO-V-62 CO-V-47 CO-V-23 m) Open the individual tank cleaning machine isolating valves on No.3 COTs. Position Open Description Tank cleaning machines on No.3 COTS Open Tank cleaning line isolation valve Valve TC-14, TC-16 TC-15, TC-17 TC-46 Slop Tank Heating Coils Both slop tanks are fitted with heating coils in multi-tiers with specification as follows: The heating system for the slop tanks is designed for water washing operations with a capacity of 50% sea water, to raise the temperature up from 10°C to 65°C over 24 hours while on passage based on an ambient air temperature of 0°C and a sea water temperature of -2°C at a steam pressure of 10kg/cm2. Tank Slop Tank Port Slop Tank Starboard S i n g l e Tank 98% Volume (m3) 1,140 1,140 Heating Coil Ratio 0.0126 A c t u a l Heating Required Length Length per Group per Tank (m) 91.6 91 No. of Groups per Tank 1 0.0967 727 5 145 The slop tank heating coils steam supply is fed from the engine room auxiliary steam system. No.3 cargo oil tanks are now being water washed on a closed cycle. Maintain the required pressure for the tank cleaning machines and eductor drive by regulating the tank cleaning pump discharge valve or the speed of the pump. Each tank is fitted with a steam and a condensate header. There are drain valves on both headers, which are used to test the quality of the condensate returns. As an alternative, any of the cargo pumps could be used to supply the drive fluid to eductor and tank cleaning machines. The condensate from the slop tank heating coils is led back to the feed filter tank through an inspection tank or directly to the atmospheric condenser in the engine room. Hot Water Wash The normal method of testing the coils is simply to crack steam on to the system and test the quality of the condensate returns. A 66.2m2 tank cleaning heater supplied capable of heating sea water from 20°C to 80°C at a throughput of 230m3/h at an operating steam pressure of 10kg/cm2. Heating coils are fitted in both slop tanks. The clean slop tank (port) is capable of heating sea water from 10ºC to 65ºC when 60% full in 24 hours, with the adjacent ballast tanks full and the adjacent cargo tanks empty. WARNING Water hammer in steam lines can be a problem resulting in possible damage to the pipe system and even steam line failure resulting in scalding of personnel. It is essential that all steam lines are drained of condensate and that steam is supplied to cold lines gradually with line drain valves open. This allows the steam line to warm through and for the condensate to drain. The dirty slop tank starboard can heat cargo oil from 10ºC to 65ºC with the tank full in 24 hours, the adjacent ballast tanks full and the adjacent cargo tanks empty. The closed cycle method of cleaning as described above, would be required. IMO No.9301419 Section 2.5.3 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Procedure for the Operation of the Slop Tank Heating System All valves and drains are closed. a) Open the main condensate return valve to the engine room, directing the slop tanks heating condensate to the atmospheric condenser. b) Open the deck steam master valve to the slop tank heating coils. c) Open the steam header drain valve, then crack open the header steam isolating valve. When the drains run clear close the drain valve. d) Open the condensate drain valve on the condensate header fully on each coil. e) Open the steam inlets to each coil and warm through each coil slowly, until the steam header isolating valve is fully open. f) Check the drain cocks on each coil for any contamination. g) When all the drains have run clear, open the condensate header return isolating valve. h) Open the condensate outlet valves from each coil then close the drain valves. If traces of oil emerge at the condensate drains valves, inform the chief officer and shut off the steam supply to that coil. i) Monitor the observation tank for contamination. Cargo Operating Manual Shutting Down the System a) Shut off all individual tank steam and condensate valves. b) Open drain valves to prevent a vacuum forming which could draw in oil through any pipe defects. c) Close drain valves when the coils have reached ambient temperature, this is in order to prevent any ingress of sea water during heavy weather. d) Close the main supply and return valves. Contamination If contamination should occur at the observation tank proceed as follows: a) Check the condensate drains on each slop tank and locate the defective coil. b) Isolate the defective heating coil and insert blanks in the steam inlet and condensate outlet lines. c) Proceed to heat the tank using the other coils. Testing the Coils The modern materials and the continuous welded construction used in the heating coils tend to offer reliable service. Routine testing by checking the condensate outlet when putting the system into use will normally suffice. However, pin holes can develop at welds and loose pipe brackets can cause fretting. If contamination occurs, test the defective coils at the next possible opportunity. This is done by supplying steam to the coil with the outlet valve closed, making a tank entry and locating the leakage. A permanent repair will, in most cases, require welding. This would be carried out during refit. A near permanent repair can be carried out by cutting the coil in way of the defect and inserting a Yorkshire coupling. Issue: 1 IMO No.9301419 Section 2.5.3 - Page 4 of 4 2.6 Gas Freeing 2.6.1 Gas Freeing for Entry Procedure 2.6.2 Gas Freeing for Hot Work Illustrations 2..6.1a Gas Freeing Yuri Senkevich - Hull No.1602 Illustration 2.6.1a Gas Freeing Cargo Operating Manual Flammability Composition 15 B Note: This diagram is illustrative only and should not be used for deciding upon acceptable gas compositions in practical cases F D t Gas 10 Dil uti on wit hA ir Dilution with Iner Hydrocarbon Gas Percentage by Volume 5 G Flammable Mixture Critical H Dilution Dilution wi th Air with Air E C A 0 5 10 15 20 21 Oxygen - Percentage by Volume Purging Initial Inerting To Vent Mast Riser Gas Freeing Fresh Air To Vent Mast Riser Portable Fan Fresh Air Inert Gas/Hydrocargon Mixture Inert Gas at Low Pressure Fresh Air Inert Gas Inert Gas Into Tank Via Cargo Filling Line Issue: 1 Inert Gas Into Tank Via Cargo Filling Line IMO No.9301419 Fresh Air from I.G. Blower via the Cargo Filling Line Section 2.6.1 - Page 1 of 3 Yuri Senkevich - Hull No.1602 2.6 GAS FREEING Introduction Cargo oil tanks must be water washed, purged and gas freed prior to inspection. Cargo oil tanks must NEVER be entered when inerted. Prior to gas freeing any COT or gaseous space, the hydrocarbon content must be below 2% Hc, thus ensuring that the space will not pass through the flammable envelope as the oxygen percentage increases. (See Flammability Composition Diagram - Hydrocarbon Gas/Air/Inert Gas Mixture.) It is important to locally isolate tanks that are to be gas freed, so that inert gas cannot enter these tanks from adjacent, inerted tanks, or conversely that air cannot enter inerted tanks. All portable gas measuring equipment must be tested and calibrated with their results logged. The first stage in the gas freeing process is called purging. Common practice is to purge several tanks at a time and monitor the gas emitted until it is below 2% Hc. This method is termed replacing a tank atmosphere by DILUTION. The inert gas at high velocity is injected through the cargo main suction valves and mixes with the gaseous atmosphere, which is then vented through the inert gas filling valve into the IG main and then to atmosphere via the mast riser. If only one, or a few tanks are to be purged in preparation for gas freeing, then these tanks must be isolated from the rest of the cargo oil tanks by turning their spectacle blanks to the closed position and shutting the IG inlet filling valve. The tanks are then vented to atmosphere via the tank lids, allowing all the other tanks to remain inerted. The weather conditions must be monitored during the gas freeing operation, if an electrical storm is in the vicinity then the operation must be stopped and the system shut down. Issue: 1 2.6.1 Cargo Operating Manual GAS FREEING FOR ENTRY PROCEDURE k) Monitor the tank atmosphere for oxygen until the readings are 21% O2. l) Carefully monitor for LEL and ensure that the reading is consistently below 1% but preferably zero. Procedure to gas free a tank for entry. a) Before any work can take place a work plan must be drawn up and distributed to the necessary personnel which must be read and understood. All portable gas measuring equipment must be tested and calibrated and their results logged. b) The cargo lines should be well drained and free of liquid before inerting can take place. c) Insert the bobbin piece between valves IG-33 and OD356 to connect the IG main line to the cargo system. d) Line up the inert gas plant to supply IG to the tank(s) to be purged via the IG main and the No.3 cargo drop and all bottom lines. Position Open Open Open Open Open Open Description Valve IG crossover to No.3 cargo line OD356 IG isolation valve IG-33 No.3 deck block valve OD353 No.3 cargo line drop valve OD350 Bottom cargo lines crossover valves as OT105, OT106 required to make system common OT111, OT112 OT129, OT130 Main suction valves on tanks to be purged m) Test the COT for H2S to ensure that it is within acceptable limits. Alternative Method for Gas Freeing after the Cargo Oil Tanks have been Purged In the event that several, or all, the COTs are to be gas freed after the tanks have been purged, the inert gas fan(s) can be changed over to blow air to the tanks. a) Check that all the COTs not being gas freed have their spectacle blanks turned to the closed position, IG inlet valves closed and are therefore isolated from the IG main. b) Line up the inert gas plant to supply fresh air to the tanks to be gas freed via the cargo suctions with the IG crossover to the cargo line in the open position. c) Check that the IG pressure in all COTs is reduced to between 25 and 50mmWG. d) Change over the IG blowers to fresh air blowing. Ensure the IG deck isolating valve IG-31 remain shut. e) On the cargo oil tank(s) to be purged turn the spectacle blank to the OPEN position and open the filling valve from the IG main to each tank. e) Restart one blower and blow air to the COTS to be gas freed via the bobbin piece cross-connecting into the cargo top line. All lines must have been well drained. f) Open the isolation valve from the IG main to the vent riser. f) Vent through the tank hatch. Gas free one COT at a time. g) Confirm that the deck isolating valve IG-31 to the IG main is closed. g) Monitor the oxygen at all levels in the cargo tank until 21% O2 is achieved. h) Open the valve IG-34, IG supply valve to deck, and commence purging the required tank(s). Monitor the atmosphere of each tank until the hydrocarbon meter readings are less than 2% Hc. h) Carefully test the tank for LEL and ensure that the LEL is zero. Test the COT for H2S to ensure that it is within acceptable limits. i) Upon completion of purging the cargo tank(s), the IG plant must be stopped, the tank suctions closed and the tank hatches opened. j) The tank(s) can now be gas freed using the portable water driven fans. IMO No.9301419 Additionally, more details and recommendations can be found in the Company Safety Operations Manual, COSWP and ISGOTT books. A competent person is to make an assessment. Section 2.6.1 - Page 2 of 3 Yuri Senkevich - Hull No.1602 Competent persons are the Master, Chief Engineer, chief officer and second engineer. In the case of cargo tanks, the chief officer will normally make the initial assessment. The level of risk must be defined in accordance with the Company Safety Operations Manual. Full account is to be taken of the potential dangers and the hazards associated with the space to be entered. A Responsible Person is to Take Charge A responsible officer will take charge of the entry operation, this person will be appointed by the Master, Chief Engineer or Chief Officer. Potential Hazards to be Identified Oxygen deficiency and/or the presence of toxic substances or flammable vapours. Cargo Operating Manual Procedures During Entry Ventilation is to be continued during the entry period. Should the ventilation fail, the operation is to be stopped and personnel in the tank are to return to the deck immediately. The atmosphere must be tested at regular intervals to verify that is still safe. Careful monitoring of personnel in the tank is to be carried out. Should the responsible person note any adverse signs he is to issue the recall signal immediately and advise the OOW, who will sound the alarm and summon assistance. In a similar manner, should any person in the tank feel adversely affected in any way, they are to warn their companions and vacate the tank immediately. Space Prepared and Secured for Entry The space to be entered is to be secured against the ingress of dangerous substances. Valves are to have a positive method of displaying if open or shut, and of preventing them from being operated while entry is taking place. The OOW on the bridge, or on the main deck, is to be informed of any tank entry. Atmosphere Tested The COT atmosphere is to be tested for both oxygen and LEL, at different levels and sections, and if remote checking cannot take place, entry is to be made wearing breathing apparatus, in a fully controlled manner. A Permit to Work Certificate, of limited duration, will be required. Entry into a space, without the use of breathing apparatus, is only permitted when the oxygen content is 21%, and the flammable gas content is nil. Where readings have been steady for some time, up to 1% LEL is acceptable in conjunction with the 21% oxygen. Permit to Work Completed A permit to work must be completed before entry. The permit should be of limited duration and should not have a validity in excess of 24 hours. Pre-Entry Preparations Made The space must be thoroughly ventilated and the atmospheres tested and found safe for entry without breathing apparatus. Rescue and resuscitation equipment is to be at the entrance to the space, along with a responsible person who will maintain constant and full communications with the personnel throughout the time they are in the space. They should also maintain communications with the OOW. All equipment is to be checked as being intrinsically safe. Issue: 1 IMO No.9301419 Section 2.6.1 - Page 3 of 3 Yuri Senkevich - Hull No.1602 2.6.2 GAS FREEING FOR HOT WORK • All adjacent cargo tanks, including diagonally positioned tanks must be cleaned and gas freed, or cleaned, inerted and purged to less than 1% Hc gas by volume. If hot work is to be carried out on bulkheads of an adjacent tank, then these adjacent tanks must also have a LEL of less than 1% Hc gases. • Other tanks are to be purged to less than 2% Hc gases. • Any adjacent ballast tanks are to be tested to ensure that they are gas free. • All interconnecting pipelines with other compartments are to be flushed through, drained and isolated from the compartment in which hot work is to be carried out. • These cargo lines can then be kept flooded with sea water or alternatively purged. • All sludge scale and sediment for a distance of at least ten metres around the hot work area must be removed, including from the reverse side of frames and bulkheads. In addition to the requirements of section 2.6 and 2.6.1 the following are to be complied with: All the necessary terminal and port authority approvals are to be obtained. WARNING No hot work is allowed during cargo loading or discharging, COW and tank cleaning, tank purging or gas freeing operations. If hot work is to be undertaken outside of the engine room, then a Hot Work Permit must be issued after direct consultation with the Company Technical Operations Office. If the hot work is to be carried out on the main deck then the hot work permit to be issued must confirm the following: Cargo Operating Manual • That the cargo tanks are at an Hc gas level below 2% and an oxygen level below 8%. • • The chief officer has carried out all appropriate gas checks and that they are within the acceptable limits. Areas immediately below the place of hot work is also to be cleared. • Any hot work adjacent to fuel oil tanks cannot be carried out unless that space is certified as being safe. • Hot work permission is to be obtained from the company/ chemist as appropriate and a gas free certificate issued. • The inert gas in all other cargo tanks is to be reduced slightly to just above the alarm limit, i.e. approximately 300mmWG. • No combustible material is in the area. • Tanks below the main deck where hot work is to be carried out must have been water washed and gas freed. • Appropriate fire fighting equipment is to be ready for immediate use, including hoses run out and the fire pumps running. • Blanket cooling water is to be available on the deck to stop the build up of hot debris from the use of gas cutting equipment. All cargo and pump room valves are to be locked closed, or inhibited with a DO NOT OPERATE sign, posted for the duration of the repair period. • All the equipment to be used has been tested and proved satisfactory. When the ship is in dry dock, then the shipyard hot work procedures and work permits will apply. • Only competent persons are to carry out the repair work. Hot work must not reduce the vessel’s fire fighting potential. After completion of the hot work all equipment and materials must be stowed away or secured. If hot work is to be carried out inside cargo, ballast, fuel oil tanks or void spaces then the following requirements must be met: • Tanks in which hot work is to be undertaken must have a oxygen level of 21% and less than 1% LEL Hc gases. • The tanks in which hot work is to be undertaken must be continuously vented throughout the work. Issue: 1 IMO No.9301419 Section 2.6.2 - Page 1 of 1 2.7 Ballasting and Deballasting Operations 2.7.1 Ballast Operations 2.7.2 Heavy Weather Ballasting 2.7.3 Line Cleaning 2.7.4 Oil Discharge Monitoring Equipment (ODME) Illustrations 2..71a Ballasting Operations 2.7.1b Deballasting Operations 2.7.1c Stripping Operations 2.7.2a Loading Heavy Weather Ballast 2.7.2b Discharging Heavy Weather Ballast 2.7.3a Line Wash No.1 Main Cargo Oil Pump 2.7.2b Line Wash No.2 Main Cargo Oil Pump 2.7.2c Line Wash No.3 Main Cargo Oil Pump 2.7.4a Oil Discharge Monitoring Equipment 2.7.4b Controller Flow Chart Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.1a Ballast Operation From Inert Gas Main Line IG-37 BA-048 Upper Deck BA-047 Upper Deck BA-046 No.6 Ballast Water Tank (Port) 3.25M/S Water Ballast Tank No.2 Ballast Pump 2,500m3/h at 35mth BA-038 No.5 Ballast Water Tank (Port) No.4 Ballast Water Tank No.3 Ballast Water Tank (Port) (Port) BA-027 BA-023 BA-019 BA-025 BA-021 BA-017 No.2 Ballast Water Tank (Port) No.1 Ballast Water Tank (Port) BA-015 BA-011 BA-007 BA-013 BA-009 BA-005 BA-034 Water Ballast Strip Eductor 300m3/h at 20mth BA-033 3.10M/S BA-045 BA-043 3.25M/S BA-036 BA-031 BA-035 BA-030 BA-002 BA-029 BA-001 BA-003 3.10M/S BA-037 BA-044 BA-042 No.1 Ballast Pump 2,500m3/h at 35mth Sea Chest BA-028 BA-024 BA-020 BA-016 BA-012 BA-008 BA-004 Fore Peak Tank BA-039 BA-040 BA-026 BA-041 To Cargo Oil System BA-022 BA-018 BA-014 BA-010 BA-006 BA-032 No.6 Ballast Water Tank (Starboard) No.5 Ballast Water Tank (Starboard) No.4 Ballast Water Tank No.3 Ballast Water Tank (Starboard) (Starboard) No.2 Ballast Water Tank (Starboard) No.1 Ballast Water Tank (Starboard) Key Sea Water Hydraulic Oil Inert Gas Issue: 1 IMO No.9301419 Section 2.7.1 - Page 1 of 6 Yuri Senkevich - Hull No.1602 2.7 BALLASTING AND DEBALLASTING OPERATIONS 2.7.1 BALLAST OPERATION Operating Procedure to Ballast the Ship by Gravity a) Prior to commencing cargo or ballast operations check that ballast valve BA-048 and inert gas valve IG-37, the emergency inert gas line connection valves are closed, and that the spool piece in the connection to the inert gas system is removed and blanked. b) Set the ballast tanks and lines to run in ballast to approximately the draught of the vessel i.e., to a level whereby pumping ballast would prove more efficient than running ballast. c) Reset the ballast lines so that both pumps are pumping from sea to the ballast tanks. Ballasting CAUTION Hydraulic hammer in ballast and cargo lines can cause serious damage and must be prevented at all times. Valves must only be opened in a manner that will prevent damage to pipes, pumps and other valves in the system. In the planning and execution stages of cargo and ballast operations, consideration must be given to the following: Back filling of the lines from the sea chest should be done in a controlled manner by only partially opening the appropriate valves to the pumps and the ballast lines. This will allow the pressure or vacuum that may be present to decay slowly. It may also be possible to vent any displaced air in the lines through the ballast overboard discharge. It is the responsibility of all those either directly involved in or assisting in supervising cargo/ballast operations to ensure that the system valves are operated in a safe and proper manner and that the systems, including pump casings are vented before operations commence. Ballasting Operations The ballast system is normally empty and dry prior to ballasting and it is, therefore, essential to start ballasting slowly in order to avoid damaging the ballast line with surge pressure. Upon commencing discharge of cargo and in accordance with the chief officer’s unloading plan, line up the ballast system to run in permanent ballast to selected tanks. Where possible, do not stop running into a tank until the double bottom is full and the water level is into the tank trunking area. This is in order to minimise the free surface effects. Care is essential to ensure that excessive stress, trim and list are avoided and that draught restrictions are not exceeded. Note: Ensure that both ballast pumps have been set up for operation in the engine room as the power management system will not allow the starting of a ballast pump until there at least two generator engines supplying the main switchboard. Issue: 1 Cargo Operating Manual Position Open Open Open Open b) During ballasting it is advisable to keep the ballast system common and the pumps on similar load and back pressures. This ensures that the ballast wing tanks fill evenly and that in the event of a list, various ballast tanks can be partly closed without affecting the pumps. d) Fill the ballast tanks to the required levels as indicated on the chief officer’s unloading plan, avoiding overfilling them. e) Shut down the ballast system upon completion of ballasting. Gravitating in Ballast Tanks selected are as an example only. Ballasting will depend on the cargo discharge order, draught requirements etc., as to which ballast tanks are actually used and in what sequence; these conditions and sequences will be given in detail in the chief officer’s unloading plan. a) Check that all valves are closed prior to setting the line up for operation. Position Description Valve Open Ballast tank suction valves (as required), BA-004, BA-005 (As No.1, 2, 3, 4, 5 and 6 wing tanks BA-008, BA-009 per CO BA-012, BA-013 ballasting BA-016, BA-017 plan) BA-020, BA-021 BA-024, BA-025 Open Fore peak tank block valve BA-002 Open if Fore peak tank suction valve, operated from BA-001 required hydraulic deck stand valve unit Open No.1 and 2 ballast line isolation valves BA-028, BA-029 Open No.1 and 2 ballast line forward crossover BA-003 valve IMO No.9301419 Description Ballast main crossover valves No.1 and 2 ballast pump suction valves No.1 and 2 ballast pump sea suction valves Ballast sea valves Valve BA-035, BA-036 BA-037, BA-038 BA-039, BA-040 BA-041 Gravitate in ballast as far as is practical, opening up into the next set of ballast tanks as required until the rate drops off necessitating the need to run the ballast pumps. Pumping in Ballast a) On completion of gravitating in ballast, line up the ballast pumps and fill the ballast tanks to the required volume as indicated on the unloading plan. Position Close Open (As per CO ballasting plan) Open Open Open Description No.1 and 2 ballast pump suction valves Ballast tank suction valves (as required), No.1, 2, 3, 4, 5 and 6 wing tanks Valve BA-037, BA-038 BA-004, BA-005 BA-008, BA-009 BA-012, BA-013 BA-016, BA-017 BA-020, BA-021 BA-024, BA-025 Fore peak tank block valve BA-002 Fore peak tank suction valve, operated from BA-001 hydraulic deck stand valve unit No.1 and 2 ballast pump discharge valves BA-044, BA-045 onto the ballast main b) Purge the ballast pumps of air, then start No.1 and 2 ballast pumps, and fill the ballast tanks to the required volume. c) With the discharge valves from the pumps still shut, start one ballast pump. When the first pump is up to speed, open the discharge valve to the required % position according to the back pressure required and pump load. Position Open Description Valve No.1 ballast pump proportional discharge BA-044 valve Start the second pump if required in the same manner. Position Open Description Valve No.2 ballast pump proportional discharge BA-045 valve Section 2.7.1 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.1b Deballasting Operation From Inert Gas Main Line IG-37 BA-048 Upper Deck BA-047 Upper Deck BA-046 No.6 Ballast Water Tank (Port) 3.25M/S Water Ballast Tank No.2 Ballast Pump 2,500m3/h at 35mth BA-038 No.5 Ballast Water Tank (Port) No.4 Ballast Water Tank No.3 Ballast Water Tank (Port) (Port) BA-027 BA-023 BA-019 BA-025 BA-021 BA-017 No.2 Ballast Water Tank (Port) No.1 Ballast Water Tank (Port) BA-015 BA-011 BA-007 BA-013 BA-009 BA-005 BA-034 Water Ballast Strip Eductor 300m3/h at 20mth BA-033 3.10M/S BA-045 BA-043 3.25M/S BA-036 BA-031 BA-035 BA-030 BA-002 BA-029 BA-001 BA-003 3.10M/S BA-037 BA-044 BA-042 No.1 Ballast Pump 2,500m3/h at 35mth Sea Chest BA-028 BA-024 BA-020 BA-016 BA-012 BA-008 BA-004 Fore Peak Tank BA-039 BA-040 BA-026 BA-041 To Cargo Oil System BA-022 BA-018 BA-014 BA-010 BA-006 BA-032 No.6 Ballast Water Tank (Starboard) No.5 Ballast Water Tank (Starboard) No.4 Ballast Water Tank No.3 Ballast Water Tank (Starboard) (Starboard) No.2 Ballast Water Tank (Starboard) No.1 Ballast Water Tank (Starboard) Key Sea Water Hydraulic Oil Inert Gas Issue: 1 IMO No.9301419 Section 2.7.1 - Page 3 of 6 Yuri Senkevich - Hull No.1602 a) Stop the ballast pumps on completion and shut down all the valves on the system. Deballasting Operation Deballasting should be started in accordance with the chief officer’s loading plan. It may be that deballasting cannot be commenced until a sample of ballast water presented to the port authorities is tested to be acceptable. However, careful planning is essential to maintain the vessel at a suitable draught/trim consistent with the weather conditions, and any special berth limitations, such as air draught etc. Attention is drawn to the CAUTION as indicated on the previous text page about ensuring that the ballast lines are correctly flooded before any ballast tanks are opened onto the ballast main in order to ensure against possible water hammer damage. Gravitating Out Ballast No.4 ballast tanks are selected as an example, but the actual tanks to be used will be in accordance with the chief officer’s loading plan sequence. a) Check that all valves are closed prior to line up. b) Ensure that the port and starboard ballast mains are not under vacuum and that the main lines are flooded before any of the ballast tanks are opened. If necessary flood the ballast mains, vent the lines via the high overboard discharge valves as indicated below. Position Open Open Open Open Open Open Open Description Ballast high overboard discharge valves No.1 ballast pump suction valve No.1 and 2 ballast line forward crossover valve Ballast main crossover valve No.1 and 2 ballast line isolation valves No.1 ballast pump sea chest suction valve Sea chest suction valve Valve BA-046, BA-047 BA-037 BA-003 BA-036 BA-028, BA-029 BA-039 BA-041 The ballast mains will now be flooded, venting via the high overboard discharge valve. When the ballast main is flooded running of the selected tanks can commence. Issue: 1 Cargo Operating Manual Position Description Open With ballast water now running out to sea Open Ballast high overboard discharge valve Valve BA-016, BA-017 Open Open Ballast main crossover valve No.2 ballast pump sea suction valve BA-035 BA-040 Open No.2 ballast pump suction valve BA-038 c) b) With the discharge valves from the pumps still shut, start one ballast pump. When the first pump is up to speed, open the discharge valve to the required % position according to the back pressure required and pump load. BA-047 Run out No.4 ballast tanks (and any others as required) to sea level, then change over to another pair of ballast tanks. Ensure that a new set of tanks are opened before the completed set are shut off. Position Description Valve Ballast tank suction valves (as required), BA-004, BA-005 Open No.1, 2, 3, 4, 5 and 6 wing tanks BA-008, BA-009 (As BA-012, BA-013 per CO ballasting BA-016, BA-017 plan) BA-020, BA-021 BA-024, BA-025 Open Fore peak tank block valve BA-002 Open if Fore peak tank suction valve, operated from BA-001 required hydraulic deck stand valve unit Position Open Description Valve No.1 ballast pump proportional discharge BA-044 valve Start the second pump if required in the same manner. Position Open Description Valve No.2 ballast pump proportional discharge BA-045 valve c) Pump out and drain the water ballast tanks in a sequence with the loading of the cargo. d) When the tanks near the draining level, change over the ballast system to stripping with the ballast eductor. Continue deballasting in this way until the rate drops off necessitating the need to use the ballast pumps. Procedure to Pump Out Ballast a) When ballast can no longer be practically gravitated out to sea, line up the ballast pumps to pump out the remaining ballast. Position Close Open Open Open Description Ballast sea chest valve Port ballast high overboard valve Inboard ballast high overboard valve No.4 ballast tank suction valves Valve BA-041 BA-046 BA-047 BA-016, BA-017 Note: Ensure that both ballast pumps have been set up for operation in the engine room as the power management system will not allow the starting of a ballast pump until there at least two generator engines supplying the main switchboard. IMO No.9301419 Section 2.7.1 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.1c Stripping Operation From Inert Gas Main Line IG-37 BA-048 Upper Deck BA-047 Upper Deck BA-046 No.6 Ballast Water Tank (Port) 3.25M/S Water Ballast Tank No.2 Ballast Pump 2,500m3/h at 35mth BA-038 No.5 Ballast Water Tank (Port) No.4 Ballast Water Tank No.3 Ballast Water Tank (Port) (Port) BA-027 BA-023 BA-019 BA-025 BA-021 BA-017 No.2 Ballast Water Tank (Port) No.1 Ballast Water Tank (Port) BA-015 BA-011 BA-007 BA-013 BA-009 BA-005 BA-034 Water Ballast Strip Eductor 300m3/h at 20mth BA-033 3.10M/S BA-045 BA-043 3.25M/S BA-036 BA-031 BA-035 BA-030 BA-002 BA-029 BA-001 BA-003 3.10M/S BA-037 BA-044 BA-042 No.1 Ballast Pump 2,500m3/h at 35mth Sea Chest BA-028 BA-024 BA-020 BA-016 BA-012 BA-008 BA-004 Fore Peak Tank BA-039 BA-040 BA-026 BA-041 To Cargo Oil System BA-022 BA-018 BA-014 BA-010 BA-006 BA-032 No.6 Ballast Water Tank (Starboard) No.5 Ballast Water Tank (Starboard) No.4 Ballast Water Tank No.3 Ballast Water Tank (Starboard) (Starboard) No.2 Ballast Water Tank (Starboard) No.1 Ballast Water Tank (Starboard) Key Sea Water Hydraulic Oil Inert Gas Issue: 1 IMO No.9301419 Section 2.7.1 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Procedure to Strip the Water Ballast Tanks g) Cargo Operating Manual Fill in the ballast water record book and ballast water management record books as necessary. Either of the ballast pumps can be used to provide drive fluid to the eductors for draining, normally only one would be used, taking suction from the sea. a) Open the sea chest suction and the sea suction of one of the ballast pumps, No.1 in this example and stop No.2 ballast pump. Position Description Open Ballast sea chest valve Open No.1 ballast pump sea suction Close No.1 ballast pump suction When No.2 ballast pump has stopped Close No.2 ballast pump proportional discharge valve Close No.2 ballast pump suction Close Forward ballast line crossover valve Open Eductor suction valves Close Ballast discharge to high overboard valve b) Description No.1 ballast tanks stripping suctions Valve BA-004, BA-005 Description Eductor drive supply valve Valve BA-033 Close the inboard high overboard discharge valve so that the ballast pump is discharging through the eductor. Position Close e) BA-038BA-003 BA-030, BA-031 BA-047 Open the supply valve for the eductor drive from the ballast pump. Position Open d) BA-045 Open the stripping suction on the first set of tanks for draining. Position Open c) Valve BA-041 BA-039 BA-037 Description Inboard high overboard discharge valve Valve BA-047 Drain each of the other pairs of WBTs in turn. Note: A trim of 2 - 3m by the stern with a slight alternate port and starboard list may be beneficial to the optimum condition for stripping purposes. f) On completion of deballasting operations shut the eductor down and close all valves. Issue: 1 IMO No.9301419 Section 2.7.1 - Page 6 of 6 Yuri Senkevich - Hull No.1602 Illustration 2.7.2a Loading Heavy Weather Ballast No.3 Cargo Oil Main Line No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor IG42 20" Coupler Valve OD303 OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OP216 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD 360 OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 From Inert Gas System OD364 OP254 OP 253 Line Clearance to Slop Tank OD 317 OD 325 OD 347 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD321 OD329 OD 333 Ballast OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 PI 20" Inboard Valve OP269 OP247 PI OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 OD 320 OD 323 OP272 OP279 OP280 OD 361 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank PI OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 OD337 OD343 OD355 OD354 TC46 OP282 OD 336 OD341 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 Key OD339 OD363 OD352 Cargo Oil Stripping Line TC45 Cargo Operating Manual OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.7.2 - Page 1 of 4 Yuri Senkevich - Hull No.1602 2.7.2 HEAVY WEATHER BALLASTING Position Open Introduction The normal ballast operations are described in section 2.7.1. In the event of extreme weather conditions, where the Master considers that it would be prudent to ballast one or more sets of COTs, then the following procedure should be adopted: a) Ensure that at the discharge port, heavy weather ballast tanks are suitably prepared in accordance with MARPOL 73/78 requirements. Normally No.4 COTs port and starboard are used. b) Ensure that all the cargo lines to be used are well drained. c) Carefully calculate the stress, trim and stability. To avoid sloshing, aim to ballast each COT to 98% capacity. d) One of the COPs may be used utilising the main sea valves and the deck drop valves to the bottom cargo lines. Open Open Open b) d) e) Where ballast is put into a tank which has been crude washed but not water rinsed, then the ballast in that tank is to be treated as dirty ballast. A COT may not be used for additional ballast unless it was crude washed at the discharge port. At the onset of improved weather, or as soon after as is practicable, the additional ballast should be discharged. This COT ballast must be discharged according to MARPOL 73/78 regulations in sea areas acceptable to the signatories. In addition, the COT ballast must be discharged with the ODME operational. Procedure to Ballast No.4 Cargo Oil Tanks using No.1 Cargo Oil Pump In this instance it is assumed that No.4 COTs have not been water rinsed and is therefore classed as dirty ballast. Valve OP275, OP216 OP201 OP281, OP273 OP242, OP248 Line up No.1 COP to take suction from the sea and discharge to the starboard slop tank via the ODME line. Position Open Open Open c) Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valves to the starboard slop tank No.1 COP drain valves Cargo Operating Manual Description No.1 COP sea suction valve ODME line isolation valve No.1 COP discharge to ODME line Valve OP228, OP229 OP282 OP263, OP264 Start the stripping pump, when a vacuum shows on the suction side of No.1 COP, start the COP from the IAS. Monitor and verify that there is vacuum at the pump then open the sea valves in sequence. Position Open Description Inner sea valve Valve OP218 Note: Check that there is a vacuum at the drain valves OP221 and OP222 before opening the outer sea valve. Position Description Valve Open Outer sea valve OP217 CAUTION The sea valve must be immediately closed if suction is not achieved or the cargo pump stops because there is a risk of oil flowing into the sea. e) Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the starboard slop tank. g) Stop the stripping pump and close the valves to the starboard slop tank. Position Close Close Close Close h) Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valve to the ODME line No.1 COP drain valves Valve OP275, OP216 OP201 OP281 OP242, OP248 Once a flow has been established to the starboard slop tank via the ODME line set lines to flush to the starboard slop tank via No.1 top and bottom lines. Position Open Description No.1 discharge to top line Open No.1 top line isolation valves OD351 Open No.1 loading drop valves OD348 Open Starboard slop tank main suction OT133 i) Valve OP260 When satisfied that the cargo line is clean, open the suction valves to No.4 COTs and close the discharge to the starboard slop tank. CAUTION If at any time, or for any reason, the cargo pump should be stopped, the pump suction valve to the sea line and the sea valve should be closed immediately. Prior to restarting the cargo pump, the stripping pump must be used to place a positive vacuum on the sea valve, which may then be opened and a flow resumed to the port slop tank in the manner previously outlined. Position Description Valve Open No.4 COTs suction valves OT119, OT120 Close Starboard slop tank suction valve OT133 Commence with all valves closed. a) Line up the stripping pump to take suction from No.1 COP and discharging to the starboard slop tank. Position Open f) Issue: 1 Description No.1 COP discharge valve Valve OP257 Verify there is flow to the starboard slop tank via the COP. IMO No.9301419 j) Increase the pump rpm slowly to maximum and ballast the tank to the required ullage. During the operation a good check must be kept on the inert gas pressure. Excess pressure can be vented via the pressure vacuum valves on tank or through the vent riser on the IG main. Section 2.7.2 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.2b Discharging Heavy Weather Ballast No.3 Cargo Oil Main Line No.2 Cargo Oil Main Line OD353 No.1 Cargo Oil Main Line Tank Cleaning Heater OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 No.4 Cargo Oil Tank (Port) Air Vent A To Slop Tank (Starboard) OD359 OP276 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A Cargo Oil Stripping Eductor IG42 20" Coupler Valve OD303 OD 316 OD 324 OD 332 OD305 OD304 OD358 OD 306 OD340 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 No.4 Cargo Oil Tank (Starboard) OD365 OP 278 OP241 OP239 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP233 A OP232 No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP231 OP237 OP246 OP230 OP216 OT 130 OT 129 OT112 OP206 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP217 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Zinc Anode OD 360 OD342 OD 349 OP275 From Ballast System OP252 OP 251 Issue: 1 OD362 OP205 OP 263 From Inert Gas System OD364 OP254 OP 253 Discharge to Slop Tank OD 317 OD 325 OD 347 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD321 OD329 OD 333 Ballast OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 PI 20" Inboard Valve OP269 OP247 PI OD 315 OD313 OD312 OD 348 (Port) OP 238 OD 346 OD 320 OD 323 OP272 OP279 OP280 OD 361 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank PI OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 OD337 OD343 OD355 OD354 TC46 OP282 OD 336 OD341 Cargo Oil Stripping Line TC45 Key OD339 OD363 OD352 OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.7.2 - Page 3 of 4 Yuri Senkevich - Hull No.1602 k) On completion of ballasting No.4 COTs, the top line may be drained to the starboard slop tank via the suction valve after opening the vacuum breaker. Position Description Valve Close Outer sea valve OP217, OP218 Close No.4 COTs suction valves OT119, OT120 Open Vacuum breaker valves OD346, OD347 Open Starboard slop tank suction valve OT133 l) Drain the sea suction crossover to the starboard slop tank using the stripping pump Position Description Valve Open Stripping crossover to No.1 line OP210, OP211 Close Stripping pump suction valve OT119, OT120 Open Stripping pump discharge valve OD346, OD347 Open ODME crossover to slop tank OT133 Open Starboard slop tank inlet valve OP201 Procedure to Deballast No.4 Cargo Oil Tanks using No.1 Cargo Oil Pump a) Inert gas will be required during this operation. b) Line up No.1 COP to deballast No.4 COTs as follows: Position Open Open Open c) n) Shut down all valves on completion of operations and drain the line between the sea valves using drain valves OP221 and OP222 and the vent valves OP220 and OP219. Issue: 1 Description No.1 COP suction valve and No.1 line bulkhead master valve on No.1 bottom line No.1 COP discharge valves to the ODME system ODME line isolation valve Valve OP225, OP204 OP263, OP264 i) If the COP discharge is not stopped by the ODME, stop No.1 COP and use the stripping pump to drain No.4 COTs and cargo lines to the starboard slop tank. All the drainings are thus consolidated into one slop tank ready for decanting after a suitable settling period. j) In a similar manner, any of the other COTs could be ballasted or deballasted if necessary using any cargo oil pump. Note: Any failure of the discharge monitor and control system shall stop the discharge and the details must be entered in the Oil Record Book. Company head office must be informed immediately in the event of a failure of the ODME. OP282 Swing the spectacle piece on the ODME discharge line to the open position and complete all checks on the ODME system. Position Open Open Open m) Start the stripping pump and when a vacuum shows open the drain line valve OP223 and OP224. Cargo Operating Manual Description Valve High overboard discharge valve OT137 Starboard slop tank discharge from OP273 ODME line No.4 COTs suction valves OT119, OT120 The ODME will regulate the automatic operation of the discharge line valves to either the starboard slop tank via valve OP273 or directly overboard via valve OP274. d) Confirm the IG plant is ready to supply IG when required. e) Start No.1 COP, maintain the pump at minimum speed and open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the ODME. f) Observe the overboard discharge. The pump will initially discharge to the starboard slop tank until the discharge on the ODME registers an oil content below 30 litres per nautical mile. When this value is reached, the ODME automatically changes over valves OP273 and OP274 to divert the discharge of ballast water to overboard. g) Slowly increase the pump speed to full flow for the bulk discharge. h) As the sounding in No.4 COTs nears the bottom, reduce the pump speed and maintain a good overside watch. IMO No.9301419 Section 2.7.2 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.3a Line Wash No.1 Main Cargo Oil Pump No.3 Cargo Oil Main Line OD353 No.2 Cargo Oil Main Line TC45 No.4 Cargo Oil Tank (Port) Air Vent A OP276 To Slop Tank (Starboard) OD359 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 A No.3 Cargo Oil Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A OD 349 OP241 OP239 Cargo Oil Stripping Eductor 20" Coupler Valve OD303 OD 332 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 OD365 OP 278 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP232 OP233 A No.6 Cargo Oil Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP237 OP246 OP231 OT 129 OP206 OP216 OP230 OT 130 OT112 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 PI Issue: 1 IG42 No.4 Cargo Oil Tank (Starboard) OP207 OP 240 OP217 Zinc Anode OD 360 OD340 OP275 From Ballast System OP252 OP 251 Line Clearance to Slop Tank OD 317 From Inert Gas System OD342 OD362 OP205 OP 263 Ballast OD364 OP254 OP 253 OD 325 OD 347 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 333 PI OD321 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD329 OD 315 20" Inboard Valve OP269 OP247 OD 346 PI OD 320 OD313 OD312 OD 348 (Port) OP 238 OD 361 OD 323 OP272 OP279 OP280 OD343 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank PI OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 OD337 OD355 OD354 TC46 OP282 OD 336 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 Key OD339 OD341 Cargo Oil Stripping Line Tank Cleaning Heater OD363 OD352 No.1 Cargo Oil Main Line OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.7.3 - Page 1 of 6 Yuri Senkevich - Hull No.1602 2.7.3 LINE CLEANING Periodically it becomes necessary to wash and gas free all cargo tanks and pipelines for inspection and/or possible repair. In order to achieve this it is necessary to flush all pumps and lines with sea water, ensuring that all lines have been washed and subsequently gas freed on completion. Lines must be washed to the slop tanks and the slop tanks decanted after settling in accordance with MARPOL 73/78. The extent to which the lines are washed will be dependent on the type of maintenance required. Prior to ballasting a COT for heavy weather, if the cargo lines have been well drained, it is simply necessary to flush the cargo lines to the slop tanks and then fill with ballast. Prior to refit, after a 100% COW, it is necessary to flush through the loading and suction lines of every COT and pump, and then drain the tanks back to the slop tank, this avoids the possibility of a plug of oil being left in the cargo lines, in particular on a long dead end. The following example is for a line washing sequence in preparation for inspection and repairs. Line Washing Sequence a) b) It is important to ensure that all tanks and lines are well stripped ashore on completion of discharge. See section 2.4.1 for further details. On leaving port, all COW machines should be opened and the COW line allowed to drain into the cargo tanks and back via the pump room to the starboard slop tank. Manifold valves and drains to No.4 port and starboard cargo oil tanks should be opened, which will drain down the top manifold lines. All bottom lines should be drained to the slop tanks. Pump room lines should also be drained to the slop tanks. c) Prior to line washing ensure all valves are returned to the closed position. d) Carry out the first line wash using No.1 COP to wash to the starboard slop tank via the ODME line and top/bottom lines. e) f) Carry out the second line wash using No.2 COP to wash to the starboard slop tank via the ODME line and top/bottom lines, stop No.1 COP. On completion of the second line wash, start No.3 COP to wash top and bottom lines, manifolds, crossover valves and cargo tank suctions attached to these lines, stop No.2 COP. Issue: 1 g) Cargo Operating Manual On completion of the second line wash start the No.3 COP to wash the eductor. Procedure for Line Washing with No.1 Main Cargo Pump a) Line up the stripping pump to take suction from No.1 COP and discharging to the starboard slop tank. Position Open Open Open Open b) Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valves to the starboard slop tank No.1 COP drain valves Valve OP275, OP216 OP201 OP281, OP273 OP242, OP248 Line up No.1 COP to take suction from the sea and discharge to the starboard slop tank via the ODME line. Position Open Open Open Description No.1 COP sea suction valve ODME line isolation valve No.1 COP discharge to ODME line Valve OP228, OP229 OP282 OP263, OP264 c) Start the stripping pump, when a vacuum shows on the suction side of No.1 COP, start the COP from the IAS. d) Monitor and verify that there is vacuum at the pump then open the sea valves in sequence. Position Open Description Inner sea valve Valve OP218 Note: Check that there is a vacuum at the drain valves OP221 and OP222 before opening the outer sea valve. Position Open Description Outer sea valve Valve OP217 CAUTION The sea valve must be immediately closed if suction is not achieved or the cargo pump stops because there is a risk of oil flowing into the sea. IMO No.9301419 e) Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the starboard slop tank. Position Open Description No.1 COP discharge valve Valve OP257 f) Verify there is flow to the starboard slop tank via the COP. g) Stop the stripping pump and close the valves to the starboard slop tank. Position Close Close Close Close h) Description Stripping pump suction valves to stripping crossover Starboard slop tank inlet valve Stripping pump discharge valves to the ODME line No.1 COP drain valves Valve OP275, OP216 OP201 OP281 OP242, OP248 Once a flow has been established to the starboard slop tank via the ODME line set lines to flush to the starboard slop tank via the top lines and bottom lines. Position Open Description No.1 discharge to top line Valve OP260 Open No.1 top line isolation valves OD351 Open No.2 and 3 line loading drop valves OD349, OD350 Open No.1 to No.2 bottom crossover valves OT105, OT106 Open No.2 to No.3 bottom crossover valves OT111, OT112 Open No.3 to No.1 bottom crossover valves OT129, OT130 Open Manifold crossover valves Open Starboard slop tank main suction valve OD308, OD309 OD310, OD311 OD312, OD313 OT133 i) Increase the pump rpm and flush the top and bottom lines to the starboard slop tank. j) Once the manifold crossovers have been washed, open No.1 loading drop to clean the remaining section of line. k) Flush each bottom line to the slop tanks via the stripping line. Section 2.7.3 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.3b Line Wash No.2 Main Cargo Oil Pump No.3 Cargo Oil Main Line OD353 No.2 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A OP276 To Slop Tank (Starboard) OD359 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A OD 349 Cargo Oil Stripping Eductor OP241 OP239 20" Coupler Valve OD303 OD 332 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 OD365 OP 278 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP232 OP233 A No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 No.6 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP237 OP246 OP231 OT 129 OP206 OP216 OP230 OT 130 OT112 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Issue: 1 IG42 No.4 Cargo Oil Tank (Starboard) PI Zinc Anode OD 360 OD340 OP275 From Ballast System OP252 OP 251 Line Clearance to Slop Tank OD 317 From Inert Gas System OD342 OD362 OP205 OP 263 Ballast OD364 OP254 OP 253 OD 325 OD 347 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 333 PI OD321 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD329 OD 315 20" Inboard Valve OP269 OP247 OD 346 PI OD 320 OD313 OD312 OD 348 (Port) OP 238 OD 361 OD 323 OP272 OP279 OP280 OD343 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank PI OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 OD337 OD355 OD354 TC46 OP282 OD 336 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 Key OD339 OD341 Cargo Oil Stripping Line TC45 OD363 OD352 No.1 Cargo Oil Main Line OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.7.3 - Page 3 of 6 Yuri Senkevich - Hull No.1602 Position Open Description No.1 to No.3 bulkhead block valves Open Stripping crossovers Open l) Slop stripping suction valves Valve OP204, OP205 OP206 OP210, OP211 OP212, OP213 OP214, OP215 OP202, OP208 Close Description Stripping crossovers Slop stripping suction valves Valve OP210, OP211 OP212, OP213 OP214, OP215 OP202, OP208 m) Open and close the COP suction to allow the final section of line to be flushed Position Open - Description No.1 COP suction valve Valve OP225 Close Washing with No.1 COP is now complete. Set up No.2 COP to flush to the starboard slop tank via the ODME line. Position Open Description No.2 COP sea suction valves Valve OP230, OP231 Open No.2 COP discharge to ODME line OP265, OP266 Open Starboard slop tank inlet valve OP201 b) d) e) Start No.2 COP as described in section 1.3.1. Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the starboard slop tank. Position Open Issue: 1 Description No.2 COP discharge valve Valve OP258 Description No.1 COP sea suction valves No.1 COP discharge valve Valve OP228, OP229 OP257 After the initial wash to the starboard slop tank via the ODME line, open No.2 COP discharge to the top lines to flush through to the starboard slop tank. Position Open Close Description No.2 discharge to top line Starboard slop tank inlet valve Valve OP261 OP201 Open and close the COP suction to allow the final section of line to be flushed Position Open - Description No.2 COP suction valve Valve OP226 Close Position Close Close d) e) Position Open Description No.3 COP sea suction valves Valve OP232, OP233 Open No.3 COP discharge to ODME line OP267, OP268 Open Starboard slop tank inlet valve OP201 b) Start No.3 COP as described in section 1.3.1. Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the port slop tank. Position Open c) Description No.3 COP discharge valve Valve OP259 After suction is confirmed, stop No.2 COP and close the suction and discharge valves. IMO No.9301419 Valve OP230, OP231 OP258 Description No.3 discharge to top line No.3 COP discharge to ODME line Starboard slop tank inlet valve Valve OP262 OP282 OP201 Open and close the COP suction to allow the final section of line to be flushed Position Open - Description No.3 COP suction valve Valve OP227 Close f) Washing with No.2 COP is now complete. Set up No.3 COP to flush to the starboard slop tank via the ODME line. Description No.2 COP sea suction valves No.2 COP discharge valve After the initial wash to the starboard slop tank via the ODME line, open No.3 COP discharge to the top lines to flush through to the starboard slop tank. Position Open Close Close Procedure for Line Washing with No.3 Pump a) Procedure for Line Washing with No.2 Pump After suction is confirmed, stop No.1 COP and close the suction and discharge valves. Position Close Close Once the section of line has been flushed, close the stripping crossovers and slop tank stripping suctions. Position Close a) c) Cargo Operating Manual While loading into the slop tanks, ready for closed cycle washing, each cargo tank must now have its suction lines flushed through. Ensure that the tank valves to be flushed are open before closing the previous tank valve. Note: If all tanks are to be washed it may not be necessary to flush through the stripping valves as these will be cleaned during tank washing. Position Open Close Open Description Port slop tank suction valve Starboard slop tank suction valve No.1 COT suction valves Close Open Port slop tank suction valve No.2 COT suction valves Close No.1 COT suction valves Open No.3 COT suction valves Close No.2 COT suction valves Open No.4 COT suction valves Valve OT134 OT133 OT101, OT103 OT102, OT104 OT134 OT107, OT109 OT108, OT110 OT101, OT103 OT102, OT104 OT113, OT115 OT114, OT116 OT107, OT109 OT108, OT110 OT117, OT119 OT118, OT120 Section 2.7.3 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.3c Line Wash No.3 Main Cargo Oil Pump No.3 Cargo Oil Main Line OD353 No.2 Cargo Oil Main Line Tank Cleaning Heater No.4 Cargo Oil Tank (Port) Air Vent A OP276 To Slop Tank (Starboard) OD359 A OP 273 OD 344 OP 283 OP 281 Stripping Pump OP268 OP 267 OP262 No.3 Cargo Oil A Pump OP259 OP266 OP261 A No.2 Cargo Oil Pump OP258 (Starboard) OP264 OD 350 OP260 A No.1 Cargo Oil Pump OP257 A A OD 349 Cargo Oil Stripping Eductor OP241 OP239 20" Coupler Valve OD303 OD 332 OD 324 OD 316 OD305 OD304 OD358 OD 306 OD338 OD334 OD 335 PI OD 330 OD326 OD 327 PI OD 322 OD318 OD 319 PI OD 314 OD 357 OD 302 OD 301 OD365 OP 278 No.4 Cargo Oil Tank OT 136 OP235 OP234 OP207 OP 240 OP232 OP233 A No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.1 Cargo Oil Tank No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) Slop Tank (Port) OT 134 OP209 No.6 Cargo Oil Tank (Port) OT 128 OT 126 OT 124 OT 122 OT 120 OT 118 OT 116 OT 114 OT 110 OT 108 OT 104 OT 102 OT 103 OT 101 OP227 OP 250 OP 244 OP208 OP237 OP246 OP231 OT 129 OP206 OP216 OP230 OT 130 OT112 OP226 OP 249 OP 243 OT 132 OP213 OP212 OP245 OP229 OP236 OP228 OP211 OP210 OP225 OP 248 OP203 OP218 OP202 OP223 OP224 OP201 Sea Chest OP222 OP221 OP220 OT 111 OT106 OT 131 OT 105 OP204 OP 242 OP217 Issue: 1 IG42 No.4 Cargo Oil Tank (Starboard) PI Zinc Anode OD 360 OD340 OP275 From Ballast System OP252 OP 251 Line Clearance to Slop Tank OD 317 From Inert Gas System OD342 OD362 OP205 OP 263 Ballast OD364 OP254 OP 253 OD 325 OD 347 No.4 Cargo Oil Tank (Starboard) OP215 OP214 OP 265 OD 333 PI OD321 OD309 OD308 OT137 Ballast Tank OP 277 OP271 OP270 OP256 OP 255 OD329 OD 315 20" Inboard Valve OP269 OP247 OD 346 PI OD 320 OD313 OD312 OD 348 (Port) OP 238 OD 361 OD 323 OP272 OP279 OP280 OD343 OD 328 OD311 OD310 Slop Tank OP284 Drain Tank PI OP274 M M Vacuum Pump Unit OP285 OD 345 OD 331 OD337 OD355 OD354 TC46 OP282 OD 336 OD351 From Inert Gas IG33 OD356 System To Tank Cleaning Main TC44 Key OD339 OD341 Cargo Oil Stripping Line TC45 OD363 OD352 No.1 Cargo Oil Main Line OT 133 Slop Tank (Stb'd) OT 135 OP219 IMO No.9301419 OT 127 OT 125 No.6 Cargo Oil Tank (Starboard) OT 123 OT 121 No.5 Cargo Oil Tank (Starboard) OT 119 OT 117 No.4 Cargo Oil Tank (Starboard) OT 115 OT 113 No.3 Cargo Oil Tank (Starboard) OT 109 OT 107 No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) Section 2.7.3 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Position Close Description No.3 COT suction valves Open No.5 COT suction valves Close No.4 COT suction valves Open No.6 COT suction valves Close No.5 COT suction valves Open Both slop tank suction valves Close No.6 COT suction valves Valve OT113, OT115 OT114, OT116 OT121, OT123 OT122, OT124 OT117, OT119 OT118, OT120 OT125, OT127 OT126, OT128 OT121, OT123 OT122, OT124 OT133, OT134 Position Open then Close Open,/ Close i) j) OT125, OT127 OT126, OT128 k) g) Set up to flush through the top lines and each manifold connection and back to the starboard slop tank via the MARPOL line. CAUTION Environmental Caution: Ensure that all blank flanges are properly secured to ensure no spillage occurs. Cargo Operating Manual Description Valve All the manifold valves port and starboard OD317, OD325 OD333, OD316 OD324, OD332 Drain valve to No.4 port and starboard OD338, OD339 tanks Valve OP232, OP233 Open No.3 COP discharge to ODME line OP267, OP268 Open Starboard slop tank inlet valve OP201 Open Eductor drive inlet valve OP279 Continue filling both slop tanks to 50% capacity, this will not take very long as a thorough line wash will nearly require this quantity of water. Open Slop tank levelling valves OT131, OT132 Open Port slop tank direct suction valve OP209 When the slop tanks level reach 50% stop No.3 COP and shut the main sea valve and intermediate sea valve and open the drain and vent to ensure that the pipeline is empty between the valves. b) Start No.3 COP as described in section 1.3.1. Open the COP’s hydraulic control discharge valve to control the pressure, washing the line to the eductor. c) Wash through the eductor suction line by circulating through the eductor. d) Once the eductor has been washed stop No.3 COP and set up the stripping pump to drain the lines as described in section 2.4.1. e) On completion of the draining of each cargo oil pump, all valves should be shut. The vessel is now ready to set lines for tank cleaning. Line cleaning with the main cargo pumps is now complete, however, it is necessary to flush the eductor through and use it to drain the bottom lines. Position Close Open Description Main and intermediate sea valves Sea suction vent and drain valves Valve OP217, OP218 OP221, OP222 OP220, OP219 Valve OD360, OD361 Open Stripping discharge to ODME line OP281 Open MARPOL crossover to stripping discharge OP283 line Starboard slop tank inlet valve OP201 The eductor is used for draining the tanks, drive water being taken from the clean slop tank and the drainings returned to the dirty slop tank. The levelling line between the slop tanks should be open to maintain the levels in these tank and avoid pollution by overfilling. Manifold drains to MARPOL line port and OD315, OD323 starboard OD331, OD314 OD322, OD330 Any of the cargo pumps can be used to supply the drive but No.3 is to be used in this example. h) Take suction from the port slop tank using No.3 COP. Description No.3 COP sea suction valves Description MARPOL line isolation valves Open a) Position Open Position Open Open Procedure for Cleaning the Eductor All sections of the lines have now been flushed and the slop tanks filled to approximately 50% ready for closed cycle water washing. Open and close each manifold valve to flush the ends back to the starboard slop tank and to No.4 wings. CAUTION The COP flow rate must be controlled to ensure that there is no over pressurisation of the pipelines. Issue: 1 IMO No.9301419 Section 2.7.3 - Page 6 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 2.7.4a Oil Discharge Monitoring Equipment Oil Discharge Monitoring Calculator Cargo Control Room A Sample Probe OP274 Flow Meter Probe Clean Water Supply Fresh Water Tank (100 Litres) Upper Deck A 1 2 3 A 4 5 6 B 7 8 9 C 0 AUTO ODME S-3000 MAN OP273 AUTO MAN STAND BY ALARM INPUT ENTER STOP ????? POWER seil OP282 From Cargo Pump System or Slop Pump Discharge Voice Recording System Global Positioning System Pressure Transmitter Discharge <15 ppm Discharge <15 ppm OT137 Water Ballast Tank Start Oil Content Meter Cabinet PPM Measurer Stop Slop Tank (Dirty Tank) Motor Control Panel Test Hydraulic Panel Pressure Switch Control Air Supply M V0 Power Supply PC Key Set At 4.8 bar Ballast Water V1 Fresh Water Control Air Electrical Signal V5 Hydraulic Oil Drain V3 Pump Room Issue: 1 IMO No.9301419 Engine Room Section 2.7.4 - Page 1 of 8 Yuri Senkevich - Hull No.1602 2.7.4 OIL DISCHARGE MONITORING EQUIPMENT (ODME) Maker: Model: Seres SS-3000 The following IMO regulations and the latest updates relating to the control of discharge of oil and retention of oil onboard should be referred to for all ballast operations: • Regulation 9 of Annex I of MARPOL 73/78 • Regulation 10 of Annex I of MARPOL 73/78 • • Regulation 15 of Annex I of MARPOL 73/78 Regulation 18 of Annex I of MARPOL 73/78 Introduction Procedures for ballast handling and line washing are in compliance with regulations in accordance with resolution A 586(XIV) and MEPC 51(32) amending the discharge criteria of Annex I of MARPOL 73/78 I.E. Line draining shall be carried out in accordance with the procedures detailed in the approved Crude Oil Washing Operation and Equipment Manual prior to any discharge of extraordinary dirty ballast, oil contaminated water and slops. Regulation 15(3)(a) of Annex I of MARPOL 73/78 specifies that the approved oil discharge monitoring and control system shall be in operation when there is any discharge of oil contaminated water into the sea. For this vessel, this means all extraordinary dirty ballast water, line flushing and tank washing water from the cargo spaces must be monitored using the high overboard discharge. Regulation 15(3)(a) makes reference to the Recommendations on International Performance and Test Specifications for Oily Water Equipment and Oil Content Meters adopted by the Organization by Resolution A.393(x). That the system shall be fitted with a recording device to provide a continuous record of the discharge in litres per nautical mile and total quantity discharged, or the oil content and rate of discharge. The discharge monitoring of clean ballast is not required by Annex I of MARPOL 73/78, providing such ballast was contained in a tank previously the subject of tank washing after the carriage of oil. The ballast discharge must not produce visible traces of oil or sludge on the surface of clean, calm water. It is recommended however, that all such extraordinary clean ballast discharges are monitored in order that determinative evidence is gained that the oil content of such discharges does not exceed 15ppm, notwithstanding the absence of visible traces. Issue: 1 Cargo Operating Manual The discharge monitoring of segregated ballast is not required by Annex I of MARPOL 73/78. Such ballast should be the subject of a surface examination prior to discharge. Oil Monitoring and Control System Prior to any discharge overboard, the oil monitoring and control system shall undergo pre-start checks and the input of data variables. The system will remain fully operational during all phases of discharge and the printed record confirming time and date will be retained on board for a period of at least three years. The oil discharge monitoring and control system is installed on this vessel to provide the control of overboard discharge by measuring oil outflow concentration. It also computes the rate of discharge and total quantity of oil discharged per ballast voyage. Introduction The system fitted to this vessel consists of the following main elements: All ballast and effluent discharge operations shall be clearly recorded in the Oil Record Book Part II which is placed on board in accordance with Regulation 20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout is attached to the corresponding entries and be made available for Port State Inspection when required. Subject to charter party agreement, oil contaminated water and slops may be discharged to a shore reception facility at the loading port. Monitoring of discharges in this case is not required. Prior to the discharge of ballast and oil contaminated water the cargo officer shall use the portable cargo monitoring/interface detector, in accordance with the manufacturer’s instructions, to determine the position of the oil/water interface and shall record the resulting measurement prior to the commencement of a monitored discharge. It should be ensured that all valves not required for the particular operation being undertaken, are kept in a fully closed position. Note: When not in use, the cargo overboard discharge valves, OT137 and OP274, should be blanked off using the spade blank and padlocked shut with the padlock key kept in the possession of the Captain. Procedure for Line Flushing of Oil Discharge Monitoring System A supply of fresh water for system flushing is connected to the three-way zero water pneumatic valve through a non-return valve. During the flushing cycle, the sampling pump takes suction through the twoway circulation stop valve, passes clean water through the measuring vessel before returning to the flow detector and three-way backflush valve where it is routed to the sampling probe. IMO No.9301419 • Sampling system • Monitoring system • Control system The descriptions of these main elements are detailed in the following sections. Sampling System The major components required for the sampling of contaminated oil discharge are located in the hazardous area and consist of: • A sampling pump and motor assembly. • The oil content meter and measuring vessel penetration located above the sampling pump. • A control valve assembly (hydraulic panoply). Referring to illustration 2.7.2a, a single sample probe is provided in the ODME system. This is located on the side of the horizontal 350mm piping section to the starboard high overboard discharge main line upstream of valve OP274 and penetrates to a depth of one quarter of the diameter of the discharge pipe. During operation, the oil monitoring sample system extracts a sample from the probe which is routed through a local manually operated probe isolating valve to the control valve assembly (hydraulic panoply). The sample is drawn through a mesh filter to a three-way zero water pneumatic valve and a twoway circulation stop pneumatic valve before passing to the sample pump inlet. From the sample pump discharge, the sample is routed directly to the measuring vessel. The sample, after passing through the measuring vessel (analysis section), is returned to the hydraulic panoply. The sample passes through the in-line flow detector/indicator, a manually operated flow regulating valve and a three-way backflush pneumatic valve before being discharged to the starboard side slop tank. Section 2.7.4 - Page 2 of 8 Yuri Senkevich - Hull No.1602 A supply of fresh water for system flushing and calibration is connected to the three-way zero water pneumatic valve. During flushing/calibration cycles, the sample pump passes clean water through the measuring vessel before returning to the flow detector and three-way backflush valve, where it is routed to the sampling probe. The air supply for the panoply mounted flow indicator/detector is taken from the instrument air system and is regulated to 1.2 bar. Monitoring System The signal is derived from the analysis of the sample water being passed through the measuring vessel from the sampling pump. The measuring cell works on a principle of optical analysis whereby a laser diode, operating in the infrared wavelength and through a fibre optic cable, transmits a beam of light across the sample. Compensation for entrapped air and particle content is made by a compensation cell to avoid light transmission loss. Light scattered by the oil content is detected by the measuring cell and a scattering detector which discriminates any deflection from solids which might otherwise cause spurious alarms. The ratio of scattered light to compensated transmitted light is directly related to the oil concentration and this ratio is converted to an electrical signal for further processing by the oil content meter electronics. To ensure visual analysis, a pneumatic piston, fitted with a two wiper seal, automatically cleans the measuring vessel. The self-calibration system (zeroing) is operated automatically and controlled by the control unit according to the specific keyboard command. Control Unit – Cargo Control Room The control unit provides the means of total supervision of the monitoring and sampling system and performs the function of a computer and recording device in respect of allowable discharge operations. The digital visual display unit shows the data for any current discharge situation and gives instantaneous alarm indication. A thermal printer is incorporated within the cabinet to provide data required in compliance with IMO Resolution A.586(XIV). Access to data input, operating mode etc, is through the pushbutton keyboard located on the unit. Issue: 1 Cargo Operating Manual Control Unit – Alarms, Controls and VDU Displays • Ship’s speed too low Introduction • Water failure • Motor pump wrongly powered The control unit has a user’s access code, which must be entered prior to the changing of input data. Control Unit Panel Facilities • Calibration failure • Oil content meter failure • Printer paper failure • Ship's position indicating failure • VDU intensity control • Mains supply indicator Automatic and Manual Input • Alarm indicator/acknowledge pushbutton Automatic Inputs • Auto/manual key switch • Keyboard • Visual display unit • Thermal printer • Concentration of oil in parts per million (ppm) as a real value derived from the installed oil content meter. • Time (based on GMT) and date, is pre-programmed until the year 2020. The memory is maintained for a maximum of three months by a rechargeable battery back-up regardless of mains disconnection. Alarms and VDU Displays • In case of an alarm condition the (red) alarm indicator will illuminate together with an audible alarm from the control unit. Effluent outflow rate is obtained from the installed flow meter system. • The ship’s speed through the water, is obtained from the ship’s speed log. • The ship’s position is obtained from the ship’s GPS. Pressing the alarm indicator pushbutton will acknowledge the specific alarm condition and cancel the audible alarm. The alarm indicator lamp will stay lit until the fault is rectified. Any message currently displayed on the VDU will be accompanied by a new message at the bottom of the screen, detailing which alarm parameter has occurred and (where applicable) the rectification procedure that should be followed. This can be displayed upon demand. The alarms (programmed and non-programmed) incorporated within the control unit microprocessor include the following: • 30 litres/nautical mile exceeded • Discharge valve incorrectly open • Total oil limit exceed • 15ppm exceeded Manual Inputs Manual inputs are not normally required except for the verification of the sample channel and the selection of total oil reset, total oil limit and ship situation data. Outputs Recorded Introduction The outputs from the control unit are recorded by the thermal printer. Each record must be retained for at least three years. The printer provides a listing every 10 minutes during operation and will provide immediate and additional listings such as: • 100ppm passed • 999ppm range exceeded • Each time the equipment is switched on • Discharge flow under minimum range • Each time an alarm is raised • Discharge flow range exceeded • Each time data is changed or revised • Flow meter failure • • Ship’s speed too high > 20 knots Each time there is an increase of 10 litres/nautical mile in the quantity of oil being discharged IMO No.9301419 Section 2.7.4 - Page 3 of 8 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Notified Outputs Flow Rate Indicating System The printer will provide the following data according to the sampling mode: The ODME control unit is provided with an automatic input rate of effluent discharge from the 350mm discharge line leading to the port high overboard valve. • Date (Day/Month/Year) and time (24 hours GMT) • Channel selected manually selected (No.l) • State of discharge (permitted/prohibited) • Position of discharge valve (open/closed) • Flow rate input value • Total oil limit in litres - manually input • Power on/power off Ship’s Speed and Position Indicating System • Monitoring • Instantaneous rate of discharge of oil in litres/mile The system consists of a GPS and the Doppler speed log, the transmitted signals of which are cabled directly to the ODME control unit. • Total quantity of oil discharged • Input value of oil content in ppm • Ship’s speed input value Recording Range • Time: 0 to 23h 59m • Ppm concentration: 0 ~ 1000(1K) • Overboard discharge flow rate in m3/h: 0 ~ 2500 • Speed of vessel in knots: 0 ~ 21 • Total quantity of oil discharged in litres: 1/30,000 x total cargo Other data is listed or displayed on the VDU, as appropriate, according to specific operating parameters or malfunctions, i.e., vessel under voyage, etc. The flow rate indicating system consists of a probe located in the horizontal section of the upstream discharge line of the ODME sampling probe. Linked to the probe is a DP transmitter. The low pressure and high pressure impulse lines from the probe are connected to the transmitter mounting valve block. Illustration 2.7.4b Controller Flow Chart Input of Channel to Monitor Flow Input GPS Signal Input Set Point Passed Alarm 20L/nm Manual Flow Input Discharge of Ballast and Contaminated Water Ensure that line flushing has been completed prior to discharging any ballast or oil contaminated water. All valves not being used for the discharge are to be kept shut. Over ppm Alarm in Inboard Transfer Speed Input (Log) Oil Content Meter Control Pre-operational Checks for Oil Discharge Monitoring and Control System Prior to setting the oil discharge monitoring and control system, and prior to the commencement of a ballast or oil contaminated water discharge, the following checks must carried out: Discharge Valve Control Controller Stop Discharge Oil Content Meter Input Display Date GPS Time Engine Room a) Manual Speed Input Ensure that the 440V supply is available to the sample pump motor starter. Manual Input of Oil Content Meter Starting Interlock The Resolution A.586 (X1V) requirement for a starting interlock is satisfied by electrical control between the control unit and a relay based on interlock circuits contained in the cargo valve console. Control of Channel to Monitor b) Check that the 220V mains supply switch in the oil content meter cabinet is ON. c) Ensure that the air supply to oil content meter is available. d) Ensure that the clean water supply is available. Fully automatic discharge valve control is arranged in compliance with paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of overboard valve OP274 and slop tank return valve OP273. Analysis Input Order Input Discharge Valve Open 'Total Oil' Limited Input -L/nm -Total -Speed -GPS Working Conditions Messages in Event of Alarm Printer Date GPS Time -L/nm GPS Signal Input Issue: 1 IMO No.9301419 -Channel -Flow -Limit -Total Oil Alphanumerical Message Section 2.7.4 - Page 4 of 8 Yuri Senkevich - Hull No.1602 On Deck a) Take oil/water interface readings of the heavy weather ballast tank(s) and/or of tank washings contained in the slop tanks by using the MMC detector. b) Ensure that an adequate air supply is available to the monitoring system. c) Check and adjust the regulator serving the hydraulic panoply mounted flow detector to 1.2 bar. d) Open the fresh water flushing/calibration shut-off valve. e) Check that all drains valves in the monitoring system are closed. Note: Do not touch the hydraulic panoply flow regulating valve unless absolutely necessary. The valve is preset during commissioning to give a sample flow of between 700 and 750 litres/hour through the ODME system. f) Operation of the Oil Discharge Monitoring and Control System Ballast Monitor PPM 3 SPEED 4 Programming Procedure for the Ballast Monitor FLOW RATE 5 When the line flushing and pre-operational checks have been carried out, the following operating procedures are carried out at the control unit panel: TOTAL OIL LIMIT 6 RESET TOTAL OIL 7 DISCHARGE CONDITION 8 a) b) Inform the bridge and engine room watches that discharge of ballast or slops is in progress. The bridge look-out should report to the OOW any oil or discolouration visible in the outflow or wake of the vessel. A seaman, equipped with a radio, should ideally be stationed above the overboard discharge to warn the OOW of any oil or discolouration, especially when the level in the tank is low. Set the control unit main switch to AUTO. Ensure that 220V power is available to the ODME control unit. b) Set the key switch to AUTO. c) Check that the control unit printer has sufficient paper. d) Inform the engine room of the cargo pump requirements. e) Start up the hydraulic power pack and open the relevant cargo valves. f) Inform the OOW of an impending discharge. Make an initial entry in the Oil Record Book. LIMIT TOTAL OIL 8 TYPE OF CARGO 9 ACROSS RUNNING A BACK FLUSHING B CALIBRATION C AFTER DATA INPUT SAVE The screen displays STAND BY conditions. STAND BY 15/03/2000 17:15 PROCEEDING After a few seconds the screen changes to: STAND BY 15/03/2000 17:15 Note: The operator has two minutes to enter each item. If no new data is entered after this time, the display returns to the original page. Note: The following instructions are on the basis of programming all variables at the outset of monitoring. If only one variable is to be changed, then, following correct data entry, press key SAVE to return the unit to its correct monitoring or standby mode. Open the sample probe isolating valve. Cargo Control Room a) Cargo Operating Manual PROCEEDING Transfer Mode Press the 0 button to display the chosen page: MAN 0 --- OVERBOARD TRANSFER After a further few second the screen displays: STAND BY DISCHARGE SAMPLING PUMP CONDITION VALVE CONDITION 1 --- INBOARD TRANSFER TYPE INPUT TO CHANGE DATA PROHIBITED STOPPED CLOSE Note: In respect to programming any one variable, the operator must first access the INPUT DATA AND PROCEDURE page. a) If the input data is correct, press the INPUT key to proceed to the next step. b) If the input data is incorrect, press 0 to restart the mode. c) When the data input is completed, press the SAVE key to return to the standby mode. Press the INPUT key, the INPUT DATA AND PROCEDURE page appears as follows: Issue: 1 INBOARD TRANSFER 0 DATE AND TIME 1 SAMPLING POINT & FLOW RATE RANGE 2 IMO No.9301419 Section 2.7.4 - Page 5 of 8 Yuri Senkevich - Hull No.1602 Entering the Data and Time - if the Displayed Data is Incorrect a) Press key 1, the date time page will appear. Example: DD MM YYYY GMT 15 03 2000 17:15 Cargo Operating Manual c) If the input data is incorrect, press 3 to restart the mode. b) If the input data is correct, press the INPUT key to proceed to the next step. d) When the data input is completed, press the SAVE key to return to the standby mode. c) If the input data is incorrect, press 5 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. Entering the Ship’s Speed and GPS This information is obviously incorrect. To change it, follow the instructions given on the VDU screen. For example, to enter the following data 04.06.2004 14h20 type as follows: 0+4+0+6+2+0+0+4+1+4+2+0 b) If the input data is correct, press the INPUT key to proceed to the next step. c) If the input data is incorrect, press 1 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. Sample Point and Flow Rate Range a) Press key 2 and wait for the sample point and flow range display. a) Press key 4 and wait for the speed and GPS page to appear. Manual input is to be revised according to variations in the discharge rate. Speed Input: On automatic: Press key AUTO, this is the normal operating status. On manual: Press MAN+NUMBER+NUMBER+NUMBER Enter the current vessel speed between 1 and 20 knots, multiplied by factor of 10, the decimal point will position automatically. For example 14.9 knots in manual: MAN+1+4+9 GPS Input: On automatic: Press key AUTO, this is the normal operating status. On manual: Press MAN SAMPLE POINT : NUMBER a) If the input data is correct, press the INPUT key to proceed to the next step. b) If the input data is incorrect, press 2 to restart the mode. c) When the data input is completed, press the SAVE key to return to the standby mode. Entering the PPM Information a) b) If the input data is correct, press the INPUT key to proceed to the next step. c) If the input data is incorrect, press 4 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. Manual input is to be updated to reflect any changes in the speed or position of the vessel. Press key 3 and wait for the PPM page to appear. Entering the Ship’s Effluent Discharge Flow Rate On automatic: Press key AUTO this is the normal operating status. On manual: Press MAN+NUMBER+NUMBER+NUMBER For example to input 312pp in manual: MAN+3+1+2 b) If the input data is correct, press the INPUT key to proceed to the next step. a) Press key 5 and wait for the DISCHARGE FLOW RATE page to appear, a flow rate, m3/h is displayed. Entering the Total Oil Limit Data This calculated value corresponds to the total quantity of oil that may be discharged into the sea during the ballast voyage. For this vessel, the total quantity of oil discharged into the sea during successive discharge operations is limited to 1/30,000 of the total quantity of the particular cargo of which the residue formed a part. For example, to establish TOTAL OIL LIMIT, assume homogeneous cargo of 105,000 tonnes oil (S.G. 0.85) was carried on the previous loaded voyage. Total oil limit may be calculated as follows: 105,000 divided by 30,000= 3.500 tonnes Convert this figure to m3 by dividing by the SG, and convert this result to litres by multiplying by 1,000. e.g. 3.500/ 0.85 x 1000 = 4,117 litres. Enter this value using the keyboard. Press key 6 for the display of the TOTAL OIL LIMIT page, and enter the data in litres. For example to input 4,117 litres in manual: 0+4+1+1+7 b) If the input data is correct, press the INPUT key to proceed to the next step. c) If the input data is incorrect, press 6 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. On automatic: Press key AUTO this is the normal operating status. On manual: Press MAN+NUMBER+NUMBER+NUMBER For example to input 2,500m3/h in manual: MAN+2+5+0+0 Issue: 1 IMO No.9301419 Section 2.7.4 - Page 6 of 8 Yuri Senkevich - Hull No.1602 Resetting the TOTAL OIL LIMIT to Zero Press key 7 and display the TOTAL OIL LIMIT page. a) To reset the TOTAL OIL LIMIT to zero, press the following keys: 0+0+0+0+0 b) If the input data is correct, press the INPUT key to proceed to the next step. c) If the input data is incorrect, press 7 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. Note: Do not reset the Total Oil Limit if the effluent discharge is subsequent to an earlier discharge during the same ballast voyage. Note: THE TOTAL OIL LIMIT reset facility, detailed above, is to be used only if the SHIP SITUATION data is required to change or the oil residue remaining from the previous loaded voyage have been properly discharged. Where an oil contaminated deballasting or effluent discharge operation has been staged, suspended or interrupted during a specific ballast voyage then the record of the TOTAL OIL LIMIT must be left unchanged pending completion of the ballast passage. Entering the Type of Product Data a) Press key 9 and a list of product codes appears on the VDU screen. b) Choose the code corresponding to the product carried by the vessel on its last loaded voyage and before ballast discharge. LIGHT DIESEL PROCEEDING: 0 • Proceeding (normal situation). Monitoring of discharge from vessels outside the special zones. Discharge limit to 999ppm, 30 litre/nm and total oil limit. The total oil limit computation is printed every 10 minutes. CLEAN BALLAST: 1 • Clean ballast. Discharge limit to 15ppm. No computing functions. b) If the input data is correct, press the INPUT key to proceed to the next step. c) If the input data is incorrect, press 8 to restart the mode. d) When the data input is completed, press the SAVE key to return to the standby mode. Issue: 1 The ODME is equipped with an automatic calibration device which can avoid the handling of hydrocarbons by the operator and it is recommended that the procedure should be adopted prior to each discharge operation. a) Following the display of the INPUT DATA AND PROCEDURE page, press key 3 to check that the ppm information is on automatic. If the ppm information input is manual, the calibration cycle cannot be made. b) Press C + ENTER on the keyboard to display the calibration mode. c) In the automatic calibration mode, enter the required time that the calibration should take place The system will now carry out an automated calibration at that time every day. d) During the calibration the printer will produce the following record: HEAVY OILS 1 = (Bachaqueros, Residual fuels) LIGHT CRUDE OILS 2 = (Sahara, blend, Saharien) LIGHT DISTILLATE OILS 3 = (Leaded and unleaded gasoline) Across Running To carry out the cleaning of the sample pump, ppm measurement unit and the return lines. Note: The PPM value must be in the AUTO position because of zero settings. Entering the Ship’s Discharge Condition Press key 8 to display the discharge condition: Procedure to Execute a Calibration Cycle 0 = (Kerosene, Minas, Arabian light, Nigerian medium) a) a) Cargo Operating Manual b) Press key A + ENTER and the across running is displayed and started. Press the SAVE key to stop at any time. Backflushing Press key B + ENTER and back flushing is displayed and started. This mode may be used for cleaning the unit and to check the sample pump operation. Discharge overboard is prohibited in this mode. Note: The ppm value must be in the AUTO position because of zero settings. b) Press the SAVE key to stop at any time. IMO No.9301419 START CALIBRATION • DISCHARGE PROHIBITED • DATE TIME • CHANNEL • SPEED • PPM • FLOW RATE • OVERBOARD VALVE POSITION e) During calibration the sampling pump draws oil-free water from the clean water supply. The zero is automatically adjusted. f) If the ODME is unable to complete the automatic adjustments, a CALIBRATION FAILURE alarm is set off. g) Refer to the troubleshooting page and make the necessary rectifications. To backflush the entire sampling system. a) • To start a manual calibration cycle press the MAN key and the system will carry out a calibration cycle over the next six minutes. At the end of the calibration cycle, the control unit will revert to its position before commencement. Generally the calibration/flushing cycle will take between 4 – 5 minutes to complete and consume approximately 80 litres of fresh water. Section 2.7.4 - Page 7 of 8 Yuri Senkevich - Hull No.1602 Note: Always ensure that the sample channel is open i.e. the manual isolating valve at the probe is open and that the discharge line is not under pressure. Manual Override Key Switch In the event of equipment failure an manual override switch is provided to enable safe control of the discharge. When in the position MAN the discharge valve controls can be activated by the operator. The printer will only produce the following legend: ‘MAN DISCH CONTROL’ with the date and time Action in Case of ODME Alarm In the case of exceeding an operational limit, or receiving an equipment malfunction alarm, all overboard discharge operations will be stopped by the control system pending further effluent processing (if possible) or system rectification. If the ODME suffers a malfunction or failure. a) Stop the discharge pump and secure the cargo system. b) Dependent on the malfunction, attempt to rectify the fault using the troubleshooting page shown on the control unit display. Commencement of Ballast or Contaminated Oil Discharge a) Stop the discharge pump and secure the cargo system main valves. b) Allow further time for oil/water interface formation. c) If it is known that contamination has occurred, immediately use clean water to flush the lines into the port slop tank. d) Take interface readings. e) Try discharging again at a reduced flow rate, carefully observing the outflow quantity. f) If a further discharge is impossible even though not exceeding the 30 litre/nm limit, retain the oil contaminated water for discharge to a shore reception facility at a later date. If the total quantity limit is reached: a) Stop the discharge pump immediately and secure the cargo system. Issue: 1 c) Station a watchkeeper, with a radio, above the discharge point to provide an early warning of water discolouration. d) Be prepared to stop discharging at the 30 litre/nm alarm limit. e) Be prepared to stop discharging at the Total Limit Alarm. Note: Always ensure overboard valve OP274 closes and the recirculating valve OP273 opens on reaching an operational or alarm status. a) Ensure that all line flushing/tank washing operations are properly completed. b) The oil discharge line will be higher than the cargo system discharge line. a) Stop the discharge pump. c) Ensure all the pre-operational checks for the ballast monitor system have been completed. b) Open the recirculating valve OP273, the overboard valve OP274 closes. d) Check that the IG plant is available and on standby, and that all the relevant IG/vent distribution systems valves are set to their correct positions. c) Ensure that the ODME system executes the full calibration/ flushing cycle to completion. Set up the ODME control unit as described previously. d) Ensure the print recorder shows completion of operations. The important parameters being: e) Switch off the oil content meter and control unit. Open the sample pump isolator, if automatic flushing is not required. f) Isolate the sample probe and fresh water supply valves as long as auto-flushing is not required. g) Execute the final line flush to the port slop tank on completion of the contaminated oil discharge. h) Secure the discharge system. i) Make the appropriate entry in the Oil Record Book - Part II which is to be countersigned by the Master. The action, in the case of manual (override) operation, consists of stopping the discharge pumps and closing the overboard valve. If the instantaneous rate of discharge (30 litre/nm) is exceeded. Cargo Operating Manual e) f) • Ship’s situation • Type of product • Total oil limit Execute a manual calibration/flushing procedure. Slowly run up the discharge pump to induce suction and prevent surging and divert the flow into the port slop tank through recirculating valve OP273. When the instantaneous rate of discharge is stabilised at a low reading, the overboard discharge valve OP274 will open and recirculating valve OP273 will close. Run the discharge pump at a suitable speed with the required outflow rate and observe the litre/mile instantaneous rate output carefully. Periodic Checks during the Discharge a) Carefully observe any diminishing tank levels. b) Slow down the discharge pump when there is approximately a 1m level remaining in the tank, in order to avoid vortex formation and possible disturbance to the oil layer. IMO No.9301419 Shut Down Procedure On completion of discharge operations. Note: The system should execute an automatic calibration/flushing cycle every 24 hours when in standby mode. When this is not required ensure that the power switch on the front of the control unit is in the OFF position and items e) and f), above are isolated. Section 2.7.4 - Page 8 of 8 PART 3: CARGO OPERATIONS - CONTROL AND INSTRUMENTATION 3.1 Control Systems 3.1.1 Control System Overview 3.1.2 Mimic Displays 3.1.3 Control of Valves and Pumps 3.1.4 Loading Computer Illustrations 3.1.1a Control System Overview 3.1.1b Operator Control Panel 3.1.2a Cargo System Screen Display 1 3.1.2b Cargo System Screen Display 2 3.1.2c Cargo System Screen Display 3 3.1.2d Auto Unloading Screen Display 3.1.2e Water Ballast Screen Display Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.1a Control and Alarm System Overview Bridge No.5 AC-UPS Accommodation No.5 Operating Control Panel ROS 5 Voyage Data Recorder RS422 MSI Backup Power No.6 AC-UPS WBU Chief 3rd Engineer 2nd Engineer Engine Control Room Deskjet Printer DC-UPS A 4th Engineer Officer’s Mess Room Officer’s Smoking Room LAN A LAN A LAN B LAN B ROS 6 No.6 Operating Control Panel USB1 Duty Mess Room Cargo Control Room Ship Viewer and Log Book DC-UPS B Switch A Switch B No.7 AC-UPS Alarm Printer Alarm Printer Alarm/Log Printer No.4 AC-UPS P20 P20 No.1 Operating Control Panel ROS 1 P21 LAN A LAN A LAN B LAN B CAN B CAN B ROS 2 No.2 Operating Control Panel No.3 Operating Control Panel ROS 3 LAN A LAN A LAN B LAN B CAN B CAN B Cargo Control System (Cab. 8) Issue: 1 Cargo Control System (Cab. 7) Cargo Control System (Cab. 6) MSI No.3 AC-UPS No.2 AC-UPS Alarm Monitoring IMO No.9301419 Pump Control System No.4 Operating Control Panel USB1 USB1 No.1 AC-UPS ROS 4 SAAB RS422 PMS MSI RS422 RS232 RS422 RS232 RS422 RS232 To HANLA System Engine Room Alarm System (Port and Starboard) Section 3.1.1 - Page 1 of 6 Yuri Senkevich - Hull No.1602 3.1 CONTROL SYSTEMS 3.1.1 CONTROL SYSTEM OVERVIEW Cargo operations are controlled from the cargo control room (CCR) on which are located the Data Chief C20 display and control screens. Cargo loading or discharge requires that the correct valves for a particular tank and the manifold valves for that tank be open in order for the cargo to flow as required. It is essential that the duty officer and others involved in cargo loading or discharge know and understand the procedures involved. Planning prior to loading or discharge is essential and all systems to be used for these procedures must be checked before they are commenced. The hydraulic valve system should be started in order to ensure that it can operate as required during cargo loading or discharge. Cargo and ballast tank levels are displayed on the cargo control room Data Chief C20 workstation screens, the Saab radar workstation and the ship’s loading computer. The operation of the cargo tank level system must be verified before discharge. Readings of tank levels must be taken before and after discharge/loading in order to compute the amount of cargo discharged from a particular tank or loaded into a tank. The loading computer program prepares suitable figures in printed format. Tank venting and the inert gas systems must be prepared as required and these must be controlled correctly during their operation. Where ballasting/deballasting is to take place at the same time as discharge/ loading, the ballast system must be prepared and the ballast display checked for operation. If any item of equipment to be used for loading or discharge proves to be defective during the checks made prior to arrival in port, the equipment must be replaced or repaired. If an item of equipment cannot be replaced or repaired a plan must be devised which will allow the desired operations to take place using alternative systems. In the case of failure of the hydraulic valve system or an hydraulic valve actuator, the hand pumps must be prepared or the emergency operating procedure adopted. An effective communication system must be established to allow for pump control. The cargo, stripping and ballast pumps are controlled from the Data Chief C20 in the CCR. The control and display cabinet for the remote gas detection system is located in the cargo control centre. This unit continuously samples the atmosphere within the ballast tanks, upper stools and the cofferdam spaces port and starboard. Issue: 1 Cargo Operating Manual It is essential that all instruments involved in cargo operations are fully functioning before the cargo operations commence. Checks must be made on all systems prior to the arrival of the vessel in port to ensure that there will be no delay in cargo operations. Operating systems such as the remote valve system and the cargo pump drive system must be prepared prior to arrival and the control systems for such devices must be checked as operational as soon as practicable. Valve and pump control panels, tank level gauges and other instruments involved in cargo operations are located in the cargo control centre where radio communication systems are also located. The cargo control centre must be manned at all times during cargo operations. The hydraulic power pack for the remotely operated valves is located on the main deck cross alleyway forward. For details of the remotely operated valves system see section 1.6 of this manual. The duty officer in the cargo control centre can set up the main cargo and ballast valves from the cargo display screen but a number of the smaller cargo valves are manually operated and must be set locally. The manual valves are provided with memory indicators at the cargo display screen allowing the duty officer to see immediately if a valve is open or closed. When loading cargo, the duty officer must request an initial low loading rate from the terminal and only when satisfied that the system is correctly set and the cargo is going into the desired tank should an increased rate be requested. If at any time during the loading procedure should the tank level monitoring system fail the duty officer should immediately request a stop to the loading procedure whilst the system is corrected or an alternative arranged. Loading should never take place if the duty officer is unable to determine the level in the tank being filled. At all times the duty officer must be in complete control of loading operations. When discharging cargo, the duty officer must agree a discharge rate with the terminal and discharge must commence at a low rate and be increased to the agreed rate when the ship and shore officers are satisfied that discharge is proceeding correctly. Efficient communications between the cargo control centre and the shore terminal are essential at all times for safe and incident free loading or discharge. Efficient communication is also required between the cargo control centre and the operator on deck. Communication equipment must be tested before the ship arrives in port and reserve equipment with fully charged batteries must always be available. IMO No.9301419 The cargo oil tank levels and temperatures are monitored by the Saab TankRadar STaR system. The transmitter units send signals to the level unit which then processes the information and sends data to the workstation display unit mounted in the cargo control console. A printer is linked to this Saab workstation. Each cargo tank, including both slop tanks, has a Hanla independent transmitter for providing high level and overfill alarms which activates at 95% and 98% capacity with an indicator alarm panel fitted in the cargo control console and a strobe light and siren on deck. Additionally, the Hanla alarm system monitors the following tanks and will initiate an alarm at 95% capacity: • Water ballast tanks (No.1 to 6 port and starboard) • Fore peak tank • Aft peak tank • No.1 HFO bunker tanks ( port and starboard) • No.2 HFO bunker tanks ( port and starboard) A Hanla electro-pneumatic transmitter system monitors the ship’s draught, forward, aft and midships, which together with the ballast tank levels and temperature are displayed via the Saab monitor, Data Chief C20 and an on line loading computer, which interfaces with a designated workstation. An automatic unloading system (AUS) is provided to allow automatic stripping of the cargo tanks and is controlled from the cargo control console, see section 1.3.3 for details on the AUS system. The turbine driven cargo pumps are warmed up and started from the cargo control console. The cargo control console also contains emergency stop buttons for the cargo pumps plus an alarm and monitoring display panel, additionally the cargo oil pump vibration monitoring display is mounted on the console. The cargo stripping pump is warmed through locally but its starting and stopping and speed control is carried out from a panel on the cargo control console. Both electrically driven ballast pumps are started from the cargo control console when sufficient electrical power is available. If there is insufficient power available when the start request is made, the main switchboard power management system (PMS) will initiate the starting of an additional machine, when the extra electrical load capacity becomes available the start command will be carried out. Section 3.1.1 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.1b Operator Control Panel OPERATOR CONTROL PANEL M/E CONTROL SYSTEM M/E LO & SHAFT SYSTEM M/E COOL’G W SYSTEM M/E SCAV. AIR & EXH. GAS SYS. MAIN ENGINE OVERVIEW POWER MANAGE. SYSTEM E/R BILGE BALLAST & FIRE SYS. C.S.W SYSTEM M/E FUEL OIL SYSTEM NO.1 G/E & GEN. SYSTEM NO.2 G/E & GEN. SYSTEM NO.3 G/E & GEN. SYSTEM MAIN C.F.W. SYSTEM AUX C.F.W. SYSTEM L.O PURIFIER & TRANS. STERN TUBE L.O. SYSTEM GEN. COM. & ELEC PWR SYS. NO.1 BOILER SYSTEM NO.2 BOILER SYSTEM BOILER COM. & ECON. SYS BILGE SYSTEM S/GEAR CONTROL SYSTEM PUMP CH-OVER PRE-WARN. FIRE SYSTEM C.P.P. SYSTEM CARGO TANK SYATEM CARGO MISC. SYSTEM WATER BALLAST SYSTEM INHIBIT POINTS M/E TELEGRAPH SYSTEM M/E REMOTE CTRL SYS SYSTEM FAILURE SOUND OFF ALARM SUMMARY ALARM HISTORY ALARM ACK. / * - 7 8 9 4 5 6 1 2 3 + POWER LEVEL CORRECT DISPLAY GENERAL TANK DISPLAY CARGO API DISPLAY CARGO TANK DISPLAY M/E L.O. SERVICE SYSTEM F.O. TRANS. & PURIF. F.O. SERVICE SYSTEM BOILER F.O. SERV. SYSTEM MISC. SYSTEM SHIP DISPLAY SEA M/E EXH GAS DEV. CONFIG. COUNTER DISPLAY (RUN-HR) INCIN. F.O. SERV. SYSTEM COMP. AIR SYSTEM BOILER FEED W. SYSTEM 16K/10K STEAM SYSTEM AUTO VACUUM STRIPP’G AUTO LOG CONFIG. PUMP CONTROL OVERVIEW CARGO SYSTEM AUTO VACUUM STRIPP’G WATER BALLAST SYSTEM M/E SAFETY SYSTEM SET DATE & TIME C.P.P. HYD. OIL SYSTEM SYSTEM OVERVIEW AUTO CHIEF -C20 1ST. STAND BY 2ND STAND BY ALARM TEST MONITOR OCP DISPLAY SYSTEM INFOR. DISPLAY HARB. MISC LOG ACCESS SYSTEM OFFSCAN TAGS INHIBITED TAGS RESET SELECTED POINTS DISPLAY SELECTED BARGR. DISPLAY SELECTED TREND DISPLAY MASTER TAG DETAILS GROUP DISPLAY GROUP ALARM SCREEN DUMP 0 0 1 AUTO MANU LAMP TEST KONGSBERG Issue: 1 IMO No.9301419 Section 3.1.1 - Page 3 of 6 Yuri Senkevich - Hull No.1602 The main console includes system operating gauges including suction, discharge and speed both for the cargo oil pumps, cargo stripping pump, cargo and ballast eductors and the ballast pumps as appropriate. There are inert gas control panels in the CCR, in the ECR, locally to the TUG and a repeater on the bridge. The flue gas system can only be started and stopped from the CCR or the ECR. The cargo and ballast valves are represented on mimic display screens with control of the valves via the Data Chief C20 system Manually operated valves in the system which are represented on the mimic displays have operator memory aid buttons. The hydraulic power pack for the cargo valve system is remotely operated from the cargo console, the console also contains a system pressure indicator and system alarms. The sampling unit for the vapour emission (VEC) monitoring is fitted on the port manifold walkway; this unit monitors the high and low level pressures in the VEC manifold. Located in the CCR is the gas sampling monitoring units. The main system monitors for hydrocarbon explosive gases in the ballast tanks, air conditioning air intake, package air conditioning air intake, galley and engine room intakes and paint store. The pump room system monitors for hydrocarbon, O2 and H2S content. Cargo Operating Manual Operator Control Panel (OCP) To enable the user to operate the ROS, an OCP is employed. This is a purpose designed keyboard that provides easy access to the operator functions. It is divided into separate function areas that are detailed as follows: Alarm Group Buttons (Red LEDs) When an alarm occurs, the corresponding alarm group lamp starts flashing and the alarm buzzer sounds. To display information about the alarm the operator needs to press the button. Any new alarms will be shown as red lights and acknowledged alarms as yellow lights. The indicator will stop flashing when all of the alarms in the group have been acknowledged but will remain lit until all of the alarm conditions have returned to normal. When the INHIBIT POINTS button is pressed, the colour CRT will show a list of inhibited alarms. When a system failure occurs, the corresponding indicator starts flashing and the alarm buzzer sounds. To display information about the system failure the operator simply needs to press the button. The indicator will stop flashing when the alarm has been acknowledged but will remain lit until the alarm condition has returned to normal. Watch Function Buttons (Green LEDs) Bridge Watch Remote Operator Stations (ROS) There are six remote operating stations on board the vessel. Two are located in the engine control room, two on the bridge and two in the cargo control room. Each ROS consists of the following items: Engine Watch A main computer unit (MCU) • An operator control panel (OCP) • A graphic display CRT • Connection to an alarm or log printer The ROS serves three different tasks in an alarm monitoring and control system: • Receiving and sending analogue and digital data from DPUs • Presentation and monitoring of alarm information with acknowledge functions • Extension of the alarms to the bridge and to the duty engineers while in an unmanned engine room condition Issue: 1 When one of the ENGINEERS ON DUTY buttons is illuminated, the engineer on duty is in charge of the watch when the engine room is unattended. The corresponding ON DUTY indicators in the accommodation are on. Call Duty Engineer When this button is pressed, the indicator lamp starts flashing and the indicators and buzzer on the watch call panel in the duty engineer’s cabin is activated. To cancel simply press the button again. Alarm Functions and Display Buttons When an alarm occurs, the engine control room buzzer and engine room horn are activated. Pressing the SOUND OFF button will silence both. Pressing the ALARM SUMMARY button will provide details of all active and unacknowledged alarms on the colour CRT. Up to twenty six alarms can be displayed simultaneously but if there are more alarms, the NEXT PAGE and PREVIOUS PAGE buttons will provide a display. Alarm History Displays up to 2000 alarm events, with time and date. Twenty six alarms are displayed on each page with the latest activated alarm being added to the top of the list. Alarm Acknowledge Initiates the bridge watch. This means the engine room is unattended and the watch responsibility is transferred to the bridge. • Engineers On Duty This button initiates engine room watch and means the watch responsibility is in the engine control room. When pressed, this button acknowledges alarms. If an OCP group button has been pressed, the alarm acknowledge button will accept all unacknowledged alarms on the colour CRT. If more than twenty six alarms have occurred the next page will automatically be displayed. If an OCP group alarm has not been pressed, pressing the alarm acknowledge button will accept the latest three alarms displayed in the lower right corner of the display. Chief Engineer on Duty Standard Function (White) Buttons When this indicator lamp is lit the Chief Engineer is on duty when in both bridge and engine watch modes. Access System Display Call All Engineers Inhibit Tags When pressed, the button starts flashing and the indicators and buzzers on all watch call panels in the engineers’ accommodation are activated. To deactivate this function, press the button again. This display shows the list of tags inhibited (will not cause an alarm) at the present time This shows the groups and control positions Counters Display This displays counters and lap counters information. IMO No.9301419 Section 3.1.1 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Deviation Parameter Configuration Off Scan Tags General Tank Display This provides the menu for the input and display of parameters for deviation calculation of exhaust gas temperatures. This shows the list of tags not being scanned at the present time. This provides tank level, percentage full, volume, specific gravity and weight information. Tag Details Group / Alarm Sea/Harbour Select This toggles between all measuring points and the points in a group having an alarm status. Pressing the system button first and then pressing this button brings up the menu used to display details of measuring points and provides access to change their parameters. Group Display Watch Call Display Cargo Tank Display This displays all measuring points within an alarm group. Pressing this button followed by the red system button for say the steering gear will bring up to the screen all of the alarms acknowledged and unacknowledged in that system. If there are more than 26 in the alarm history, paging down will bring up the next page and so on. This shows the watch call configuration. This provides a display on the cargo tank content type, temperature, ullage, percentage filling, volume correction factor, weight and number of US barrels at 60°F. There are twenty eight different alarm groups provided for on the system. The details and descriptions of these have been given in section 3.1.4. Selected Bar Graph Display Displays pre-selected measuring points as bar graphs. Selected Points Display Displays pre-selected measuring points. Selected Trend Display Displays pre-selected measuring points as trend curves. Numeric Keypad and Trackball Buttons This allows the operator to toggle between SEA and HARBOUR mode. This can be used to suppress alarms during the vessel’s voyage. These buttons provide for: Cargo API display Delete: Deletes numeric input during an input sequence. This displays tank content type, density, temperature, density correction factor and density at actual temperature. Space: Used for passive settings for alarm limits etc. Enter: Ends a sequence of numeric input or activates editing. Page up: Displays the previous page of the selected page group. Page down: Displays the next page of the selected page group are four arrow keys; left, right, up and down. Deactivate/Stop: Used for giving a STOP, CLOSE or DEACTIVATE command to an object after addressing it using the READ button Auto Log Configuration This provides access to set the time for watches and print status for the alarm printer MIMIC Display (Yellow) Buttons These buttons are used to select a particular system for display and use in monitoring or process control. Control Functions Buttons Set Time and Date Used to adjust the date and time Activate/Start: Used for giving a START, OPEN or ACTIVATE command to an object after addressing it using the READ button. System Information Display Tank and Cargo Function Buttons Displays system parameters and functions Ship Display Master M/E Exh. Gas Config. Display This is the master function for pumps, fans, compressors and generators and is password protected. This shows the exhaust gas deviation parameters This displays the volume of each tank content type. Trim/list and draught display. It also provides the menu for manual trim/list specification and input and sea specific gravity input. Misc. Log Display Level Correction Display Shows the overall log system and details This provides a display for the raw level/ullage, corrections for trim, list, sensor offset, specific gravity and corrected level and ullage. Reset This provides a reset function for controllable objects such as pumps, fans, compressors and generators. 1st Standby Issue: 1 IMO No.9301419 This allows the operator to select the 1st standby unit for pumps, fans, compressors or generators. Section 3.1.1 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual 2nd Standby This allows the operator to select the next standby units for pumps, fans, compressors or generators Automatic/Manual This allows for the switching of pumps, fans compressors and generators from the manual to the automatic modes and vice versa. Viewing Conditions and Testing Buttons Monitor Operator Control Panel (OCP) Display This provides the menu for increasing and decreasing the illumination on the operators control panel and the colour graphics display on the bridge. Alarm Test This allows the operator to test the alarm buzzers, the alarm displays, net communication and the alarm printer. To cancel the alarm test, press the button again. Lamp Test Pressing this allows all of the lamps on the operator control panel to be tested. Issue: 1 IMO No.9301419 Section 3.1.1 - Page 6 of 6 Yuri Senkevich - Hull No.1602 3.1.2 MIMIC DISPLAYS Cargo operation mimic displays are provided on the Data Chief C20 cargo display screens. The mimics provide a graphical display of the system pipelines, pumps, position of tanks and valves. All items on the displays are clearly labelled. The primary Data Chief C20 screen displays which the deck officer can use to monitor operations and carry out valve and pump control, these are labelled as follows: • • • Cargo System 1: This screen display shows the operator the individual cargo oil tanks, pipeline layout in the tank area, tank valves up to the pump room bulkhead block valves and the manifold and bow loading valves on deck. Information about the ullage, average temperature and pressure of each cargo in the tank is also shown. This screen also allows a degree of security over the bow loading system by allowing the operator to block the operation by means of the valve interlock request button. Cargo System 2: The main function of this screen is to control the COW operations and stripping using the eductors and stripping pump. The port and starboard slop tanks along with their valves which are used for COW operations are shown and operated from this display. The stripping pump has a control faceplate which allows the operator to directly control the speed of the pump. This faceplate also gives the operating conditions of the pump and eductors. The screen is also used for the control of water washing and the operation of the sea valves to the cargo system. In conjunction with the ODME monitor unit this screen is used when discharging the heavy weather ballast water from No.4 port and starboard cargo oil tanks. The inlet valve to the starboard (dirty) slop tank can be operated from this screen. Cargo Operating Manual • Auto Unloading System: This is the main screen for control and monitoring of the main cargo pumps and the automatic vacuum stripping (AUS) system. Each cargo oil pump has a control faceplate which allows the operator to directly control the running conditions when selected in CRT mode control. These faceplates are also used to manage the AUS system for each pump, including the manual/automatic control of the pump discharge regulating valve and gas extraction valve. Each cargo oil pump separator level is clearly indicated as a bar graph and numerical % read out enabling the duty deck officer to monitor the efficiency of the pump and that of the vapour extraction system. The lead/lag starting configuration of the AUS vacuum pumps is made from this screen. • Water Ballast System: During cargo operations or when conducting a ballast water exchange programme this screen will be used to monitor and control the operations of the valves and pumps. The screen displays the entire ballast system. The electrically driven pumps by default are started from this screen when the pumps are in remote control mode at the local starter panel in the engine room. The power management system on the main switchboard will block the starting of a pump until there is sufficient power available. The above screen mimics are illustrated on the following pages. Cargo System 3: This screen shows a graphical representation of the cargo oil tanks with the following data displayed in each tank: • High level 95% alarm, when active HIGH is highlighted in red, when below the alarm condition it is greyed out. • Overflow level, when active OVFL is highlighted in red, when below the alarm condition it is greyed out. • The maximum capacity of each tank in m3. • The actual capacity in each tank in m3. • The ullage. • The average temperature of the cargo. • The IG pressure in the tank in mbar. Issue: 1 IMO No.9301419 Section 3.1.2 - Page 1 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.2a Cargo System Screen Display 1 DC C20 X ACCESS OVERIDE BUZ OD341 MID(P) AFT FROM IGS MAIN IG-33 OD339 FROM IGS MAIN NO.4 C.O.T(S) 0.00 OD331 0.00 FWD 0.00 MID(S) 23.08.05 11:49:25 NO.4 C.O.T(S) OD356 OD315 IG-42 OD343 OD344 OD345 OD346 OD347 0.00 OD323 OD313 OD333 OD325 OD312 OD317 OD311 OD310 NO.3 C.O MAIN LINE OD303 OD353 OD358 OD305 NO.2 C.O MAIN LINE OD352 OD304 OD361 OD308 OD360 NO.1 C.O MAIN LINE TO CARGO PUMP OD306 OD309 OD351 OD349 OD350 C.O STRIPPING LINE OD348 OD332 OD324 OD316 OD357 OD314 TO NO.4 C.O.T OD302 OD342 BOW LOADING SYSTEM INTERLOCK OK OD330 OD340 OD322 ABNORMAL V/V INTERLOCK REQ. OD301 UPP.DK OD338 TO NO.4 C.O.T(S) SLOP TK(P) Ulg NO.6 C.O.TK(P) Ulg 0.00 NO.5 C.O.TK(P) 0.00 Ulg NO.4 C.O.TK(P) 0.00 TO NO.1 C.O.T NO.3 C.O.TK(P) Ulg 0.00 NO.2 C.O.TK(P) 0.00 Ulg NO.1 C.O.TK(P) Ulg 0.00 0.00 Temp 0.0 Temp 0.0 Temp 0.0 Ulg Temp 0.0 Temp 0.0 Temp 0.0 Temp 0.0 Press 0 Press 0 Press 0 Press 0 Press 0 Press 0 Press 0 0m3 0m3 0 % 0m3 0 % 0m3 0 % 0m3 0 % 0m3 0 % 0m3 0 % LK OT134 TO CARGO PUMP OT126 OT128 OT122 OT124 OT118 OT120 OT114 OT116 OT108 OT110 OT102 OT104 OT101 OT103 OT130 OT111 OT129 OP206 OT105 OT112 OP205 OT106 OP204 OT132 OT133 OT125 OT131 OT127 OT121 LK Ulg 0 % 0.00 Temp 0.0 Press 0 0m3 SLOP TK(S) Ulg OT123 OT117 LK 0 % 0.00 Temp 0.0 Press 0 NO.6 C.O.TK(S) Ulg 0m3 OT119 OT113 LK 0 % 0.00 Temp 0.0 Press 0 Ulg 0m3 NO.5 C.O.TK(S) OT107 Temp 0.0 Press 0 Ulg 0m3 NO.4 C.O.TK(S) IMO No.9301419 OT109 LK 0 % 0.00 BC006 EP019 Issue: 1 OT115 LK LK 0 % 0.00 Temp 0.0 Press 0 NO.3 C.O.TK(S) Ulg 0m3 0 % 0.00 Temp 0.0 Press 0 Ulg Temp 0m3 NO.2 C.O.TK(S) ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL Press 0.00 0.0 0 0m3 NO.1 C.O.TK(S) IFL ALARM Section 3.1.2 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.2b Cargo System Screen Display 2 DC C20 X CARGO SYSTEM (2/3) ACCESS OVERIDE BUZ 0.0 °C TO C.O STRIPPING LINE TC-46 OD355 TO CLEANING MAIN OD354 T.C.HEATER FROM C.O PUMPS 23.08.05 11:49:32 TC-45 C.O STRIP’G PUMP TC-44 OP274 OP282 SPEED COMMAND OT137 RUN 0.0 RPM OP281 OP283 OP277 OP279 EDUCTOR STRIP’ING PUMP ODME ABN ODME AUTO ODME MANUAL OP278 OP280 SPEED ACTUAL 0 60 0.0 RPM SUC:PRES: 0.00 DIS.PRESS: STEAM CHEST PRESSURE : 0.00 0.00 [PRESS UNIT: KG/CM2] OP275 0.0 W.B. P/P EDUCTOR DRIVE PRESS 0.00 kg/cm2 SUCT. PRESS 0.00 kg/cm2 DISCH. PRESS OP273 0.00 kg/cm2 SLOP TK(P) OP272 FROM BALLAST SYSTEM OP271 Ulg [m] 0.00 OP270 AVE.Temp.[C] OP269 (P) (S) Pressure [mbar] OP235 0m3 OP216 OP232 0 OP208 OP234 FROM C.O PUMPS OP233 0.0 OP209 FROM DRAIN TK FOR AUTO STRIP’G SYS. OP207 OP215 OP214 OP227 TO NO.3 C.O.P/P OP231 OP206 OP230 OP213 OP212 OP226 TO CARGO TANK OP205 OP204 TO NO.2 C.O.P/P OP211 OP229 OP228 SLOP TK(S) OP210 OP225 Ulg [m] TO NO.1 C.O.P/P 0.00 AVE.Temp.[C] OP223 OP222 OP221 OP224 0.0 OP203 OP218 Pressure [mbar] 0 OP202 OP217 0m3 S.C. OP201 BC006 EP019 Issue: 1 IMO No.9301419 ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL IFL ALARM Section 3.1.2 - Page 3 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.2c Cargo System Screen Display 3 DC C20 X CARGO SYSTEM (3/3) DRAFT AFT: SLOP TK(P) I.G: NO.5 C.O.TK(P) NO.4 C.O.TK(P) 0.00 M LIST : 0.00 DEG NO.3 C.O.TK(P) NO.2 C.O.TK(P) NO.1 C.O.TK(P) HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL 9019.9 M3 10236.0 M3 10236.0 M3 10236.0 M3 10234.0 M3 7631.8 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.00 °C 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.6 C.O.TK(S) 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.5 C.O.TK(S) 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.4 C.O.TK(S) 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.3 C.O.TK(S) 0.0 M3 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.2 C.O.TK(S) 0.00 M AVR: I.G: 0.00 °C 0 mbar NO.1 C.O.TK(S) HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL HIGH OVFL 1163.2 M3 9010.8 M3 10224.0 M3 10223.0 M3 10225.0 M3 10223.0 M3 7623.3 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.0 M3 0.00 M 0.00 °C 0 mbar 0.00 M AVR: I.G: 0.00 °C 0 mbar 0.00 M AVR: I.G: 0.00 °C 0 mbar 0.00 M AVR: I.G: 0.00 °C 0 mbar 0.00 M AVR: I.G: BC006 EP019 Issue: 1 TRIM : 1163.2 M3 SLOP TK(S) I.G: DRAFT FORE: 0.00 M DRAFT STBD: 0.00 M 23.08.05 11:49:37 HIGH OVFL 0 mbar AVR: DRAFT PORT: 0.00 M 0.00 M NO.6 C.O.TK(P) 0.00 M AVR: ACCESS OVERIDE BUZ IMO No.9301419 0.00 °C 0 mbar 0.0 M3 0.00 M AVR: I.G: 0.00 °C 0 mbar 0.00 M AVR: I.G: ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL 0.00 °C 0 mbar IFL ALARM Section 3.1.2 - Page 4 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.2d Auto Unloading Screen Display DC C20 X AUTO VACUUM STRIPPING SYSTEM ACCESS OVERIDE BUZ NO.3 C.O. PUMP TO NO.3 C.O.MAIN LINE TO NO.2 C.O.MAIN LINE AUS VACUUM TO NO.1 C.O.MAIN LINE TO TK CLEAN MAIN & O’BOARD DISCH. : RPM 0 mmHg VACUUM P/P START ORDER VP2-->VP1 VP STOP DELAY 10.0 Sec OD359 TO SLOP TK (S) 2. VP STOP DELAY MASTER M ENGINE ROOM 2 1 SP3: 30.0 Sec SP2: 30.0 Sec SP1: 30.0 Sec M MASTER OP268 VACUUM P/P OP240 OP241 OP247 OP259 0% AUTO STOP RPM % OP250 OP244 TO STRIP’G P/P NO.3 C.O.P/P OP266 OP233 OP237 OP232 OP246 OP227 OP265 OP261 OP258 0% 0 AUTO STOP 0% OP253 OP231 OP229 OP228 OP245 OP225 OP263 0% OP257 0 AUTO STOP 0% OP251 OP248 NO.1 C.O.P/P % 0 OP242 % DRAIN TANK BC006 EP019 Issue: 1 IMO No.9301419 SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (239) DIS. V/V (257) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS REMOTE CLOSE MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 GOV. 0 DEC. MANUAL MODE EM’CY STOP “OFF” INC. DEC. REMOTE 0.00 kg/cm2 0.00 kg/cm2 CLOSE MODE MANUAL MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 NO.1 C.O. PUMP RPM NO.2 C.O.P/P OP236 INC. 0.00 kg/cm2 0.00 kg/cm2 SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (240) DIS. V/V (258) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS OP230 OP226 OP243 OP264 OP260 0 % OP249 GOV. EM’CY STOP “OFF” NO.2 C.O. PUMP 0 0% OP255 0 SUCTION PRESS DISCHARGE PRESS EXTRACTION V/V (241) DIS. V/V (259) REGULATOR AUTO STOP FINISH OF STRIPPING GEV & VP INTERLOCK STEAM CHEST PRESS STEAM EXHAUST PRESS OP239 OP238 OP267 OP262 23.08.05 11:49:43 GOV. EM’CY STOP “OFF” INC. DEC. REMOTE 0.00 kg/cm2 0.00 kg/cm2 CLOSE MODE MANUAL MODE 0% STOP MODE OFF MODE 180 sec -RESET- 0.00 kg/cm2 0.00 kg/cm2 ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL IFL ALARM Section 3.1.2 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.1.2e Water Ballast Screen Display DC C20 X WATER BALLAST SYSTEM ACCESS OVERIDE BUZ 048 IG37 FROM IG MAIN LINE 046 DRAFT AFT: 047 NO.6 W.B TK(P) 3882.8M3 0.0 M3 0.00 M S.C. R: 0.0 °C S: 0.0 °C T: 0.0 °C 0 041 LK 0 027 NO.4 W.B TK(P) 3412.8M3 0.0 M3 0.00 M LK 023 LK 0 % 021 019 015 0.00 DEG NO.2 W.B TK(P) 3314.0M3 0.0 M3 0.00 M LK 0 % 017 0.00 M LIST : NO.1 W.B TK(P) 3650.0M3 0.0 M3 0.00 M LK 0 % 013 011 LK % 009 007 005 002 038 0.00 0.00 kg/cm2 kg/cm2 031 036 EDUCTOR R: 0.0 °C S: 0.0 °C T: 0.0 °C 039 001 029 NO.2 W.B PUMP 035 DRIVE PRESS 0.00 kg/cm2 SUCT. PRESS 0.00 kg/cm2 DISCH. PRESS 0.00 kg/cm2 F.P TK 2937.3M3 0.0 M3 0.00 M 030 0A 028 0.00 0.00 kg/cm2 kg/cm2 NO.1 W.B PUMP 037 0 TO C.O SYSTEM LK 0 % 032 026 024 NO.6 W.B TK(S) 3882.8M3 0.0 M3 0.00 M LK 0 % 022 020 NO.5 W.B TK(S) 3401.6M3 0.0 M3 0.00 M IMO No.9301419 LK 0 % 018 016 NO.4 W.B TK(S) 3412.8M3 0.0 M3 0.00 M BC006 EP019 Issue: 1 NO.3 W.B TK(P) 3412.7M3 0.0 M3 0.00 M TRIM : 040 045 044 0 % 025 DRAFT FORE: 0.00 M DRAFT STBD: 0.00 M NO.5 W.B TK(P) 3401.6M3 0.0 M3 0.00 M % 033 DRAFT PORT: 0.00 M 0.00 M 0A 0% 0% 23.08.05 11:49:48 LK 0 % 014 012 NO.3 W.B TK(S) 3412.7M3 0.0 M3 0.00 M LK 0 % 010 008 NO.2 W.B TK(S) 3314.0M3 0.0 M3 0.00 M LK % 006 004 NO.1 W.B TK(S) 3650.0M3 0.0 M3 0.00 M ECONOMIZER EXH.GAS OUT TEMP E.C.R DC-UPS (A) ABNORMAL IFL ALARM Section 3.1.2 - Page 6 of 6 Yuri Senkevich - Hull No.1602 3.1.3 CONTROL OF VALVES AND PUMPS Cargo Operating Manual Valve Indication Manually Operated Valves Cargo Valves The three types of valves used on the Data Chief C20 display can be identified in the following manner: All of the principal cargo valves are hydraulically operated from control signals from the Data Chief C20 cargo control and monitoring screen displays in the cargo control room. Intermediate/Proportional Valves Indication of the cargo valve positions is displayed on the two Data Chief C20 screen displays. Wafer type butterfly valves are generally used throughout, with lugged type butterfly valves used for ship side valves and manifold connections. All manually operated valves in the cargo and ballast system can have their status open/closed condition displayed on the system mimics as a memory aid for the operator. Hydraulic pipes are led directly to each valve from the respective solenoid valve cabinets. In the case of a solenoid control power failure of the valve, it is possible to operate the valves by manually operating the respective pushbutton on the solenoid rack. For emergency use, two portable hydraulic hand pumps are supplied, one is located in the hydraulic power unit room on upper deck and one in the bosun’s store. As previously described, these valves can be set to any open/closed position from 0 to 100%. When the valves are in the fully closed position the valve icon colour is displayed in grey, this is true for all valves displayed in the system mimics. Where these intermediate valves differ, is that when selected for operation at a value less the 100% fully open they are displayed as yellow icons. During the period of operation to the desired value the valve icon will change from grey (fully closed) to a yellow flicker, the valve position will also be shown as a % indication next to the valve. When the valve reaches its set point the valve will change to a constant yellow. If the valve is selected to full open then when the 100% position is reached the icon will change to green, this is true of any valve in the system which is at its fully open position. The intermediate operated valves as indicated below are recognised as a valve icon which has a small box at the top of the Tee. The following valves have a throttling function with an intermediate % position indicator, these valves can be stopped at any position between open and closed: • Cargo oil tank main suctions • Cargo oil tank stripping suctions • Cargo oil pump discharge valves • Cargo oil pump discharge regulating valves These discharge regulating valves are pneumatically controlled by the cargo AUS stripping system when set to AUTO mode on the Automatic Unloading System screen display. The positions of these valves can also be regulated manually when the mode selection is changed from AUTO to MANUAL. • Ballast tank main suctions • Ballast tank stripping suctions • Ballast pump discharge valves • Tank cleaning pump discharge All other hydraulic control valves are of the open/closed type. Issue: 1 Intermediate Valve Colour Fully Closed Position Intermediate Valve Colour Between 1 to 99% Position As the name implies, manually operated valves cannot be operated from the Data Chief C20 screen mimics. Their function on the mimic displays is as an aid for the duty deck officer conducting cargo operations to readily identify the condition of the manual valves in the system. When selected, the icons for these valves can be change from grey (closed) to green (open). Note: .This identification relies purely on accurate information passed between the duty deck officer in the CCR and the member of the ship’s company tasked with the operation of these valves on deck or in the pump room. At no time can these icons be used to truly represent the actual position of the valves The valve icons are identified as valves with Tee handles as indicated below. Manually Operated Valve Colour Closed Position Manually Operated Valve Colour Open Position When a hydraulically operated valve is selected for operation, if it fails to reach its set point within a predetermined time period, then an alarm is relayed to the control and monitoring system to inform the operator that an overrun time period on that valve has occurred. Intermediate Valve Colour Fully Open Position Intermediate/Proportional Valve Control OT-117 x Open/Closed Valves As described above, when an open/closed valve is in its closed position then the valve icon will be shown in grey, and when it is in its fully open position the valve icon will change to green. During the transition period from fully closed to fully open and vice versa the icon will change to a white flicker. These valves can be recognised as valve bodies without any Tee handle as indicated below. Trottle Mode Setpoint New Setpoint OPEN to 100% Open/Closed Valve Colour Fully Closed Position IMO No.9301419 0% Set CLOSE to 0% Open/Closed Valve Colour Fully Open Position Section 3.1.3 - Page 1 of 2 Yuri Senkevich - Hull No.1602 Procedure for Operation of the Cargo Line Valves and prompt for an action. To open the valve press key item 2, or key item 3 to close the valve. The valve icon will change from a steady grey (closed) or green (open) to a blinking icon until it reaches its new command position. The key pad below is used to carry out the valve operation functions. Key Pad on C20 c) + / * 7 8 9 4 5 6 1 2 3 0 1 3 2 4 1 1 Selection Key 2 Open/Change Command Key 3 Close/Change Command Key 4 Enter/Confirm Command Key For the cargo tank main suction valves it is first necessary to see if the valve operation protection has been applied. The protection system is used to ensure that tank valves that require absolute protection due to grade segregation are not opened inadvertently. To apply or remove the protection, move the cursor over the specific valve and press key item 1 as indicated in the image above. A valve with protection will be indicated in a small blue box to the upper right side of the valve with the letters PRO. For unprotected valves the indication box will be white with the letters UPR inside it. Press key item 2 to add protection, or key item 3 to remove protection, press the enter key item 4 to confirm and apply the action. b) To operate open/close valves, move the cursor over the required valve and press key item 1, the valve will blink, a command line at the foot of the screen will indicate the valve’s full ID Issue: 1 The electrically driven ballast pumps, No.1 and No.2 are started and stopped from the Data Chief C20 system. The valve icon will remain a steady yellow when its position has been attained. During the valve transition the % indication will be shown next to the valve. With the hydraulic power pack system in automatic operation the valves can be operated in the following manner: a) The procedure for operation of the intermediate position valves from full open to full close is similar to the previous description for open/close type valves. During the transition stage the valve icon will blink yellow before becoming grey (closed) or green (open). The cargo stripping pump is steam driven and controlled and monitored from the Data Chief C20 displays and keyboards. The Cargo System 2 screen mimic can be used to control and operate this pump. The pump discharge valve is of the fully open or closed type. The speed setting command line is used to regulate the pump stroke rate. To set an intermediate position, use key item 1 to select the valve followed by the numeric keys to give the desired open/ closed position, then press enter, key item 4. . 0 Cargo Operating Manual If the valve is required to travel its full extent, either open or close, then it can be operated with the same key pad commands that are used for open/close type valves. d) The main cargo pump discharge regulating valves when under the control of the AUS system are regulated automatically when the valve is set to automatic mode. To manually operate this valve, set the valve operation mode to MANUAL. Move the cursor over the valve and use key item 1 to select it, then move the cursor over the % indication box for the DIS. V/V REG command line and type in the value using the key pad, select the enter key, item 4. The valve will now take up its new position. If a valve is given a command and fails to reach its set position within a set period, then a valve time over run will be sounded on he Data Chief C20 system. Control of Pumps The steam turbine driven cargo pumps are made ready for operation in the engine room, warmed through and started locally before control is passed over to the cargo control room. The speed control of the turbine pumps is carried out from the control console when they are set to CONSOLE MODE or from the Data Chief C20 screen displays when set to CRT MODE. Indication of the turbine speed and vibration monitoring is given on the main console along with an individual running hours counter and emergency turbine trip button. The steam chest and exhaust pressure, pump suction and discharge pressures are monitored from the Data Chief C20 control displays, additionally the pump speed is indicated plus an rpm command line when in CRT mode. IMO No.9301419 Section 3.1.3 - Page 2 of 2 Yuri Senkevich - Hull No.1602 3.1.4 LOADING COMPUTER Maker: Model: Techmarine Co.Ltd Ship Manager - 88 The ship Manager 88 system is a windows based computer program for the calculation of the various aspects of cargo calculation and damage stability. Automatic calculation • Displacement and dead weight calculation • Trim and draught (fore, aft and mean) calculation • Draught (fore, aft and mean) correction due to the difference in the sea water density • Heeling angle calculation • Trim and heeling adjustment by using two pair of forward and aft tanks • Propeller immersion calculation • Communications Menu File Menu As the name suggests the FILE menu contains functions for opening and saving condition files, printing and exiting the Ship Manager 88. By clicking onto FILE in the main tool bar the following options are available: • Voyage Description - The details of the voyage are entered here, Operator, Date, Loading, Discharge Ports and any remarks. • New Plan - Creates a new loading condition. The lightship condition is created ready to receive input from the operator. • Open Plan - Reads a loading plan currently saved as a *LDP file in the LOADPLAN directory. The main functions of the Ship Manager loading program is as follows: • Cargo Operating Manual Utility Menu Calculator - Leads the operator to the MS windows calculator. Control Panel - Leads the operator to the control panel where it is possible to change colours, printer attributes etc. • Save as - Saves the current loading condition to the LOADPLAN directory as a different file name. • Shifting - Shifts a load from one compartment to another. • Trimming - Carries out adjustment trim by adding cargo/ballast to two designated compartments: • Delete Plan - Deletes the current loading plan. • File Explorer - File explorer can be used to format discs, make back-ups and obtain an overall view of the file system. Print setup - Print set-up. • Exit - Exits the Ship Manager 88 session. • Displacement and deadweight calculation based on actual draughts physically measured on the draught marks • Static stability (KTM, KG, GGo, GoM) calculation • • Intact stability calculation including GoM according to IMO A.749(18) Intact Stability Results - Data and graph calculated by IMO.A749(18) criteria. • • Free surface moment (maximum /actual) SF/BM Result - Table of actual shear force and bending moments on each bulkhead. • SWBM and SF in the hold flooded condition cargo hold according to IACS UR S17 Issue: 1 Connection - Configures communication characteristics. • • The loading condition files are managed by use of the file menu. This menu contains several sub menus and each menu function is as follows. Line Setup - Selects menu ON or OFF on on-line status. • • Maximum values of bending moments and shear forces with their actual position Menu System • Recent Loading Plan - Reads a recent loading plan. • Trend curve Off-line - Selects off-line mode between the cargo monitoring system and the loading computer. Save Plan - Saves the current loading condition to the LOADPLAN directory. Print - Prints out the selected item. • • • • Damage stability according to MARPOL 73/78 On-line - Selects on-line mode between the cargo monitoring system and the loading computer. • Shear force and bending moments at the prescribed frame points with visual • • Result Menu • Trim with Cargo add - Controls trim by adding weight. • Trim with Cargo shift - Controls trim by moving a weight. • Rolling Period - Shows and calculates the rolling period. • Propeller immersion - Shows information of propeller immersion. • Hydrostatics - Shows following information: • • Graph of actual value on each bulkhead. • The ratio of shear force and bending moments ( allowable shear force and bending moments on each bulkhead at sea or in port). • Displacement, draught equivalent, LCG, LCB, MTC. LCF TKM, KG etc. Option Menu • Constants - Inquires or changes deadweight constants. • Sea Water Density - Inquires or changes sea water density. • Load limitation - Inquires or changes Limitation of Cargo tanks. Maximum shear force and bending moment and their position. • Cargo Grade - Enters the name and API, density or SG of the cargo (Speed button). • Damage stability - Data calculated by MARPOL 73/78 criteria. • FS Moment - Inquires or changes the maximum or actual inertia moment. • Loading Status - The operator can see an image outline of the loading status of the vessel which consists of profile, tank top plan and midship section. • Unit Selection - Selects units for cargo calculation and others. • Calculation Mode - Selects volume calculation before or after loading. • Configuration - Ship Manager 88 allows the user to configure screen set-up to individual choice. IMO No.9301419 Section 3.1.4 - Page 1 of 2 Yuri Senkevich - Hull No.1602 Help Menu • Approved Test Conditions - These conditions are approved by Class. Users cannot modify or delete these conditions and should submit them for regular inspection. • General Particulars - Shows information on LBP, LOA , breadth, depth etc. • Contents - Click the contents menu to browse through the topics by category. • About Ship Manager 88 Manager 88 version. - Gives information about Ship Function Keys The function keys are set up to assist the operator without having to go to the pull down menus and are as follows: WARNING PANEL c) Where the program calculates a situation that is not within the limits of the stability or strength parameters an indication is illuminated on the warning panel. Where the limits are met the LED shows a steady green light but turns to a flickering red if the results are outside the limits. Using the function key F2 or the pull down menu save the file giving it a name. Where the plan is an old example the Save As menu would be used with a new name. d) From the speed button tool bar select ‘Grade’. Enter the grade and either the API, density or specific gravity into the relevant column. The table automatically updates the other two columns and selects the correct PM table. e) Using the work tabs select the window required e.g. Cargo Oil Tanks and enter the cargo grade for each tank to be loaded. f) Using the work tab, select other tanks to input the ballast, bunker and miscellaneous tanks, enter the SG for each tank contents. g) Once all the details have been entered into the two windows the on-line mode if connected to the cargo monitoring device can be selected, quantities for those tanks being monitored will be automatically updated. Where off-line is used the data must be entered manually. h) From the Speed Button tool bar select the ‘Constant Table’. Here are the lightship weight plus the weights for stores, crew etc. and any other weight not covered by the two main windows. WORK TAB The various tabs allow the operator direct access to the window where the changes can be made to the loading condition. The tabs are : • Cargo Oil Tanks - No.1 to 6 wing tanks, both slop tanks and the slop holding tank. • Other Tanks - Water ballast tanks including the fore and aft peak, bunker fuel oil tanks, fresh water tanks and all other engine room tanks. • Intact Stability - GZ curve graph, comparison table for angles of heel and KN table. • Longitudinal Strength - SF and BM graph and tables. • Trend Curve - This is to check the variation of the cargo and ballast condition at once when connected through the on-line mode. Here the operator can check and see the variation of volume, weight ullage etc. per unit hour by selecting from the trend curve option table. • Loading Status - Here the operator is given a visual view of the loaded status of the vessel. The operator can select cargo tanks, ballast tanks or hull only and either port or starboard side views. F1 Help F2 Save Plan F3 Open plan F4 Intact stability results F5 SF/BM result F6 Damage stability F7 Rolling period F8 Propeller immersion F9 Hydrostatic table Ship Manager Screen The screen is classified into PULL DOWN MENU, SPEED BUTTON MENU, WARNING PANEL, WORK TAB and STATUS PANEL. By using one or a combination of these the operator can carry out all the necessary calculations to carry out the cargo operations safely. PULL DOWN MENU This controls the loading program, all main menus can be accessed by the pull down method. SPEED BUTTON MENU On the tool bar there are a series of speed buttons that have the same function as the pull down menus, by clicking on the appropriate button the respective menu is displayed. Issue: 1 Cargo Operating Manual Once all the cargo, ballast, bunker etc. data has been entered the operator can then use the pull down menus, speed buttons or function keys to access the other windows to obtain the relevant information on the status of the vessel. This information can be printed off for recording purposes. To Print a Report STATUS PANEL When any window is open, the results table giving the displacement, draught and list, stability and maximum SF and BM percentages with the frame numbers is constantly displayed on the right side of the screen. This results list is constantly updated as the data in the tanks changes. Operation a) From the file pull down menu the operator selects Voyage Description and enters the relevant details. b) From either the pull down menu or a speed button open a new loading condition or one from the stored examples. IMO No.9301419 It is possible to produce a report with the details of the current loading condition in the form of a loading plan, a loading condition summary, GZ summary with graph, SF/BM with graph and a hold flooding condition summary. Selecting the speed button Print on the tool bar or from the File menu will open this window, the operator can then select which report is required from the pop up menu. The report can then be previewed by using the Preview button or printed by using the Print button. The manufacturer provides a series of approved test conditions which are accessed via the Help menu. The Class Surveyor will compare actual conditions with these to determine the accuracy of the equipment. Full details of the operation and use of the Ship Manager 88 are contained in the user’s manual and should be studied before using the equipment. Section 3.1.4 - Page 2 of 2 3.2 Centralised Control Room, Console and Panels 3.2.1 Cargo Control Centre Illustrations 3.2.1a Cargo Control Room Layout 3.2.1b Cargo Control Room Console Layout Yuri Senkevich - Hull No.1602 Illustration 3.2.1a Cargo Control Room Explosimeter Charger Station TFT Monitor Cargo Operating Manual TFT Monitor Anemometer TFT Monitor Clock Auto I.S. Alarm Telephone Printer Clinometer No.3 VHF Main Unit Printer Tank Level System Keyboard Alarm Monitor System Keyboard Alarm Monitor System Keyboard Loading Computer Gas Monitoring Panel CCTV Keyboard TFT Monitor Cargo Control Panel Packaged Type Air Conditioner Barrier Panel Pump Room and Forward Light Switches Inert Gas Panel Saab Tank Monitoring System Cabinet DC-UPS Fire Detection Repeater Panel Issue: 1 IMO No.9301419 Notice Board DC-UPS White Board Section 3.2.1 - Page 1 of 3 Yuri Senkevich - Hull No.1602 3.2 CENTRALISED CONTROL ROOM, CONSOLE AND PANELS 3.2.1 CARGO CONTROL CENTRE The cargo control room located on A deck within the accommodation area, where all the necessary equipment and controls are located to permit the centralised supervision of cargo operations. Automatic and remote control systems are provided to allow the machinery spaces to run unattended at sea and in port during cargo operations. Mounted on the port aft bulkhead are the control cabinets for the Saab tank monitoring system and the IGS system. Located above the desk on the bulkhead are the following: Cargo Operating Manual There is a independent air conditioning unit and the Kongsberg battery and DC UPS units located next to the desk. • Inclinometer • Wind speed and direction indicators • Slave clock • • Common battery telephone • White board • Fire detection repeater • Lighting console for pump room and forward spaces • Fire extinguisher A bookcase is situated above the desk. The desk on the starboard side has the following: • Loadicator with printer • CCT TV control and monitor Mounted on the starboard aft bulkhead are the following: Bunker system diagram The port side cabinet contains the following: • Pump room gas sampling equipment and the main gas sampling equipment • ODME calculator • Hanla cargo oil, ballast and HFO bunker tanks high level alarm panel • Hanla cargo oil tanks overfill alarm panel • Cargo pump emergency stop buttons • Stripping pump emergency stop button • Stripping pump tachometer • Start and stop pushbuttons for No.1 and No.2 pump room fans • Cabinet main power supply switch with indicator and lamp test Cargo Control Console The cargo control console comprises of a desk across the forward bulkhead of the CCR on are mounted the following equipment, the computer towers are located underneath the desk: • One 17'' operator stations for the Saab tank level gauging equipment • Two Data Chief C20 system workstations • VHF radiotelephone transceiver • Automatic telephone • Alarm printer • Charging station for Draeger X-AM700 portable gas detection units Issue: 1 IMO No.9301419 Section 3.2.1 - Page 2 of 3 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.2.1b Cargo Consoles MAIN POWER NO.1 C.O.T. (P) NO.1 C.O.T. (S) NO.1 C.O.T. (P) NO.1 C.O.T. (S) NO.1 BUNKER TK (P) NO.1 BUNKER TK (S) NO.2 C.O.T. (P) NO.2 C.O.T. (S) NO.2 C.O.T. (P) NO.2 C.O.T. (S) NO.2 BUNKER TK (P) NO.2 BUNKER TK (S) NO.3 C.O.T. (P) NO.3 C.O.T. (S) NO.3 C.O.T. (P) NO.3 C.O.T. (S) NO.3 BUNKER TK (P) NO.3 BUNKER TK (S) DC 24V ON AC 220V ON POWER ON NO.4 C.O.T. (P) NO.4 C.O.T. (S) NO.4 C.O.T. (P) NO.4 C.O.T. (S) NO.4 BUNKER TK (P) NO.4 BUNKER TK (S) NO.5 C.O.T. (P) NO.5 C.O.T. (S) NO.5 C.O.T. (P) NO.5 C.O.T. (S) NO.5 BUNKER TK (P) NO.5 BUNKER TK (S) NO.6 C.O.T. (P) SLOP TANK (P) NO.6 C.O.T. (S) SLOP TANK (S) NO.6 C.O.T. (P) NO.6 C.O.T. (S) NO.6 BUNKER TK (P) C.O.S PUMP TACHOMITER GAS LAMP TEST DISCONNECTION HIGH ALARM LEVEL EXTERNAL ALARM ALARM LEVEL SAMPLING POINT STATUS 1 STATUS 2 F1 ALARM MUTE DETECTOR NO.6 BUNKER TK(S) 7 ALARMS IN QUEUE C3H8 8 STU VWX 4 SLOP TANK (P) SLOP TANK (S) FORE PEAK TANK AFT PEAK TANK NO.1 BUNKER TANK (P) NO.1 BUNKER TANK (S) NO.1 BUNKER TANK (P) NO.1 BUNKER TANK (S) MNO 1 SAMPLING POINT LIST 6 LIST DISCONNECTIONS LIST DEF GHI 3 SETUP 0 ENTER ESC STU SAMPLING POINT HOME SYSTEM FAULT.. F4 LIST PQR 2 ABC F3 9 YZ 5 JKL ALARM RESET F2 SETUP Pg ABNORMAL COND. FAULT ALARM FAULTS M MUTE GENRAL SETTINGS R RESET Pg C.O.S EM’CY STOP V/V TANK OVERFILL/ POWER FAIL HIGH LEVEL ALARM AC POWER FAIL LC POWER FAIL POWER FAIL ALARM RESET LAMP TEST P/R BOTTOM KVC 312 KVC 415 P/R VENT FAN DUCT KVC 415 P/R FLOOR BELLOW (S) KVC 415 P/R FLOOR BELLOW (P) KVC 415 KVC 415 KVC 415 WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE 02 02 02 02 02 02 BUZZER Emergency Stop OFF ACTIVE ALARM % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING OFF NO.19 WARNING OFF FAILURE ALARM PRESET NO.20 RESET ALARM PRESET WARN PRESET NO.21A RESET ALARM PRESET WARN PRESET NO.21B RESET ALARM PRESET WARN PRESET NO.22A RESET ALARM PRESET WARN PRESET NO.22B RESET ALARM PRESET WARN PRESET WARN RESET PRESET OFF CAL NO.1 C.O.P EM’CY STOP R ODME S-3000 AUTO Issue: 1 1 2 3 A INPUT 4 5 6 B ENTER 7 8 9 C SAVE AUTO 0 MAN STAND -BY MONIT ORING MAN ALARM POWER START SUPPLY/RUN. NO.2 C.O.P EM’CY STOP E SE T START EXHAUST/RUN. R STOP NO.3 C.O.P EM’CY STOP E SE T R START/RUN. OFF CAL OFF CAL OFF CAL OFF CAL OFF CAL OFF E SE T STOP IMO No.9301419 Section 3.2.1 - Page 3 of 3 3.3 Cargo Tank Instrumentation System 3.3.1 Saab Tank Level Measurement System 3.3.2 Remote Sounding and Draught Gauge System 3.3.3 Overfill Alarm System 3.3.4 Gas Detection System Illustrations 3.3.1a Tank Level Measurement and Alarms 3.3.1b Saab Tank Level Monitor Display 3.3.1c Cargo Grade Display 3.3.1d Tank Channel Data Window 3.3.2a Remote Sounding and Draught Gauge System 3.3.3a Overfill Alarm System 3.3.3b COT Overfill Alarm Panel 3.3.4a Gas Detection System Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.1a Tank Level Measurement and Alarms TankRadar StaR TM Window Overview Temps Feb 14 21:02:09 2005 Ballast Tk HFO Tk Help Close All Buzzer On System Ov. I/O-Box Workstation Analog Inputs Interface to Load Calculator SCU 1 Interface to IAS System Failure Relay Output SAFE AREA HAZARDOUS AREA 14 Ballast Levels 14 Ballast Temps 4 Drafts SLOP P CT 6 P CT 5 P CT 4 P CT 3 P CT 2 P CT 1 P SLOP P CT 6 S CT 5 S CT 4 S CT 3 S CT 2 S CT 1 S Totally 28 Temp Sensors Alarm Issue: 1 Accept IMO No.9301419 Buzzer Stop Section 3.3.1 - Page 1 of 9 Yuri Senkevich - Hull No.1602 3.3 CARGO TANK INSTRUMENTATION SYSTEM 3.3.1 SAAB TANK LEVEL MEASUREMENT SYSTEM Maker: Type: Saab Marine Electronics Saab TankRadar STaR General Description The Saab TankRadar STaR system is the main part of the cargo tank control system, and is made up of the following units: Cargo Operating Manual The system can be set to automatically measure the ullage more often on cargo tanks that are either being loaded or discharged. Workstation The workstation is used by the operator for the monitoring of tank ullages, temperatures, inert gas pressures and all other data handled by Saab TankRadar STaR system. The workstation takes care of the alarm handling of the measured values. It also communicates with other systems, such as loading computer and the ballast level gauging and temperature systems and supervises the gauge and level unit. Transmitters Description • Vapour pressure unit • Tank gauge cleaning unit The workstation is operated with a trackball which is used to scroll around the screen with a point and click action to activate the various functions. Temperature unit • Supply and Communications Unit (SCU) • Workstation Transmitters The 12 cargo oil tanks and both slop tanks are each equipped with a tank gauge unit (TGU) type 5110 parabolic antenna transmitters. The screen display works under the Windows type environment, the overview window is the main window to work from as it shows the cargo oil tank layout on the vessel. If the overview window is not displayed touch the OVERVIEW button at the top of the screen. Touch the ‘i’ (information) icon on the mimic figure to open the tank data window, this displays the basic information on one tank. When loading or discharging, the tank data windows of all the active tanks can be opened and placed beside each other. The radar transmitters mounted on the tank top emit a continuous radar signal which is directed by the antenna towards the surface of the tank contents. The antenna picks up the return echo from the liquid surface. To display the channel menu touch a value (for example an ullage value). Select one of the items on the menu or touch outside the menu to close it. The tank set up window shows more information on one tank than the tank data window. Vapour Pressure Unit System Operation The vapour is measured though a sensor fitted inside the tank gauge unit. Trackball a) Temperature Unit The temperature unit (TMU) type 5110 contains two temperature sensors which are linked to the tank gauge unit for supplying details of temperature within each cargo and slop tank to the supply and communications unit. Tank Gauge Cleaning Unit b) The SCU unit contains terminals for the intrinsically safe connection of the transmitters. It contains the electronics used for processing the signals from the transmitters, for calculating the tank parameters, such as a trim/list corrected ullage, and for communicating with the workstation. Issue: 1 g) To activate a function, once the cursor is positioned correctly, press the control key and the return key at the same time. This corresponds to a touch by the light pen. The Base Window The base window is always at the background of the screen. Move the trackball (mouse) pointer to the area on the screen to be activated or selected. Select the area to be activated, click on with the left hand button. This registers a ‘hit’ and activates the function of the area where the cursor was positioned. By touching the HELP button, with the light pen, help texts can be read about the various parts of the software. Clear the screen by touching the CLOSE ALL button with the light pen. All the windows that are open on the screen are closed down and the overview window is opened. Below the top row there is the row of buttons, of which the first button is always the WINDOW button. The other buttons can be as follows: • CARGO OVERVIEW • TEMPERATURES • SYSTEM Ov. These buttons are used to open the corresponding windows. Overview Window When the workstation is switched on a mimic of the vessel is shown in an overview window displaying the cargo oil tanks. The overview window is separated into three parts, the Main Bar, the Mimic and the Alarm Bar. Main Bar The main bar at the top of the window can contain the following items: c) If the trackball should fail, it is possible to move the cursor with the arrow keys on the keyboard. • The CROWN symbol indicates that this is the master workstation. d) Press an arrow key once to move it just slightly, or keep it pressed to move the cursor quickly. • The LOCK symbol indicates whether the operator level password is active or not. An open lock means an active password. e) To activate a function, once it has positioned the cursor correctly, press the CONTROL key and the RETURN key at the same time, this corresponds to a ‘hit’ by the trackball. • The PRINTER symbol indicates if the system printer is working or not. A green square means the printer is functioning, a red square indicates there is a problem. Monitors the Scanjet tank cleaning machines. Supply and Communications Unit (SCU) Press an arrow key once to move it just slightly, or keep it pressed to move the cursor quickly. At the top of the window there is row with the TankRadar STaR name, the date and time, the HELP button and a CLOSE ALL button. • • f) IMO No.9301419 Section 3.3.1 - Page 2 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.1b Saab Tank Level Monitor Display TankRadar StaR TM Window Overview Temps REBCO Ballast Tk Draft Aft 14.58 SHIP NAME SLOP P Feb 14 21:02:09 2006 CT 6P REBCO CT 5P REBCO HFO Tk Draft Port Draft Stbd 14.05m 14.36m CT 4P Draft Fore 13.82m REBCO Trim A 0.76m by Stern List S -0.31° List Stbd CT 2P REBCO Trim/List Corr: CT 1P REBCO Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Ullage Ullage Ullage Ullage Ullage Ullage Ullage 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m REBCO CT 6S REBCO CT 5S REBCO CT 4S CT 3S REBCO REBCO CT 2S REBCO Plug Seawater Density: 1.0250 kg/l Pressure 100 mbar SLOP S Close All Buzzer On System Ov. CT 3P REBCO Help CT 1S REBCO Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Pressure 100 mbar Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Ullage Ullage Ullage Ullage Ullage Ullage Ullage 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m 1.580 m Alarm Issue: 1 IMO No.9301419 Section 3.3.1 - Page 3 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual • HELP button, click to read the help texts. Tank Set-Up Window • CLOSE ALL button, click to close all the windows that are open on the screen. • WINDOW button, click to open the window menu. The symbol ▼ indicates that there is a drop down menu associated with this button. The Tank Set-Up window will give all the data on one tank. Alarm limits and other data can be changed from this window. It is also possible to block individual channels from this window by pressing the check boxes at the right end of the window. A check mark in a box indicates that the channel is blocked. A new tank can be selected by pressing the TANK button located at the top left of the open window. Located at the top of the overview window is information on draught, trim and list and sea water density. These figures will appear on all of the main windows. The Tank Set-Up window can contain more information than can fit sideways. In this case there is a scroll bar at the bottom of the window for scrolling the window sideways. Mimic Channel Data Window Depending on the system information the mimic part of the window can be changed The Channel Data window looks similar to the Tank Data window. The channel data window is used to obtain a quick overview of the data of a single channel. A new channel can be selected directly from this window by pressing the CHANNEL button. Each tank is shown with its tank name, grade of oil that has been assigned to the tank at the particular time, ullage which is also represented as a bar graph and average temperature in the tank. An arrow indicating the level rate may be displayed below the value of the ullage. When it points down it indicates that the tank is being discharged and conversely it points up when the tank is being loaded. Information about a particular tank can be accessed by using the cursor on the bar graph area or the i icon. This will then bring up a pop up menu, Tank Data, Tank Set-Up and Channel Data. Tank Data Window The Tank Data window is a small window displaying basic data of one tank for each window. The ullage for a cargo or a slop tank is shown in a numeric form below the bar graph. In the bar graph, the ullage is indicated by the empty space above the coloured bar in the bar graph. Open the tank data window by selecting the ‘i’ icon at the top right hand side of the specific tank. The tank data window for that specific tank will open. If the value of the ullage in the overview window is then touched with the cursor, the channel drop down menu for that tank menu will additionally be displayed. A number of tank data windows can be opened, a maximum of 20 windows can be displayed at one time and placed wherever required on the screen. The alarm limits are shown as lines beside the bar graph. The Hi and Low values in the window that are underlined can be changed. This change of parameter facility requires an operator password to enter into this function; changes to the parameter settings should only be carried out under the authority of the chief officer. Event log to display a log of all events (up to the 200 latest events in the system) On the right side of the window there are four buttons for scrolling the list. Use the intermediate buttons to scroll the list one page at a time, or use the TOP or BOTTOM buttons to go to the beginning or to the end of the list. When the ACCEPT PAGE button is pressed, all the channels seen on the screen at the moment are accepted. Alarm Summary Window The Alarm Summary window displays all the channels that are in alarm at the moment. They are displayed with their status, value, the limit that caused the channel to go into alarm and the unit with which the channel is presented. The alarm summary can contain an unlimited number of rows. The alarms for each tank are grouped together in the summary. Warning Summary Window Channel Set-Up Window Use the Channel Set-Up window to enter a manual value. Just press the check box for manual, and then press the value and type the manual value. Some channels do not allow manual entries, the word Manual is then dimmed. It is also possible to disconnect a channel by pressing the DISCONNECT check box so that a check mark shows. The Warning Summary window lists all the failures that normally do not seriously affect the tank radar system. The following messages can be included in the Warning Summary window: • Level unit ground failure • Level unit memory failure Alarm limits can be changed as well as blocking a channel. • Master communication failed Select a new channel by pressing the CHANNEL button. • Level datic communication failed • SIOX communication failed • Level unit restarted Alarm Window The Summary window contains six summaries; Alarm, Warning Summary, Sysfail, Alarm Blocked, Control Blocked and the Event Log. Open the Summary window by pressing one of the two ALARM buttons, either at the lower left corner of the screen or from the WINDOW drop down menu. Press the SUMMARY button to display one of the following summaries: • Alarm to display the Alarm summary • Warning to display the Warning summary • Sysfail to display any system failure • Alarm Blocked summary to display any alarms in the system that are blocked • Issue: 1 • Control Blocked summary to display any channels in the system that are blocked IMO No.9301419 See the service manual for more information on how to find the failures and how to fix them. Sysfail Window The Sysfail window contains a list of any serious system failures within the tank radar system. The following failures can be included in the Sysfail window: • Level unit communication failed • Level unit sysfail • Level unit power failure • Level unit LI communication failed • Input/output box relay communication failed Section 3.3.1 - Page 4 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.1c Tank Grades Window TankRadar StaR TM Window Overview Temps i CT 6P Crude Group 320 mbar Notepad Temp Avg. Trend 11.9°C Printer Status Ullage 1.580 m 8.10m 8.35m Pressure Pressure ure 320 0 mbar GRADES 320 mbar Temp Avg. 11.9°C Temp Avg. Temp Avg. DIESEL 9°C HIGH SPEED11.9°C 11.9°C Ullage Ullage 1.580 m 1.580 m URAL None Setup I Date/Time CT 5S Crude Passowrd Crude de Pressure 320 mbar Temp Avg. T g. 11.9°C C Temp Avg. 11.9°C Setup Grades Temp Avg. 11.9°C 1.580 m 1.580 m 1 Ekofisk I Pressure 320 mbar Pressure 320 mbar Pressure Pressure ure Grade 8 Function Keys 320 mbar 320 0 mbar Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. Temp Avg. 11.9°C 11.9°C 9°C Grade 10 Ullage Ullage Ullage 1.580 m 1.580 m Grades Grade 9 Grade 11 Ullage 1.580 m Grade 12 1.580 m Crude Pressure 320 mbar U Ullage Crude Plug Seawater Density: 1.0250 kg/l Pressure P 320 mbar Ullage Rebco I Troll CT 4S Trim/List Corr: CT 1P Crude Grade Ullage 1.580 m VENTSPILS Trim/List CT 6S CRUDE CT 2P Crude Pressure 320 mbar Close All Buzzer On Trim A 0.76m by Stern List S -0.31° List Stbd CT 3P Crude Help System Ov. Draft Fore 8.07m CT 4P Crude Unite I HFO Tk Draft Port Draft Stbd CT 5P Crude Alarm Pressure Service SLOP S Configure Crude Ballast Tk Draft Aft 8.84m SHIP NAME Mimics SLOP P Feb 14 21:02:09 2005 CT 3S I Crude Long Name: Short Name: Text Color: Background Color:I CT 2S Crude X Ullage 1.580 m _________________________________________________ ______________ Colors: (0=Transparent) 0 ___ 1 2 3 4 5 6 7 8 I 0 ___ CT 1S Crude Pressure P 320 mbar Pressure 320 mbar Pressure 320 mbar T Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C U Ullage Ullage Ullage 1.580 m 1 1.580 m 1.580 m 9 13 10 14 11 15 Save 12 16 Close Alarm Issue: 1 IMO No.9301419 Section 3.3.1 - Page 5 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Editing a Group Alarm Blocked Summary Window Group Window This feature show the list of alarm channels that have been put into a block mode, whereby although the channel is measured and displayed it will not trigger the alarm when its alarm point is reached. It is possible to configure the system which ensures that certain critical alarms are unable to be put in a block mode, i.e., high high and low low levels. Use the Group window to group information, such as measured values, status, alarm limits, into one or more tables. It could, for example, be the ullage values of a number of tanks with the same cargo or it could be a group with all the ballast tanks. It is possible to change a group or add new groups as follows: a) Press the GROUP button to display a list of the available groups. b) Select the group required. c) Press the SET UP button to select one of the following modes: Control Blocked Summary This function does not apply to this system as it represents the system in which the Saab unit can control valve operations. Event Log 1. Edit Group mode to change the group. The Event Log lists the latest 200 events for channels of the alarm classes Sysfail, Warning and Alarm. An Event is recorded when a channel status goes into or out of alarm, block or disconnect. 2. Add Group mode to create a new group. Changing Cargo Grade Data for a Tank In order to assist the operator in recognising which grades are contained in each cargo oil tank, the colour and ID grade name for each tank can be specified. a) b) c) To change a tank grade ID, open the Window tab, this will open a drop down menu, select SETUP, a further drop down menu will appear, select GRADE. The Setup Grade window will appear. In this dialogue box enter full grade name on the first line, then on the line blow enter a unique abbreviation, normally not more than three or four characters. Select a box fill and text line colour from the selection box to the right hand side. Press SAVE to store this new information. Pressing outside of this window will shut the window down. On returning to the overview window, select the tank that requires to have its grade ID changed. Move the light pen or cursor inside the area that already shows the grade ID name and colour and press/enter key. 3. Delete Group to delete a whole group. d) Press the BLOCK button to block all the channels in the group that are possible to block. Unblock them by pressing UNBLOCK. e) Press the LOG button to start or stop a logging of the group. It is also possible to order it to make a single logging of the group. Adding a New Group Add a new group by pressing the ADD GROUP ACTION under the SET UP button. The Group and Log Set up window is displayed. Enter the name of the group. Select if the group will be based on tanks or on channels. Normally it is best to have groups that are based on tanks. There will be one row for each tank. The columns can contain data such as ullage value, status, and unit for each tank. The logging of the group can be set up directly, but these parameters can also be defined at a later time, see instructions next on how to edit a group. Press OK to open the new group. Press the buttons marked with ???? to define the contents of the rows and columns of the group. Select NEW to add new rows or columns before or after the column or row button pressed. Note: Do not edit a group with a log started. Stop it first, edit it and save the changes, then start it again. To edit a group, first select the group from the list under the GROUP button. Then press the SET UP button and select EDIT GROUP. The look of the window changes slightly when it is in the edit mode. The column and row headings turn into buttons that are used for defining the contents of each row or column. To change a row, press the button containing the heading of the row. A small menu, with the options EDIT, NEW and DELETE, is displayed. When selecting EDIT or NEW, the Edit Member window is opened. If selecting NEW, first select whether the new row will be placed before or after the active row. Press the MEMBER button to select another channel to be displayed on that row. The new channel is displayed on the Member row in the window. In the Label input field the label can be changed so that it fits in the Group window. The columns are changed in a similar way. Instead of the Member window, the Infopost window is opened. In addition to the functions described above, it is possible to define the width of the column. Use the LOG SET UP button to open the Group and Log Set up window where the period, start time or stop time of the groups log can be set up. It is also possible to define if the log should be printed or saved on a file. The option of saving a file to a log is used only for service purposes. Trend Window The Trend window is used to view the historical data of up to four channels in a window, with different colours for each channel. A number of trends can be configured and selected by pressing the TREND button. The minimum sample rate is ten seconds. The latest 1,000 samples are stored and can be displayed using the scroll bar. Each channel is displayed with its actual value and with its maximum and minimum settings for the diagram. The trends are shown in a window, these can be scrolled one page at a time using the intermediate left or right buttons, or they can be scrolled to the end of the trend using the outermost left and right buttons. The window shows 180 samples at a time. A pop up box will appear indicating a selection of previously defined cargo grade names. Select the appropriate name and press/enter key on that name. The new grade ID and colour will appear. There is a time ruler for viewing historical data. Use the buttons described above to move to the trend area that is required, then switch the ruler on by pressing the RULER button. Issue: 1 IMO No.9301419 Section 3.3.1 - Page 6 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.1d Tank Channel Data Window TankRadar StaR TM Window Overview SHIP NAME Temps Channel Hi CT 6P REBCO Pressure 100 mbar ar Temp Avg. 11.9°C Ullage 1.580 m 1.180 3.000 m m Lo.Lo m m 30.195 Temp Avg. m 11.9°C Disconnect Ullage REBCO Trim A 0.76m by Stern List S -0.31° List Stbd Trim/List Corr: Plug Seawater Density: 1.0250 kg/l CT 6S REBCO CT 3P CT 2P CT 1P Press Pressure 100 mbar 10 CT 5P 100 mbar REBCO CO X Pressure ur 0 mbar 100 Temp Avg. 11 11.9°C CrudeTemp Avg. 11.9°C Temp A Avg. 9 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Ullage Ullage Ullage 1.580 m 0 CT 4P REBCO REBC Ullage Manual 1.580 m Alarm Block Alarm Delay SLOP S Draft Fore 13.82m m m 5P CT REBCO 20.240 Max Min 0.000 Pressure Lo 100 mbar 22.000 1.770 14.05m 14.36m Close All Buzzer On System Ov. HFO Tk Draft Port Draft Stbd Help Status: Hi.Hi SLOP P Ballast Tk X Af Draft Aft 14.58 CT 5P Ullage Value Feb 14 21:02:09 2006 s REBCO Tank Pressure Alarm Limits Ullage REBCO REBCO Pressure 100 mbar Pressure 100 mbar Hi.Hi Hi Illustration 3.3.1d Tank Channel Data window 1.180 1.580 m 1.580 m 1.580 m Lo Lo.Lo 22.000 30.195 1.500 1.580 m Level Rate CT 5S REBCO CT 4S 0.01 m/h Temperatures 3S Avg CT 12.1°C REBCO CO REBCO Ullage Limits Top 0.000 Pressure Mid 22.230 100 mbarBot Pressure 100 mbar Pressure 100 mbar Max Pressure 100 mbar Min Temp Avg. 11.9°C Temp Avg. 11.9°C Temp Avg. 11.9°C Ullage Ullage Ullage Ullage 1.580 m 1.580 m 1.580 m 1.580 m Tx Status Temp Avg. 11.9°C 12.3°C ur Pressure 12.2°C 11.9°C100 0 mbar Ullage Temp A Avg. 1.770m 9C 11.9°C Channel g Data Ullage Tank 1.580 m Tank Setup CT 2S REBCO CT 1S REBCO Pressure 100 mbar Pressure 100 mbar Temp Avg. 11.9°C Temp Avg. 11.9°C Ullage Ullage 1.580 m 1.580 m Channel Data Alarm Issue: 1 IMO No.9301419 Section 3.3.1 - Page 7 of 9 Yuri Senkevich - Hull No.1602 When the ruler is on the values of the channels corresponding to the time where the ruler is placed, the values are displayed under the heading Ruler Value. The time and date, corresponding to the position of the ruler, are shown above the grey window containing the trend lines. The ruler can be moved one sample at a time using the left and right single arrow buttons, or five samples at a time using the left and right double arrow buttons. To move quickly to another part of the Trend, switch the ruler off and use the buttons to move one whole window at a time, or to go to one end of the trend. When the ruler is on, it is possible to press a point on a trend and the ruler moves to this point. Then the position of the ruler can be adjusted more exactly with the single arrow left and right buttons. Edit, Add or Delete a Trend To change a trend, add a new one or delete one, press the SET UP button to open a menu with these choices. When selecting Add Trend or Edit Trend, the Edit Trend window opens up. Another way to open the Edit Trend window is by pressing one of the numbered channel buttons or anywhere on a channel row. Change the name of the trend, by typing the new name in the input field. Change the sample period by entering the time between each sampling in hours, minutes and seconds. The minimum sample rate is ten seconds. It is also possible to activate or deactivate the trend by pressing the Active box. A check mark indicates that the trend is active and is storing samples. Select up to four channels that are included in the trend, by pressing the numbered buttons at the bottom of the window. When pressing one of these buttons, the Edit Channel window opens up. Cargo Operating Manual Note: Maximum and minimum ranges can be changed without losing the historical data of the trend. When any channel is added or deleted, the historical data for the other channels in that trend window is lost. To avoid losing historical data, make a new trend with the new channel or channels included or deleted. The original trend will still contain the historical data. Changing the Sampling Period of a Trend Note: All historical data of the trend will be lost when the sampling period is changed. To avoid this, make a new trend with the new sampling period. Press the SET UP button in the Trend window and press EDIT TREND on the menu. Enter a new sampling period in the Edit Trend window. Select OK to start the trend with the new sampling period. Back-Up Display on the Level Unit If the workstation should fail, level indication can be obtained from the level unit. The back-up display is located in the calculation unit in the top part of the level unit cabinet. The back-up display serves only as a back-up for the workstation. The display can show each tank with its tank name and relevant tank values. The display can also show other information such as the setting of the trim/list mode, trim and list values, mode of the Processor Memory Board (LCM), communication parameters and versions of the software. As all the operations are normally done on the workstation, the back-up display is only needed when servicing the system or if there is a failure on the workstation. Note: No alarm handling on measured values (except for the IG pressure alarm) is done in the level unit. All such alarm handling is done in the workstation. The running status of the tank cleaning machines is collected and stored in the workstation. To display the installed tank cleaning machines and their status, click on the Window Menu and select the Wash Overview. This window contains the information of the tank cleaning machines and whether they are running or not. Each tank is graphically described in the window, showing the following: • Name of tank • Grade of cargo • Ullage in metres If the machine is marked with a red box next to the text OFF the machine is not running. A green mark followed by ON indicates the machine is running. To see information for each cleaning machine click directly onto the machine in the mimic, this will open the ‘WashTrac Data Window’. WashTrac Data Window Detailed information about cleaning times for the cleaning machine in the tank is displayed. The following can be set or changed for each machine from this window: • Type of cleaning program • Preset running time • Reset time counter for the washing machine • Reset total running time Washing Program Clicking on to program button the operator can select which washing program is required, the selected program is then displayed alongside the button. Editing a Channel in a Trend By pressing one of the numbered buttons for the channels in either the Trend window or in the Edit Trend window, the Edit Channel window is opened. In this window it is possible to select the channel for that trend line and also specify the maximum and minimum range for the trend graph. As a guidance, the maximum and minimum of that range for the channel are printed in the window. Select a colour by pressing the box with the correct colour. Issue: 1 Operating the WashTrac TM System Time Indication The monitoring and configuration of the WashTrac TM System is done from the TankRadar STaR workstation The run time is the elapsed time since the cleaning was started. The preset time is the expected time for washing. The preset time is entered directly into the field. The cleaning programs are entered into the ‘Wash Trac Data Window’. Note: The cleaning program also has to be manually entered for each tank cleaning machine. (See the Scanjet maker’s manual.) IMO No.9301419 The remaining time displayed is the time until the cleaning is completed. Total time is the time since the machine was installed or since the reset operated. To reset the run time, click onto the Reset Run Time Counter button, the run time and remaining time will be set to zero. Section 3.3.1 - Page 8 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual The total run time can be carried out in a similar manner using the Reset button. Prewash Report Window By clicking on the Print button the Prewash Report window opens. The operator is required to enter the name of the port and tank capacity, all other necessary fields are automatically filled in the by the system configuration. The report verifies that the tank cleaning has been done with the specified procedure. Once completed the report can be printed, it should be noted that reports can only be printed for one tank at a time. Alarm Handling The alarm handling is carried out by the TankRadar STaR alarm handling functions. The alarm is activated when any of the following events occur: • The machine has stopped before the specified time has elapsed • The machine is running longer that the specified time • The total running time since installation or reset has exceeded 300 hours • There is an interruption in the communications with the WashTrac terminal Issue: 1 IMO No.9301419 Section 3.3.1 - Page 9 of 9 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.2a Remote Sounding and Draught Gauge System Cargo Control Room Bridge Control Console Indicators with Dimmers SAAB IAS For Draft Barrier Panel (BB-1) For Trim Safe Area Hazardous Area 1 2 - 3 - 4 - 5 - 6 - 7 - Fore Peak Tank No.1 Water Ballast Tank (Port and Starboard) No.2 Water Ballast Tank (Port and Starboard) No.3 Water Ballast Tank (Port and Starboard) No.4 Water Ballast Tank (Port and Starboard) No.5 Water Ballast Tank (Port and Starboard) No.6 Water Ballast Tank (Port and Starboard) 1 2 Aft Peak Tank Issue: 1 IMO No.9301419 - Fwd Draught Mid Draught (Port and Starboard) Aft Draft Section 3.3.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 3.3.2 REMOTE SYSTEM Maker: Type: SOUNDING AND DRAUGHT GAUGE Hanla Level Co., Ltd Pressure Transducer Ballast Tanks No.1 ~ 6 WBT (Port and Starboard) and Fore Peak Model: Type: Number: Output: PL3700 Submersible, type U 13 4 ~ 20mA DC, 2 wire (level) Pt100 ohm, 3 wire (temp) Power supply: 12 to 28V DC (Intrinsically safe application) 12 to 30V DC (Safe area application) Overall accuracy: ±0.3% Operating temperature: -40ºC to +80ºC (Transducer) -40ºC to +85ºC (Amplifier) Aft Peak Model: Type: Number: Output: PL3700 Submersible, type B 1 4 ~ 20mA DC, 2 wire (level) Pt100 ohm, 3 wire (temp) Power supply: 12 to 28V DC (Intrinsically safe application) 12 to 30V DC (Safe area application) Overall accuracy: ±0.3% Operating temperature: -40ºC to +80ºC (Transducer) -40ºC to +85ºC (Amplifier) The ballast tanks, including the fore and aft peak tanks are each fitted with a pressure level/temperature transducer. Each transducer is mounted in an area where there is no turbulence, away from a pump suction or discharge line and at least one metre away from the heating coils. Each transducer and cable is located in a 65mm protective pipe which extends approximately 120mm above the top of the tank down to the dead zone. This is a known distance of 100±5mm above the tank bottom. Issue: 1 Cargo Operating Manual Each transducer cable is connected to its own remote box, each box is located in an area that can be vented to atmosphere. The remote boxes are linked to the IS barrier panel in the CCR and then to the Saab TankRadar STaR display and the Data Chief C20 The remote box provided the power for the transducer to operate, the signal from the transducer passes back to the remote box, then to the Saab TankRadar STaR display via the IS barrier panel. the assembly and the cable is led up to the deck level though a cable protection pipe to the individual remote box. The aft peak draught gauge transducer is connected to the sea water inlet penetration pipe in the engine room. The inlet pipe is from the ship’s side, without the 90° bend, and the connection assembly is the same as that for the forward and midship units. The remote box is located in a dry space. Draught Gauges Forward Draught, Midships Draught (Port and Starboard) Model: Type: Number: Output: Power supply: Overall accuracy: Operating temperature: PL3700 Draught mounting, type B 3 4 ~ 20mA DC, 2 wire 12 to 28V DC (Intrinsically safe application) 12 to 30V DC (Safe area application) ±0.3% -40ºC to +80ºC (Transducer) Compensated temperature: -20ºC to +80ºC (Transducer) -40ºC to +85ºC (Amplifier) The draught gauges are fitted with pressure level transmitters. The forward transmitter is fitted in the fore peak tank, the aft transmitter in the engine room and the midship transmitters (two) one in each of No.4 port and starboard ballast tanks. The ballast and draught transmitter signals are linked into the Saab TankRadar system and the Data Chief C20. There is also an electrical gauge read out for draught, trim and list on the bridge. The transducers should be mounted clear of turbulence, away from a sea chest, and at least one metre from any heating coils, they are also mounted horizontally to the base of the vessel. In order to achieve this the units are mounted on sea water inlets ship side penetration pipes with shut-off valves. The transducer units for the forward and midship draughts take their readings from the bottom of the vessel. An open 50mm pipe with a 90° bend extends 250mm up from the ship’s bottom to the transducer connection unit, the pipe has a 50mm ship side valve, with an extended spindle to deck. The transducer connection assembly, consisting of a 12mm vent tube an isolation valve, is connected to the inboard flange of the valve. The transducer unit connects to IMO No.9301419 Section 3.3.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Illustration 3.3.3a Overfill Alarm System On Upper Deck Cargo Operating Manual Cargo Control Room TANK OVERFILL ALARM HIGH LEVEL ALARM Power Supply AC220V 60Hz For Tank Overfill Strobe Light and Siren (AC 220V) Standby Power Supply DC 24V External Alarm for Tank Overfill Common Alarm For High Level Strobe Light and Siren (AC 200V) External Alarm for High Level Common Alarm External Alarm for AC and DC Power Fail To CRT of AMS in Engine Control Room I.S Barrier Board in Console Port Starboard Slop Tank Aft Peak Tank Port Starboard No.1 Heavy Fuel Oil Bunker Tank Issue: 1 Port Starboard No.2 Heavy Fuel Oil Bunker Tank Port Starboard No.6 Cargo Oil Tank Port Starboard No.6 Ballast Tank Port Starboard No.5 Cargo Oil Tank Port Starboard No.5 Ballast Tank Port Starboard No.4 Cargo Oil Tank Port Starboard No.4 Ballast Tank Port Starboard No.3 Cargo Oil Tank Port Starboard No.3 Ballast Tank Port Starboard No.2 Cargo Oil Tank Port Starboard No.2 Ballast Tank Port Starboard No.1 Cargo Oil Tank Port Starboard Fore Peak Tank No.1 Ballast Tank Safe Area Hazardous Area IMO No.9301419 Section 3.3.3 - Page 1 of 2 Yuri Senkevich - Hull No.1602 3.3.3 OVERFILL ALARM SYSTEM Maker: Model: Cargo Operating Manual Testing Illustration 3.3.3b COT Overfill Alarm Panel Hanla TMR-701T AU-160 No.1 C.O.T. (P) Each of the cargo tanks, both slop tanks and the HFO bunker tanks are fitted with a Hanla TMR-701T overfill alarm unit. No.1 C.O.T. (S) INHIBIT No.2 C.O.T. (P) The level alarm sensor consists of a magnetic float and reed switch built in the pipe. When the liquid level reaches a certain point, the reed switch is actuated by the magnetic float. This signal is connected to the alarm panel through the IS barrier. INHIBIT To Test the System No.2 C.O.T. (S) INHIBIT No.3 C.O.T. (P) INHIBIT a) No.3 C.O.T. (S) INHIBIT No.4 C.O.T. (P) INHIBIT No.4 C.O.T. (S) INHIBIT As well as activating the local alarm on the panel, an exterior alarm consisting of a siren and strobe light on the cargo deck is also activated. No.5 C.O.T. (P) INHIBIT No.5 C.O.T. (S) INHIBIT Each alarm is connected to a 16 channel AU160D alarm unit via connection terminal boards. The cargo tank overfill alarms are routed through connection terminal No.1. High level alarms for the cargo tanks and No.1 HFO bunkers tanks (port and starboard) are routed through connection terminal No.2 and all the ballast tanks and No.2 HFO bunker tanks through connection terminal No.3. No.6 C.O.T. (P) INHIBIT No.6 C.O.T. (S) INHIBIT SLOP TANK. (P) Tank overfill / power failure buzzer • High level alarm buzzer • AC and DC power failure pilot lamps • Power failure alarm reset pushbutton • Lamp test pushbutton The overfill alarm is set to operate at 98.% for the cargo oil tanks.The high level alarms are set to 95% for the cargo and ballast tanks and 95% for the HFO bunker tanks. Check all lights and the buzzer on the alarm panel by pressing the LAMP TEST button. INHIBIT c) Activate the INHIBIT button. INHIBIT d) Activate an alarm in each tank by lifting the testing device by approximately 10mm. HANLA HANLA LEVEL CO.,LTD. NAV on/off Press 5 sec NAV PWR FLICKER STOP BUZZER STOP LAMP TEST The system also has an alarm inhibit function, activated by pressing the INHIBIT button on the alarm panel. This function operates in the following manner: If prior to loading the ALARM HOLD button is already activated, it must be released and reactivated. This is done to clear any previous alarms in the system. When a float moves upwards, the relevant red LEDs on the alarm panel will start to flash, the buzzer in the alarm panel will sound, also the strobe alarm light and electric siren on deck for the designated alarm will be activated. • The strobe light for the tank overfill alarm is red in colour and the siren emits a WA-WOO sound. The tank high strobe light is yellow in colour with the siren giving a PI-PO sound. • If, after the alarm has been accepted, one of the level switches is be deactivated and reactivated due to movement on the cargo surface, the alarm will not be reactivated. • When the INHIBIT button is deactivated, all alarms and alarm LEDs will return to normal condition according to the signal inputs from the level switches on each tank. Pressing the BUZZER STOP button will cause the alarms to stop. However, the LEDs on the alarm panel will continue to flash. Pressing the FLICKER STOP button will cause the LEDs to become steady. Issue: 1 No alarm LEDs on the alarm panel should be lit. A green LED on the alarm unit is illuminated if the module is working properly. If the microprocessor inside the alarm module is defective, the green LED will flash. If the green LED does not illuminate there is a problem with the 24V DC supply or the internal 5V DC system. SLOP TANK. (S) INHIBIT • Switch on the system. b) INHIBIT INHIBIT The combined alarm panel is mounted in the cargo control console in the CCR and has all the necessary alarm and test button functions. Each level switch is fitted with a mechanical testing device which is located under a screw cap on top of the level switch’s junction box. By lifting the testing device slowly the reed switch at the alarm levels for that particular tank, will be triggered. When the INHIBIT button is activated, the first alarm from each tank will be the alarm horn and a flashing light on deck, as well as the buzzer on the alarm panel. The appropriate LEDs on the alarm module and on the alarm panel will also start to flash. IMO No.9301419 The red alarm LEDs on the alarm panel and on the switch unit will flash, the buzzer in the alarm panel and the horn on deck will sound, and the xenon strobe alarm light on the bridge wings will flash. e) Press the BUZZER STOP button on the alarm panel. The horn, xenon strobe alarm light and the buzzer in the alarm panel should turn off. The red alarm LEDs on the alarm panel should continue to flash. f) Press the FLICKER STOP button. All the red LEDs on the alarm panel should turn constant due to the alarm hold function being activated. g) Operate the testing device again, no repeated alarms should occur. h) Ensure that the testing device on each alarm unit has been returned to its normal position, replace the protective screw cap and deactivate the ALARM HOLD button. All alarm LEDs on the panel will now turn off. Section 3.3.3 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 3.3.4a Gas Detection System GAS ALARM REPEATER UNIT On Pump Room List Alarms List Faults Local Mute Repeater Unit on the Bridge Alarm/Fault Dimmer for ON LED Repeater Unit: Main and Pump Room System POWER ON GAS DISCONNECTION HIGH ALARM LEVEL EXTERNAL ALARM ALARM LEVEL SAMPLING POINT STATUS 1 ALARM MUTE DETECTOR 7 ALARMS IN QUEUE C3H8 POWER ON STATUS 2 F1 8 STU VWX 4 ALARM RESET F2 LIST SAMPLING POINT LIST DISCONNECTIONS LIST JKL MNO PQR 6 LIST 1 ABC 2 DEF 3 GHI SETUP 0 ENTER ESC STU SAMPLING POINT HOME SETUP Pg GAS SYSTEM FAULT.. F4 9 YZ 5 F3 ABNORMAL COND. FAULT ALARM FAULTS M MUTE GENRAL SETTINGS R RESET DISCONNECTION HIGH ALARM LEVEL EXTERNAL ALARM SAMPLING POINT ALARM LEVEL STATUS 1 STATUS 2 F1 ALARM MUTE DETECTOR Pg C3H8 ALARMS IN QUEUE 7 STU 4 JKL ALARM RESET 1 ABC F2 8 VWX 5 P/R BOTTOM 312 KVC 415 P/R VENT FAN DUCT KVC 415 P/R FLOOR BELLOW (S) KVC 415 415 KVC 415 KVC WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE WARNING ALARM FAILURE 02 02 02 02 02 02 % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE % PREHEATING ACTIVE NO.19 OFF FAILURE ALARM PRESET NO.20 ALARM PRESET WARN RESET PRESET NO.21A ALARM PRESET WARN RESET PRESET NO.21B ALARM PRESET WARN RESET PRESET NO.22A ALARM PRESET DISCONNECTIONS LIST 2 GHI 3 SETUP 0 ENTER ESC SAMPLING POINT SETUP HOME Pg FAULT FAULTS M MUTE GENRAL SETTINGS R RESET Pg PRESET NO.22B WARN RESET ALARM PRESET WARN RESET LIST Control Fresh Air Exhaust Inlet Air % PREHEATING OFF WARNING 6 ABNORMAL COND. ALARM 415 WARNING ALARM FAILURE ACTIVE ALARM LIST P/R FLOOR BELLOW (P) KVC BUZZER OFF SAMPLING POINT DEF STU KVC LIST PQR SYSTEM FAULT.. F4 9 YZ MNO F3 PRESET WARN RESET PRESET OFF CAL OFF CAL OFF CAL OFF CAL OFF CAL OFF CAL OFF %LEL Test Gas Main and Pump Room System Analysing Unit Flame Traps Sampling Lines from Pump Room Measuring Point Inside Analysing Unit CECR Safe Area Sampling Lines from Ballast Tanks Pipe System Measuring Pipes Shut Off Valves in Hydraulic Valve Unit Room Issue: 1 IMO No.9301419 Ex Area Section 3.3.4 - Page 1 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Control Unit Procedure for the Operation of the Gas Detection System Control Unit Description The control unit contains all control and checking functions of the system and is located in the CECR. The control unit is divided into two parts - the gas alarm panel and the operating panel. The gas alarm panel is activated when a gas alarm situation is detected. The sampling point number, alarm level and the actual gas detector in alarm are displayed. The Salwico Gas Sampling System is a gas detection system, which monitors and detects explosive gases in the ballast tanks and other spaces. The operating panel continuously displays the last sampling point and measured value. 3.3.4 GAS DETECTION SYSTEM Maker: Model: Consilium Salwico SW2020/KVC-41 The main system, SW2020 monitors for hydrocarbon explosive gases in the ballast tanks, air conditioning air intake, package air conditioning air intake, galley and engine room intakes and paint store. The system has 17 external sampling points and one internal point for sampling the atmosphere inside the cabinet itself. Of these sampling points 13 are designated to cover the ballast tanks, there are one sample points per tank and one sample point in the fore peak tank; these sampling points use a counter pressure type cone. The pump room system, KVC-41, continuously monitors for hydrocarbon, O2 and H2S content. The pump room has five sample points and one internal point for sampling the atmosphere inside the cabinet itself. The gas detection system is an automatic scanning, permanently installed gas detection system. The automatic scanning function ensures that the detector is connected to the different sampling points in a predetermined sequence. An actual test sample from the sampling point connected is obtained through the sampling pipe being pre-drawn off before the detector is connected. Presuction takes place only in the sampling pipe which is next to be connected for detection. This avoids unnecessary quantities of dust, dirt, salt and moisture being drawn into the filters, which are fitted to every individual pipe in the system. The entire internal pipe system in the analysing unit is purged automatically with clean air between the pre-suction and sampling phase. In order to avoid water or any other liquid being drawn into the pipe system and reaching the detector, an automatic pump stop function is included. A gas cylinder, with a gas mixture of known composition, is connected to the system for regular calibration of the gas alarm instrument, as well as checks on the operation of the system. Analysing Unit The analysing unit contains all functions for gas detection and transportation of the test samples, as well as an internal sampling point for monitoring internal gas leakage. The hydrocarbon gas detection is carried out by a SIMRAD GD10 infrared gas detector, the O2 detector uses a TXgard Oxygen unit and the H2S detector uses a TXgard Hydrogen Sulphide unit. The control and analysing units are contained in a single cabinet. External Alarm Panel The left-hand side consists of three keys: ALARM MUTE, ALARM RESET and ALARM IN QUEUE. The ALARM IN QUEUE key is used to find a gas alarm in the gas alarm list, while the other two keys are used to either mute or to reset an alarm. The right-hand side is used for operation of the system. Press one of the six LIST and SET-UP keys to operate and monitor the system. All six keys will open a list of items, sampling points, alarms etc. Use the four arrow keys to find the item required and use the function keys to select an action to perform. For example, make a manual measurement on sampling point 5 (SP5) by first pressing LIST SAMPLING POINTS, then choose SP5 with the arrow keys and finally press F3 (MEASURE) to start measuring on SP5. The sampling point details will be shown on the display. The function of this panel is to indicate alarms/faults visually and audibly on the bridge and in the fire control room. Some menus require a numerical input; manual measurement is one of them. Enter a new value with the numerical keyboard. Press ENTER to change the new value into the current value and press F1 to start measuring. Pipe System Press F1 to start measuring using the default value, which is 5 minutes. The pipe system transports the test samples from sampling points to the analysing unit and incorporates shut-off valves and flame traps, which are located at the control cabinet and sintered bronze cones in the sample lines. Standby It is important that the control/instrument air supply to the system is never isolated during the normal operation of the control units. The individual sampling line isolation valves must also remain open during normal sampling operations, these are located in the CECR. Special attention should be made to the ballast tank sampling system. When individual ballast tanks are filled, each sample point in that tank must be disconnected at the control unit. When disconnected, the control unit will send a counter air pressure flow down the line, this is sufficient to ensure that no water can enter the system, which might otherwise cause damage. The gas detection system consists of four primary units: Issue: 1 The control unit of the SW2020 gas sampling system is divided into two separate parts. IMO No.9301419 The control unit is in standby mode most of the time. The display shows that the measurement sequence is running. The system always displays the last measurement. The standby menu displays the system status. The standby mode can be identified by the clock in the upper right corner and can be reached by pressing the HOME key. The control unit will automatically return to standby mode 30 minutes after the last keyboard entry. Lists All manipulation required by the average user can be performed from the four lists in the system. Section 3.3.4 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Alarm List The left-hand side of the control unit always displays the sampling point in alarm and the alarm level (Hi or Low). Mute the gas alarms by pressing ALARM MUTE and reset the gas alarms by pressing ALARM RESET. Press ALARMS IN QUEUE to display the next gas alarm, if any. When more detailed information about an alarm is required, press LIST ALARMS on the right-hand side of the control unit. This list is opened automatically when a new gas alarm is detected. Use the arrow keys to display the next and previous alarms. • Cargo Operating Manual Purge This action will clean the pipe for that particular sampling point for 30 seconds. Before connection to the analysing flow, an automatic decompression is made through the internal sampling point for 10 seconds, this is in order to protect the pressure switch and pump membrane. Actions such as purge and manual measurements cannot be performed on a disconnected sampling point. The only action allowed on a disconnected sampling point is RECONNECT. After a MEASURE or PURGE operation, the normal measurement sequence starts at the sampling point that was interrupted. The re-evaluation sequence can be interrupted by manual measurement or purge. (See the Sampling Point List). Fault Alarm An analysing pump fault is caused by a pressure switch and stops the pump and scanning sequence if the system does not have the pump redundancy option. The pressure switch detects that the pump pressure is too low. The cause is probably a membrane leakage of the pump or a fault of the pressure switch itself. Service is needed if the fault cannot be reset. A bypass pump fault is caused by a pressure switch. During this period the scanning cycle continues but the bypass pump stops. The cause for this fault is the same as described for the analysing pump. Fault List Press LIST FAULTS, on the right-hand side of the control unit to display the faults in the system. This list is automatically opened when the system detects a fault. Mute faults by pressing the FAULT MUTE key and reset faults by pressing the FAULT RESET key. Sampling Point List Press LIST SAMPLING POINTS to enter the sampling point list. Select a sampling point with the arrow keys and use the function keys to perform an action. The following actions can be performed on a sampling point: • Value Disconnection List Press the LIST DISCONNECTIONS button to open the disconnection list. Disconnected sampling points are displayed one by one by using the arrow keys. Reconnect a sampling point by pressing Fl (Reconnect). Set-up - General Settings The system changes the access level and enters CONFIGURATION MODE when the correct access code for level 2, 3 or 4 is entered. The system will not start until the user chooses to start the system again (the access level is automatically changed back to 1) or the user time-out expires after 30 minutes. Choose a menu with the arrow keys. The menu numbers in this document are shown between brackets in each header. Display the value of the last gas measurement • • Disconnect Actions in the Event of the following Alarms Disconnect for a period of time or permanent (OFF). Before ballasting, always disconnect the corresponding sampling points. The counter pressure function will then be automatically set. Gas Alarm Measure Start measuring the gas concentration. With this function a prompt check of the actual gas concentration of the selected sampling point can be made. The sampling time can be set in minutes, though never below the set-up time. The gas value is updated and continuously shown in the display. The possible alarm, low or high, will be decided when the gas reading is stable. The remaining measurement time is continuously shown. Issue: 1 When the ALARM MUTE button is pressed, the audible alarm stops and all alarm outputs with mute functionality are deactivated. The scanning cycle continues and will give new alarms for each sampling point exceeding the alarm level. The alarms are stored in the alarm list and the sampling point of the last occurred alarm is shown as well as the alarm level Low or Hi. Activation of the ALARM RESET button starts a re-evaluation of the sampling point in alarm. An ALARM RESET request will stop the sampling sequence and make a new measurement. This re-evaluation is to be able to accept an alarm reset on the sampling point if the level is now below the alarm level. If the ALARM IN QUEUE button is pressed and a RESET of all sample points in alarm, the system will start re-evaluating these sample points one by one. It may therefore take a while to complete alarm reset for several sample points. IMO No.9301419 Internal leakage in the analysing unit is indicated when the automatic leakage control fails. This control is automatically tested once every 24 hours by closing all the sampling valves, running the analysing pump and checking that the vacuum switch is activated. If the vacuum switch is not activated the cause is a leakage at the vacuum side of the pump from pipes, solenoid valves, pipe couplings or the vacuum switch itself. Calibration: This fault indicates that zero or span calibration is not completed due to a value that is out of range, either due to a gas detector fault or a test gas fault. The bottle might be empty or the test gas mixture is not corresponding to the value that is set for span calibration. Gas Detector 1-4. Indicates a fault depending on which type of detector is in use. There might be a loss of power, a dirty mirror in an infrared detector or a sensor failure etc. Flow fault on sampling point X. Indicates a flow fault on the sampling point listed. Before indication of a flow fault, the automatic pipe cleaning function first attempts to remove the cause of the flow fault by flushing the sampling pipe for 15 seconds and then tries to obtain a new sample. If the flow fault still remains, the sampling point is automatically disconnected and a flow fault alarm is generated and listed in the fault list. The scanning cycle continues to the next sampling point. As long as the flow fault for a certain sampling point is listed in the fault list the fault remains. To be able to reset the flow fault the cause has to be removed. If a mistake was made concerning a sampling point in a ballast tank, that should normally have been disconnected before ballasting, the sampling point has to be disconnected via the LIST SAMPLING POINT key. Other fault alarms monitor the internal condition of the gas sampling system. Section 3.3.4 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Repeater Units Gas alarms are shown on the MN400 repeater panel which is located on the bridge. The previous and next alarms, if any can be listed with the arrow keys. Faults are shown when there are no non-muted gas alarms in the system. Cargo Operating Manual Procedure to Reconnect a Sample Point i.e. When Ballast Tanks are Empty a) Press the LIST DISCONNECTIONS button. b) Use the UP/DOWN arrow keys to bring up the sample point required. The clock is shown when there are no alarms or faults in the system. The local mute button has dual functions: 1) 2) It mutes the local buzzer if there are any entries in the fault or alarm lists. It will light the LCD display, all LEDs and sound the buzzer for 15 seconds if there are no entries in the gas alarm or fault alarm lists. The user can access the fault list with the ALARM/FAULT button if the repeater panel is presently showing the gas alarm list. The repeater will return to the alarm list after 15 seconds if no buttons are touched. Procedure to Disconnect a Sample Point i.e. When a Ballast Tank(s) is to be Filled a) Press the LIST SAMPLING POINTS button. b) Use the UP/DOWN arrow keys to bring up the sample point required. Note: Where all the ballast tanks have been disconnected, scroll down to ALL BALLAST TANKS. This will reconnect all the ballast tanks with one operation. It is also possible to reconnect all the tanks by selecting ALL c) Press RECONNECT. Procedure to Purge a Sample Line a) Press the LIST SAMPLING POINTS button. b) Use the UP/DOWN arrow keys to bring up the sample point required. c) Press PURGE. Where all ballast or all tanks have been selected these tanks will purge in sequence, for single line disconnection each sample line that is reconnected must be purged individually. Note: Where all the ballast tanks are to be disconnected, scroll down to ALL BALLAST TANKS. This will disconnect all the ballast tanks with one operation. It is also possible to disconnect all the tanks by selecting ALL c) Press the DISCONNECTIONS button. d) Press the DISCONNECTIONS button again to confirm the action. Issue: 1 IMO No.9301419 Section 3.3.4 - Page 4 of 4 PART 4 EMERGENCY PROCEDURES - DECK 4.1 Deck Fire Hydrant System 4.2 Deck Foam Systems 4.3 Discharge of Cargo from a Damaged Tank 4.4 Oil Spill and Pollution Prevention 4.5 Emergency Inerting of Ballast Tanks 4.6 Pump Room Bilge System 4.7 Emergency Towing Equipment Illustrations 4.1a Fire and Wash Deck System 4.2a Deck Foam System 4.4a Oil Spill Pump System 4.5a Emergency Inerting of Ballast Tanks 4.5b Emergency Inerting, Ballast Tank No.2 (Port Side) 4.6a Pump Room Bilge System 4.7a Forward Emergency Towing Arrangement 4.7a Aft Emergency Towing Arrangement Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.1a Fire and Wash Deck System BF33 Slop Tank (P) BF35 To/From Foam Room No.6 C.O.T. (Port) No.5 C.O.T. (Port) No.4 C.O.T. (Port) No.3 C.O.T. (Port) No.2 C.O.T. (Port) No.1 C.O.T. (Port) Forward Foam Room BF27 BF36 BF23 BF20 To Vent Riser BF17 BF37 BF13 To Hydraulic Oil Cooler for Bow Loading Space HPU BF10 To Bilge Eductor in Bosun's Store BF14 BF24 BF21 BF16 BF15 BF11 BF08 BF02 BF34 BF07 BF26 BF22 BF19 BF16 BF12 BF09 Air Blowing Connection BF32 Slop Tank (S) From Emergency Fire Pump No.6 C.O.T. (Starboard) No.5 C.O.T. (Starboard) No.4 C.O.T. (Starboard) Foam Room and Fire Control Station BF29 No.3 C.O.T. (Starboard) No.2 C.O.T. (Starboard) Focsle Deck To Upper Deck Fire Wash Deck Main BF05 To Accommodation BF06 BF31 PI BF59 No.1 C.O.T. (Starboard) BF26 To Deck Foam System BF04 For Flushing of Bow Line Key Fire Water BF30 Issue: 1 From Engine Room BF03 IMO No.9301419 Section 4.1 - Page 1 of 4 Yuri Senkevich - Hull No.1602 4.1 DECK FIRE HYDRANT SYSTEM Cargo Operating Manual Procedure for Supplying Sea Water to the Fire and Deck Wash Main Bilge, Fire and General Service Pump Maker: Model: No. of sets: Capacity: Test pressure: Motor output: Motor speed: Shin Shin Machinery Co Ltd SVS200F 2 240/200m3/h at 30/90mth 20kg/cm3 90kW 1,750 rpm Emergency Fire Pump Maker: Model: No. of sets: Capacity: Test pressure: Motor output: Motor speed: Shin Shin Machinery Co Ltd SVS100 1 72m3/h at 80mth 20kg/cm3 37kW 1,800 rpm Introduction The bilge, fire and GS pumps connect onto the fire and deck wash system and are normally kept ready for use so that in an emergency they are immediately available for operation. These pumps can be started from the fire control station, the bridge and the engine control room (ECR). The pumps take their suction from the sea via the engine room crossover main which has connections to the high and low sea chests or from the bilge system. The pump suction valves from this sea suction main and the discharge valves to the fire main outlet, are normally left open. An emergency fire pump is also connected to the system. The emergency fire pump is an electrically driven self-priming centrifugal pump and is situated in the emergency fire pump recess in the steering gear compartment. Its power supply is taken from the emergency switchboard, it can be started locally or remotely from the bridge or from the fire control station The emergency fire pump has its own sea suction chest with a manually operated suction valve BF58. The bilge, fire and GS pumps and the fire and deck wash system can supply sea water to the following systems: Position Open Close • The fire hydrants in the engine room • The fire hydrants on deck • The fire hydrants around the accommodation block Close • The deck foam system Open • Flushing water for the Bow Loading System (BLS) • Cooling water to the hydraulic oil cooler of the BLS hydraulic power unit • The hawse pipe wash • The bosun’s store bilge and chain locker bilge eductor Close Close Close Open Water may be supplied to the fire main using either of the bilge, fire and GS pumps. The suction valves from the SW main and the two discharge valves to the fire main are normally kept open on both pumps. Close Preparation for the Operation of the Fire Hydrant System Close a) b) Set the suction and discharge valves of the bilge, fire and GS pumps for supplying sea water to the fire main. The description assumes that the sea water main is already connected to the sea via the low suction. All of the intermediate isolating valves along the fire main on the upper deck must be open. c) All fire hydrant outlet valves must be closed. d) Set up the valves as shown in the following table: Note: Whenever a bilge, fire and GS pump, or the emergency fire pump, is operating, at least one fire hydrant valve, in the engine room or on deck, must be open to ensure a flow of water through the pump to prevent overheating. Open Close Open Description No.1 bilge, fire and general service pump sea suction valve No.1 bilge, fire and general service pump forward/aft bilge suction valve No.1 bilge, fire and general service pump direct port forward bilge suction valve No.1 bilge, fire and general service pump suction valve from aft peak tank No.2 bilge, fire and general service pump sea suction valve No.2 bilge, fire and general service pump forward/aft bilge suction valve No.2 bilge, fire and general service pump suction valve from aft peak tank No.1 bilge, fire and general service pump discharge valve to fire hydrant system No.1 bilge, fire and general service pump discharge valve to services No.2 bilge, fire and general service pump discharge valve to fire hydrant system No.2 bilge, fire and general service pump discharge valve to services Bilge, fire and general service pumps discharge valve to soot eductor Isolating valve to deck fire main Valve B1V B3V B5V B61V B2V B4V B62V B17V B15V B18V B16V B81V BF30 e) Select and start the duty bilge fire and GS pump. f) If additional water is required at the fire main, start either the standby bilge, fire and GS pump or the emergency fire pump depending upon circumstances. g) Open the desired fire hydrant valves on the fire and wash deck system after connecting the fire hose. The system is provided with a drain valve and air blowing connection to allow the system to be drained and dried out after use. Issue: 1 IMO No.9301419 Section 4.1 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.1a Fire and Wash Deck System BF33 Slop Tank (P) BF35 To/From Foam Room No.6 C.O.T. (Port) No.5 C.O.T. (Port) No.4 C.O.T. (Port) No.3 C.O.T. (Port) No.2 C.O.T. (Port) No.1 C.O.T. (Port) Forward Foam Room BF27 BF36 BF23 BF20 To Vent Riser BF17 BF37 BF13 To Hydraulic Oil Cooler for Bow Loading Space HPU BF10 To Bilge Eductor in Bosun's Store BF14 BF24 BF21 BF16 BF15 BF11 BF08 BF02 BF34 BF07 BF26 BF22 BF19 BF16 BF12 BF09 Air Blowing Connection BF32 Slop Tank (S) From Emergency Fire Pump No.6 C.O.T. (Starboard) No.5 C.O.T. (Starboard) No.4 C.O.T. (Starboard) Foam Room and Fire Control Station BF29 No.3 C.O.T. (Starboard) No.2 C.O.T. (Starboard) Focsle Deck To Upper Deck Fire Wash Deck Main BF05 To Accommodation BF06 BF31 PI BF59 No.1 C.O.T. (Starboard) BF26 To Deck Foam System BF04 For Flushing of Bow Line Key Fire Water BF30 Issue: 1 From Engine Room BF03 IMO No.9301419 Section 4.1 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Position Closed Closed Open As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required Open Closed Open As required As required Open As required As required Open As required As required Open Closed As required As required Open As required Issue: 1 Description Air blowing connection valve Drain valve Accommodation isolating valve A deck fire hydrant valve A deck fire hydrant valve B deck fire hydrant valve B deck fire hydrant valve C deck fire hydrant valve C deck fire hydrant valve D deck fire hydrant valve D deck fire hydrant valve Navigation deck fire hydrant valve Navigation deck fire hydrant valve After deck fire hydrant Paint store fire spray isolating valve Cross passageway fire hydrant Upper deck port side accommodation fire hydrant Upper deck starboard side accommodation fire hydrant Port side accommodation forward fire hydrant Starboard side accommodation forward fire hydrant Upper deck isolation valve Deck foam system isolating valve Intermediate isolation valve Fire hydrant above No.6 COT port Fire hydrant above No.6 COT starboard Intermediate isolation valve Fire hydrant above No.5 COT port Fire hydrant above No.5 COT starboard Intermediate isolation valve Fire hydrant above No.4 COT port Fire hydrant above No.4 COT starboard Intermediate isolation valve Vent riser isolation valve Fire hydrant above No.3 COT port Fire hydrant above No.3 COT starboard Intermediate isolation valve Fire hydrant above No.2 COT port Valve BF07 BF25 BF31 BF45 BF46 BF47 BF48 BF49 BF50 BF51 BF52 BF53 BF54 BF36 BF35 BF34 BF33 BF32 Position As required Open As required As required As required As required As required As required As required Description Fire hydrant above No.2 COT starboard Intermediate isolation valve Bow loading space fire hydrant Bosun’s store fire hydrant Drive water to bosun’s store eductor isolating valve Cooling water to hydraulic oil cooler Port hawse pipe wash isolating valve Starboard hawse pipe wash isolating valve Bow loading line flushing isolating valve Cargo Operating Manual Valve BF09 BF08 BF02 BF59 BF01 BF05 BF03 BF06 Emergency Fire Pump If the emergency fire pump is to be used this can be started remotely from the fire control room or the bridge as well as locally in the steering gear room. The suction valve BF58 and the discharge valve to the fire main BF37 from this pump are always kept open so the pump can be started and can supply water to the fire main immediately. The valves should, however, be operated periodically to ensure that they are operational and free to be closed should the need arise. BF27 The Fire Main BF26 The fire main has outlets in the engine room, around the accommodation block and on the deck forward and aft. At each hydrant outlet is a hose box containing a fire hose and nozzle unit. The hydrant outlet valves should be operated at frequent intervals to ensure that they will open satisfactorily should it be necessary in the event of an emergency. BF29 BF26 BF24 BF23 BF22 BF21 BF20 BF19 BF18 BF17 BF16 BF15 BF14 BF13 BF12 BF11 BF10 When the ship is trading in cold climate areas with the risk of freezing on deck, it will be necessary for the deck fire main to be isolated from the engine room riser and the feed line from the emergency fire pump. It will be necessary for the hydrant lines on deck and around the accommodation to be fully drained down with the drain valves left in the open position. Intermediate valves in the fire main along the deck should be kept open at all times to ensure that water will be available at all deck hydrants whenever required. The fire main must be maintained in an operational condition at all times and all hydrant valves must be closed so that pressure is available at the hydrants as required. IMO No.9301419 Section 4.1 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.2a Deck Foam System BF33 No.6 C.O.T. (Port) Slop Tank (P) No.5 C.O.T. (Port) FM29 No.4 C.O.T. (Port) FM15 No.3 C.O.T. (Port) FM11 No.2 C.O.T. (Port) FM07 FM03 No.1 C.O.T. (Port) FM22 From Foam Room FM24 FM17 FM20 FM13 FM09 FM16 FM05 FM12 FM08 FM01 FM04 FM45 FM25 FM18 FM23 FM14 FM10 FM06 No.6 C.O.T. (Starboard) No.5 C.O.T. (Starboard) No.4 C.O.T. (Starboard) Foam Room and Fire Control Station Foam Tank (3.5m3) Foam Tank (1m3) BF30 FM28 PI FM38 FM31 PI M FM37 FM39 Drain Focsle Deck To Bow Loading Space Foam/Water Spray FM42 FM41 FM36 FM35 PI FM40 PI M Foam Main Line BF31 BF29 FM33 FM26 FM40 M To Accommodation M To Upper Deck Fire Wash Deck Main Line Issue: 1 No.2 C.O.T. (Starboard) Forward Foam Room FM30 FM27 No.3 C.O.T. (Starboard) M Drain Bow Loading Space Foam/Water Spray No.1 C.O.T. (Starboard) Slop Tank (S) FM29 Air Blowing Connection FM02 FM21 FM46 BF08 Fire Wash Deck Main Line Key Foam Fire Water FM32 IMO No.9301419 Section 4.2 - Page 1 of 4 Yuri Senkevich - Hull No.1602 4.2 DECK FOAM SYSTEM Deck Foam Fire Extinguishing System Maker: No. of sets: Type: Tank capacity: NK Co Ltd 1 Foam liquid protein 3% 3.5m3 1 Vertical centrifugal CR8-80 Foam Proportioner No. of sets: Model: Capacity: 1 PRS50/150 6,000 litres/min water Foam Monitor No. of sets: Model: Capacity: Throw length: 7 SFS 100 3,700 litres/min 56 metres in still air Bow Loading Foam Fire Extinguishing System Maker: No. of sets: Type: Tank capacity: NK Co Ltd 1 Foam liquid AFFF 3% 1.0m3 Foam Pump No. of sets: Type: Model: 1 Vertical centrifugal CR10-7 Foam Proportioner No. of sets: Model: Capacity: Oscillating Foam Monitor No. of sets: Model: Capacity: Oscillating frequency: Throw length: Nozzle type: 1 OM-80 2,700 litres/min 8 cycles/min at 7 barg 18 metres at 30° LTN 2700 Bete N2 Foam/Water Nozzles Foam Pump No. of sets: Type: Model: Cargo Operating Manual 1 PRS50/150 6,000 litres/min water No. fitted: Flow rate: 10 54 litres/min During normal service the five foam main isolating valves along the upper deck would be left open. These are valves FM20, FM16, FM12 FM 08 and FM04. Procedure for Making the Foam System Operational a) Ensure that there is sufficient foam chemical in the foam tank. b) Check that the foam main isolating valves on deck are all open. These valves are normally left in the open position. c) If the weather is cold, the foam pump and system heaters must be left on. Bete N3 Foam/Water Nozzles No. fitted: Flow rate: 20 84.1 litres/min Procedure for Operating the Deck Foam System from the Fire Control Station Introduction There are two foam systems provided, the deck foam system located in the aft foam room and the bow loading foam system located in the forward foam room, port side beneath the focsle. Each system has its own dedicated foam tank and foam pump. Deck Foam System The foam system supplies foam to seven outlets at various points along the upper deck. The foam is made by mixing sea water supplied by the bilge, fire and GS pumps or the one emergency fire pump, with foam making chemical. When the water is supplied from the bilge, fire and GS pumps, the isolating valve from the engine room BF30 and the cross flow line isolating valve FM26 must be open. The foam is generated by mixing the foam making chemical with sea water at a ratio of 3% chemical solution to 97% sea water. The liquid foam making chemical is stored in a 3.5m3 tank located inside the foam and fire control station in the port side accommodation on the upper deck. The tank contains 3,000 litres of foam liquid protein. The chemical is supplied to the foam proportioner by means of the foam liquid pump. In the proportioner the liquid foam chemical mixes with sea water and the combined sea water and liquid foam pass into the foam main. There are seven directable foam monitors which allow foam to be sprayed over the deck area of which two are located just in front of the accommodation block. In addition to the fixed monitors, four sets of portable foam fire fighting appliances are located in labelled foam boxes, one by each of the monitors on A deck and one by each midship cargo gear store. Inside each of the foam Issue: 1 boxes is a portable branch pipe and a hose which can connect to the foam main via one of the foam hydrant valves. IMO No.9301419 The following sequence and the valve numbers used relate to illustration 4.2a shown above: a) Ensure that power is available to the equipment and if necessary start a standby generator. b) Ensure the system flushing valve FM30, is closed. c) Ensure that the fire water supply isolating valve from the engine room BF30 and cross flow valve F26 are open. Start the emergency fire pump or either of the bilge, fire and GS pumps depending on which is duty. d) Open the foam tank system outlet valve FM29 to the foam pump and the fire pump inlet valve to the proportioner, valve FM27. e) Press the START button on the foam pump starter and check that the pump runs up to speed. f) Open the monitor and hydrant valves nearest to the fire as required. If a manual foam applicator is to be used it should be connected before the hydrant valve is opened. g) The system is at its optimum with one monitor and two portable applicators in use. Should it be necessary to use more than this, the effectiveness of the system will be reduced. Section 4.2 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.2a Deck Foam System BF33 No.6 C.O.T. (Port) Slop Tank (P) No.5 C.O.T. (Port) FM29 No.4 C.O.T. (Port) FM15 No.3 C.O.T. (Port) FM11 No.2 C.O.T. (Port) FM07 FM03 No.1 C.O.T. (Port) FM22 From Foam Room FM24 FM17 FM20 FM13 FM09 FM16 FM05 FM12 FM08 FM01 FM04 FM45 FM25 FM18 FM23 FM14 FM10 FM06 No.6 C.O.T. (Starboard) No.5 C.O.T. (Starboard) No.4 C.O.T. (Starboard) Foam Room and Fire Control Station Foam Tank (3.5m3) Foam Tank (1m3) BF30 FM28 PI FM38 FM31 PI M FM37 FM39 Drain Focsle Deck To Bow Loading Space Foam/Water Spray FM42 FM41 FM36 FM35 PI FM40 PI M Foam Main Line BF31 BF29 FM33 FM26 FM40 M To Accommodation M To Upper Deck Fire Wash Deck Main Line Issue: 1 No.2 C.O.T. (Starboard) Forward Foam Room FM30 FM27 No.3 C.O.T. (Starboard) M Drain Bow Loading Space Foam/Water Spray No.1 C.O.T. (Starboard) Slop Tank (S) FM29 Air Blowing Connection FM02 FM21 FM46 BF08 Fire Wash Deck Main Line Key Foam Fire Water FM32 IMO No.9301419 Section 4.2 - Page 3 of 4 Yuri Senkevich - Hull No.1602 h) Check that foam is issuing from the monitor and applicator so that the foam can be sprayed where it is required. WARNING The discharge from the monitors should not be directed at the fire until foam begins to issue from the nozzle(s). The foam should be directed so that it spreads over the surface of the burning oil and gradually smothers the fire. The foam should not be aimed directly at the oil in case it causes it to splash and spread. Also use the prevailing wind and slope of the deck to assist in creating a blanket whenever possible. Procedure for Cleaning and Preparing the Deck Foam System a) After finishing with the deck foam system shut down the emergency fire pump or the bilge, fire and GS pump(s), and the foam pump. Cargo Operating Manual Bow Loading Foam System The bow loading foam system can be operated from the master control cabinet in the wheel house or a local control cabinet in the forward foam room. The system can also be used to spray sea water if required. The following areas are covered: a) Open sea water spray isolating valve FM32. • Bow loading area coupler housing by foam nozzles. b) The sea water spray system is now in operation. • Fairlead, chain stopper and guide roller by water nozzles. c) After the fire is extinguished, close the spray isolating valve FM32. A foam branch pipe, connected to a foam hydrant valve FM31, can also be used in the bow loading area. The system is configured as previously described for the deck foam system except that the foam tank has a capacity of 1.0m3 and is filled with 736.2 litres of foam liquid 3% AFFF. Procedure for Operating the Bow Loading Foam System from the Wheelhouse or the Forward Foam Room d) Start the duty fire pump and the foam liquid pump. Open the forward monitor on the tank deck until clean sea water is discharged and then operate all other monitors and hydrants for a few seconds to clear foam residues from the lines. The following sequence and the valve numbers used relate to illustration 4.2b shown above. From the wheelhouse master control cabinet or the local control cabinet carry out the following: g) Refill the foam tank as soon as possible. When the ship is operating in cold weather climates, it will be necessary to ensure that the foam line on deck is thoroughly drained down and for this purpose a drain valve FM25 and an air blowing connection FM45 are provided, the valves are left in the open position after use. During cargo operations in these climates it would be expedient to have the drain line valve and air blowing valve closed for that period in order that the system is ready for immediate use. Procedure for Operating the Bow Water Spray System Bow loading area enclosed space (bow hose handling winch, rope storage drum and traction winch) by foam nozzles. Open the flushing valve FM30. Revert all valves to their standby positions. Check that foam is issuing from the monitor and/or nozzles and that the foam blanket is effective in extinguishing the fire. Bow loading area by oscillating foam monitor. c) f) h) • Close the foam tank outlet valve FM29 to prevent sea water entering the foam tank. Stop the duty fire pump and the foam liquid pump. Should it be necessary, use the foam branch pipe from foam hydrant FM31. • b) e) g) Note: Prior to carrying out bow loading operations the fire and deck wash system must be pressurised so that in the event that the bow loading foam system is required, sea water pressure is available. a) Ensure that power is available to the equipment and if necessary start a standby generator. b) Start the foam pump. c) Open fire main isolating valve FM40. d) Open the following valves according to the fire area: Procedure for Cleaning and Preparing the Bow Loading Foam System After finishing with the bow loading foam system, proceed as follows: a) Stop the foam pump. b) Check open the foam pump suction valve FM37. c) Manually close the foam tank suction valve FM42. d) Manually open the flushing valve FM39. e) Start the foam pump and flush the foam line. f) Flush the system until clear water issues from the monitor or nozzles. g) Stop the foam pump and manually close the flushing valve FM39; manually open the foam tank suction valve FM42. h) Revert all other valves to standby condition. i) Refill the foam concentrate in the foam tank. 1) Bow loading open deck area monitor isolating valve FM33. 2) Coupler housing enclosed space isolating valve FM34. 3) Bow loading equipment area isolating valve FM34. Issue: 1 e) Open the foam pump suction valve FM37. f) Confirm the flushing valve FM39 is closed. IMO No.9301419 Section 4.2 - Page 4 of 4 Yuri Senkevich - Hull No.1602 4.3 Cargo Operating Manual DISCHARGE OF CARGO FROM A DAMAGED TANK Should a leakage to sea or to a ballast tank occur due to suspected tank damage, measures should be taken to reduce the head (increase the ullage) in the cargo tank involved, either by internal transfer or discharge ashore. Unless corrective action is taken promptly, oil will continue to flow to sea until the hydrostatic balance is achieved between the head of oil remaining in the tank and the sea water pressure exerted on the outer hull. If it is not possible to identify the specific tank from which the leakage is occurring, the levels of all tanks in the vicinity should be reduced, taking into account the effect on hull stresses and stability. Should it be suspected that the leakage is from a fracture on the bottom plating or lower shell plating, then the level in the tank, if full, should be reduced and then a water bottom pumped into the damaged tank to prevent further oil spillage. Remember that in a tidal stream, any seepage or leakage from the hull (or sea valve, for that matter) may be carried by the current to another part of the ship before it surfaces and is noticed. This is particularly so in the area of the bilge keels. For example, oil leaking from a sea valve can be carried forward by the current, entrapped below the bilge keel, to surface in the forward part of the ship. Where action is taken to prevent or minimise oil spillage, preventive measures should take priority over cargo segregation and quality concerns. Similarly, no action must be undertaken that could jeopardise the safety of the personnel on board the ship and on shore Issue: 1 IMO No.9301419 Section 4.3 - Page 1 of 1 Yuri Senkevich - Hull No.1602 4.4 OIL SPILL AND POLLUTION PREVENTION CARGO Cargo Operating Manual Illustration 4.4a Oil Spill Drain System Introduction Small spills can occur during routine transfer operations on the ship, i.e. during loading, discharging, ballasting, bunkering etc. If an oil spill occurs at any time, the Ship’s Oil Spill Emergency Plan (SOPEP) must immediately be put into operation. Responsibilities Access Manhole for Deck Spill Drain Plug Maintenance Deck Spill Drain Pipe The responsibilities of shipboard officers are clearly laid down in the company’s regulations but may be summarised as follows. During any loading, transferring or discharging of cargo, tank cleaning or ballasting and when bunkering, the Master or chief officer and the Chief Engineer or second engineer must be on board. During these operations at least one deck officer and engineer must be on duty. Preventative Measures The prevention of oil spills must be regarded as a high priority in any oil transfer operation. The most commonly recorded causes of operational spills are cargo and bunker overflows, pipeline leakage including COW lines, leakage from overboard and sea valves, the accidental discharge of dirty ballast and lastly oil spray from tank vents and common vapour risers. In addition, direct leakage from the ship’s hull is an occasional cause of minor spillages. Measures adopted to prevent these occurrences are fully described in the International Safety Guide for Oil Tankers and Terminals (ISGOTT), and include specific items on the Ship/Shore Safety Checklist. A copy of this publication should be kept with this plan. If, despite the adherence to proper procedures, an oil spill does occur, all cargo and bunker operations should be stopped by the quickest possible means and should not be restarted until the source of the leak has been identified, rectified and all hazards from the oil released have been eliminated. In most cases, the cause of the leak will be obvious but, in some instances, such as spillages resulting from slight hull leakage, the source may be difficult to locate, requiring the services of a diver. The duty officer assisted by the duty watchman should undertake the following actions in the event of an incident. He should also inform the Master, chief officer and the Chief Engineer to facilitate the mobilisation of additional manpower as required and to initiate notification procedures. Issue: 1 Ballast Tank Blank Plug Port Cargo Oil Slop Tank Starboard Cargo Oil Slop Tank Tank Overflow Overboard and Sea Valves Leakage Should a tank overflow occur, the flow to the tank should be stopped immediately and the level in the tank lowered by the most practical means. Should leakage from an overboard or sea valve occur, the cargo operation should be stopped immediately and the pressure relieved from the relevant sections of line. Pipeline Leakage Should leakage occur from the ship’s on-deck pipework or from transfer hoses, the cargo operation should be stopped immediately and pressure relieved from the leaking section of line. The line content may be dropped or, if necessary, pumped into an empty or slack tank. IMO No.9301419 Oil Spray from Tank Vents and Common Vapour Risers Should an oil spray occur from tank vents/mast risers, the cargo flow should be stopped and the vent/riser shut and allowed to drain. The cause of the oil entrainment in the vapour flow should be established and the necessary measures taken to prevent recurrence. Section 4.4 - Page 1 of 2 Yuri Senkevich - Hull No.1602 Hull Leakage Should spillage be suspected due to hull leakage, measures should be taken to reduce the head of cargo in the tank involved, either by internal transfer, listing/trimming the ship or discharge ashore. Unless timely corrective action is taken, oil will continue to leak to the sea until a hydrostatic balance is achieved between the head of oil remaining in the tank and the sea water pressure exerted on the hull. Should it not be possible to identify the specific tank from which leakage is occurring, the levels of all tanks in the vicinity should be reduced, taking into account the effect on hull stress and stability. Should it be suspected that leakage is from a fracture in the bottom plating or lower shell plating, consideration should be given to reducing the level in the tank, if full, and then pumping a water bottom into the damaged tank to prevent any further oil spillage. Containment on Board In the event of an oil spill on deck, the following steps should be taken to prevent or minimise overside pollution utilising the on board spill equipment. Cargo Operating Manual Oil Leakage/Overflow during Loading a) Contact the terminal and request to stop loading immediately. Cease all cargo and ballast operations. b) Follow the individual terminal emergency stop procedures and signals. a) Stop/trip the cargo pumps immediately. Cease all cargo and ballast operations. c) Manifold valves may be closed only after permission is received from the terminal. b) Inform the terminal about the nature and extent of the leak. c) d) In case of overflow, open valves to any empty/slack tanks to reduce the level of the overflowing tank. Sound the General Emergency Alarm with a PA broadcast and muster the oil spill emergency reponse team. d) The manifold valves may be closed. e) Sound the General Emergency Alarm with a PA broadcast and muster the oil spill emergency reponse team. e) Identify and isolate the leaking section of the line if possible. Should an oil spill occur during cargo handling, the following actions should be followed: f) Check/stop the air intake to accommodation, stop non-essential air intakes to the engine room. f) Open the drop valves to drain the top lines and consider reducing the IG pressure in the tanks. g) Check/stop the air intake to the accommodation. Stop nonessential air intakes to the engine room. h) Close all non-essential sea suctions. i) Re-check that all scuppers are shut. a) Identify the source and stop the leak. g) Close all non-essential sea suctions. b) Place drip trays or containers to catch the leakage. h) Re-check that all scuppers are shut. c) Bail or pump pools of oil into tanks, drip trays or containers. i) Contain the spill on board by opening the main deck drain valve leading directly to either the port or starboard slop tank d) Soak up the oil with absorbent material form the SOPEP kit. e) Ensure scupper plugs are tight and any excess water is drained off. f) List/trim the ship to maintain/increase the deck scupper volume. The prevention of overside pollution and its mitigation takes precedence over cargo quality and contamination concerns. Oil Leakage/Overflow during Cargo Handling j) Deck clean up is to be started and fire fighting equipment to be kept ready for use. j) Contain the spill on board by opening the main deck drain valve leading directly to either the port or starboard slop tank. k) Oil spill dispersants/emulsifiers should never be used overside except for small spills where written approval is received from the appropriate authorities. k) Deck clean up is to be started and fire fighting equipment to be kept ready for use. l) l) Reporting procedures to be followed as per the SOPEP/VRP depending on the location of the ship. Oil spill dispersants/emulsifiers should never be used overside except for small spills where written approval is received from the appropriate authorities. m) Loading may be resumed after the fault has been rectified. m) Reporting procedures to be followed as per the SOPEP/VRP depending on the location of the ship. n) Discharging may be resumed after the fault has been rectified. There are direct drop plug valves port and starboard that directs the liquid via a drain pipe that passes through the ballast tanks (No.6 port and starboard) to the respective slop tank. Each drain pipe has a double U bend to prevent blow back from the slop tank IG pressure. Issue: 1 IMO No.9301419 Section 4.4 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.5a Emergency Inerting Ballast Tanks No.6 Water Ballast Tank (Port) Deck To Gas Sampling System IG36 No.5 Water Ballast Tank (Port) No.6 Cargo Oil Tank (Port) Slop Tank (Port) No.4 Water Ballast Tank (Port) No.5 Cargo Oil Tank (Port) IG35 No.1 Water Ballast Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port) P/V Breaker IG22 OD303 IG17 IG40 IG42 IG11 IG33 IG32 OD356 IG30 HC273 HC271 IG39 IG37 BA-048 IG29 IG28 IG25 IG26 IG23 IG16 Steam Return IG13 IG10 IG08 IG05 IG02 Fore Peak Tank IG31 IG43 Sea Water Supply From Engine Room PT IG24 IG27 To Bow Loading Vent Riser IG21 IG18 IG34 No.2 Water Ballast Tank (Port) No.4 Cargo Oil Tank (Port) To Cargo Oil Main Line Minimum 2500mm No.3 Water Ballast Tank (Port) IG14 IG09 IG06 IG03 IG12 IG07 IG04 IG01 IG15 IG19 Steam Supply IG38 IG20 Key Ballast Water Hydraulic oil Inert Gas Slop Tank (Starboard) Deck Pump Room To Water Ballast System No.6 Cargo Oil Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.5 Water Ballast Tank (Starboard) No.6 Water Ballast Tank (Starboard) No.4 Cargo Oil Tank (Starboard) No.4 Water Ballast Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard) No.3 Water Ballast Tank (Starboard) No.2 Water Ballast Tank (Starboard) No.1 Water Ballast Tank (Starboard) Steam Inert Gas Main Condensate Air Vent Air Vent Flexible Hose Fill Pipe Cargo Oil Tank IG28 Cargo Oil Tank Ballast Tank Issue: 1 IMO No.9301419 Ballast Tank Section 4.5 - Page 1 of 4 Yuri Senkevich - Hull No.1602 4.5 EMERGENCY INERTING OF BALLAST TANKS Description On each starboard cargo tank 250mm inlet pipe from the IG main is a 150mm spur line with an isolating valve and blank flange, this is to facilitate the emergency inerting of the ballast tanks. Three flexible hoses, 150mm in diameter and 30m long is provided for inerting via a dedicated stub piece at the after end of each ballast tank on deck. From this stub piece IG can be introduced into the top of the ballast tank to provide a layer of inert gas on top of the ballast. This system would be used if the ballast tank contains liquid. Alternatively, it is possible to direct IG into a ballast tank via its suction line, by connecting the IG main to the ballast line by the insertion of a spool piece located on deck, see illustration 4.5b. Cargo Operating Manual The atmosphere from the ballast tank should be vented via the tank hatch for the three possible alternatives of inerting the tanks. The pressure to the ballast tank can be controlled by the IG to deck pressure setting regulator and also by the IG line master controller to the mast riser. Continue inerting until the oxygen reading at the sample point is consistently below 8%. Depending on requirements, it is prudent to continue inerting until a level of 5% or less oxygen is reached, to give a greater safety margin. Alternatively the ballast tanks can be inerted using the IG connection to the ballast system as follows: Note: Inerting of the ballast tanks will only provide a blanket of inert gas over the liquid and will require topping up at intervals as the tank breaths. Procedure to Carry Out Emergency Inerting of a Ballast Tank (Example 1, No.6 Starboard Ballast Tank, Partially Flooded) a) The inert gas plant should be ready for operation. b) Check that the COT IG pressure has been lowered to a minimum. c) Remove the blank from the spur on the IG main at valve IG-28 and at the elbow located at the forward end on No.6 starboard WBT. d) Then connect the flexible hose between the valve IG-28 and No.6 WBT elbow. e) Start up and run the IG system, normal operating parameters apply, see section 1.4 for details. Open the valve on the IG spur line at No.6 COT. Position Open f) Description No.6 IG spur line valve Valve IG-28 Open the deck isolating valves for the IG main. Inert gas will now be sent to No.6 starboard ballast tank. Position Open Description IG deck isolating valves Valve IG-34, IG-31 g) Open the ballast tank hatch to act as a vent, provided that there is no lightning or source of ignition in the vicinity. h) Monitor the vapour at the outlet. Issue: 1 IMO No.9301419 Section 4.5 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.5b Inerting Ballast Tanks From Inert Gas Main Line IG-37 BA-048 Upper Deck BA-047 Upper Deck BA-046 No.6 Ballast Water Tank (Port) 3.25M/S Water Ballast Tank No.2 Ballast Pump 2,500m3/h at 35mth BA-038 No.5 Ballast Water Tank (Port) No.4 Ballast Water Tank No.3 Ballast Water Tank (Port) (Port) BA-027 BA-023 BA-019 BA-025 BA-021 BA-017 No.2 Ballast Water Tank (Port) No.1 Ballast Water Tank (Port) BA-015 BA-011 BA-007 BA-013 BA-009 BA-005 BA-034 Water Ballast Strip Eductor 300m3/h at 20mth BA-033 3.10M/S BA-045 BA-043 3.25M/S BA-036 BA-031 BA-035 BA-030 BA-002 BA-029 BA-001 BA-003 3.10M/S BA-037 BA-044 BA-042 No.1 Ballast Pump 2,500m3/h at 35mth Sea Chest BA-028 BA-024 BA-020 BA-016 BA-012 BA-008 BA-004 Fore Peak Tank BA-039 BA-040 BA-026 BA-041 To Cargo Oil System BA-022 BA-018 BA-014 BA-010 BA-006 BA-032 No.6 Ballast Water Tank (Starboard) No.5 Ballast Water Tank (Starboard) No.4 Ballast Water Tank No.3 Ballast Water Tank (Starboard) (Starboard) No.2 Ballast Water Tank (Starboard) No.1 Ballast Water Tank (Starboard) Key Sea Water Hydraulic Oil Inert Gas Issue: 1 IMO No.9301419 Section 4.5 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Example 2, to Carry Out Emergency Inerting of No.6 Ballast Tank Starboard, No Flooding a) Shut the deck isolating valve IG-31 to maintain a positive pressure in the cargo tanks. b) Insert the spool piece in the inert gas/ballast system connecting line between valves IG-37 and BA048. c) Open the ballast line valves to No.6 starboard. Position Open Open Open d) Description Ballast overboard crossover to the starboard bottom line Ballast bulkhead starboard block valve No.6 ballast suction valves Valve BA-035 BA-028 BA-020, BA-022 Open the crossover from the IG main to the ballast discharge line. Position Open Description Inert gas supply to ballast line Valve IG-37, BA-048 e) Open the ballast tank hatch to act as a vent, provided that there is no lightning or source of ignition in the vicinity. f) The IG system should be running and ready for use. g) Open the deck isolating valve IG-34 to supply IG to No.6 starboard WBT. Inert gas will now be delivered to No.6 starboard ballast tank, entering via the ballast suction valves and exiting through the ballast tank hatch. Continue inerting until the oxygen reading at the tank vent is consistently below 8%, at which point the tank can be considered inert. Depending on requirements, it may be prudent to continue inerting until a level of 5% oxygen is reached, to give a greater safety margin. On completion of inerting the tank lid can be closed, however the tank will continue the breath through the ventilators and the atmosphere should be regularly checked and topped up as necessary. Issue: 1 IMO No.9301419 Section 4.5 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.6a Pump Room Bilge System To MARPOL Line OP283 Upper Deck Upper Deck TC46 From Cargo Oil Pumps AUS Vacuum System Drain Tank (1m3) To Tank Cleaning Line Oil Discharge Monitoring System OP274 OP282 OP273 OT137 OP281 LAH OP269 OP280 Accumulator Slop Tank (Port) OP216 Cargo Stripping Pump 200m3/h From Cargo Oil Lines OP275 OP207 No.6 Water Ballast Tank (Port) - 500mm Above Loaded Water Line OP272 Line Drain To Cargo Oil Pumps Casing and Filter Stripping Line SW Crossover Line SW Crossover Line To Starboard Slop Tank OP270 (Normally Open) OP271 LAH LAH KEY Bilge PAL Air PI Sea Chest Hydraulic Oil Electrical Signal OP217 OP 222 Issue: 1 OP218 OP 221 OP 220 OP 219 IMO No.9301419 Section 4.6 - Page 1 of 2 Yuri Senkevich - Hull No.1602 4.6 PUMP ROOM BILGE SYSTEM Stripping Pump Maker: No. of sets: Model: Type: Speed maximum: Capacity: Steam condition: Steam consumption: General The cargo stripping pump is primarily used for cargo operations to strip lines ashore via the MARPOL line at the end of cargo operations. Additionally, it is used to pump out the bilge wells in the pump room when required, discharging them to the port or starboard slop tank. There are two bilge suction valves in the pump room, valves OP270 and OP271 take suction from the pump room tank top. The port pump room bilge suction, OP271 is hydraulically operated from a deck stand situated on the main deck inside the pump room entrance. The starboard suction is manually operated, and is normally left in the open condition with the intermediate block valve OP272 being hydraulically operated from a deck stand. Procedure to Pump the Pump Room Bilges a) b) c) Check the steam supply from engine room is available. For the operation of the pump one of the auxiliary boilers must be on line and ready for operation. After the duty engineer has confirmed that the isolation valve has been cracked open and the drain lines are clear, open the warming up bypass valve HC284 in the pump room. This will now warm through the main supply and exhaust return lines. Open the drain valves just before the stripping pump stop valve, just after the exhaust outlet valve, on the steam inlet shuttle valve casing and the two cylinder casing drains. When all of the drains have run clear, set up the stripping pump line valves ready for the required operation. Close the speed setting valve, so that the pump is ready for operational control Issue: 1 from the CCR. Close the warming through bypass valve, the stop valve and the return valve drains. d) Naniwa Pump MFG. Co.Ltd. 1 VOW-200 Vertical steam recipricating 37 strokes/minute 200m3/h at 135mth 15kg/cm2 3,400kg/h Cargo Operating Manual Inform the duty engineer to fully open the isolation valve in the engine room. Instrumentation Indication of steam pressure, suction pressure, discharge pressure and stroke rate are available on the cargo control console workstation. Additionally, a pump stroke meter and emergency stop button ares available on the overfill alarm console. e) Set up the stripping pump to discharge to the slop tanks . Position Description Valve Open Stripping pump discharge valves to slop OP281, OP273 tanks Open Stripping pump suction valves to the pump OP270, OP271 room bilges OP272 f) Open the pump discharge line valves to either the port or starboard slop tank Position Open Description Valve Stripping pump discharge valves to the port OP207 or OP201 or starboard slop tanks g) Open the required pump room bilge suction valve, either BG514F, port side bilge suction, or BG515F, starboard side bilge suction. Ensure that the AUS vacuum unit drain tank valve CO753F is closed. h) With the pump suction and discharge lines set, enter the speed value on the screen display, the pump speed should be increased gradually. The maximum speed allowed is 30 rpm. Monitor the discharge pressure, flow and pipeline integrity Note: Under no load conditions the speed of the pump will increase, therefore a good watch should be kept on the pump when it is coming to the end of suction. i) Monitor the level in the slop tanks. When the bilge pumping is completed, stop the pump and close all of the valves. Open the steam drains on the stripping pump. j) The bilge suction strainers should be inspected and cleaned in readiness for use. k) Return the starboard suction valve OP270 to the open position. . IMO No.9301419 Section 4.6 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.7a Forward Emergency Towing Arrangement Focsle Deck Main Deck Forward Foam Room Spurling Pipe Guide Rollers Hose Handling Winch Chain Stopper Fairlead Rope Storage Unit Fore Mast Traction Winch Tow Line To Tug Bow Shackle Guide Roller Chafing Chain Spurling Pipe Issue: 1 IMO No.9301419 Section 4.7 - Page 1 of 5 Yuri Senkevich - Hull No.1602 4.7 EMERGENCY TOWING EQUIPMENT Forward Emergency Towing Equipment Maker: Model: Safe working load: Chaffing chain: Tanktech Co Ltd. KETA-45F 2,000kN 76mm diameter, 8m long The forward towing gear is supplied by the builder and consists of a dedicated chafing chain which is stowed close to the chain stopper. The following are part of the forward loading equipment but can also be used for the emergency towing chain: • Chain stopper with load cell (SWL 5,000kN) • Bow fairlead (SWL 10,000kN) • Guide rollers • Traction winch Aft Emergency Towing Equipment Maker: Model: • Tanktech Co. KETSP- 40A (Aft) Towing Pennant, 80mm steel wire, SWRH 6x52 IWRC with C type socket and stopper socket fitted on both ends of the rope, SWL 2,000kN and a breaking load of 4,000kN or more. The length of the towing rope is at least twice the lightest seagoing ballast freeboard plus 50 metres. • Storage drum for towing pennant • Strong point (SWL 2,000kN) • Fairlead (1160x504x1130) • Shackle, 45mm JIS SB type • Storage box for pick up gear • Pick up gear: • Pick up rope, polypropylene 16mm x 20m with two plastic floats • Self igniting light float, KSC-999, attached to the outboard end of the pick up rope for easy identification • Messenger line, polypropylene 40mm x 100m, breaking load 22.3 tonnes Cargo Operating Manual Description and Operation of Forward Towing Equipment The emergency towing arrangement is designed to comply with IMO resolution MSC 35(63) and classification society regulations. To open the stopper the flexible hoses are connected to the connections on the valve skid unit marked A1 (pressure) and B1 (return) and pump until the chain stopper is fully open b) Manually pull the chafing chain into the stopper from the forward end, ensuring the ‘standing link’ is in the correct position for the locking mechanism to engage. The chain stopper should lock on link 2 or 3. c) When the chain is in the correct position close the stopper by connecting the flexible hoses to the connections on the valve skid unit marked B1 (pressure) and A1 (return) and pump until the chain stopper is fully closed. d) The stopper is then locked by using the connections marked A2 (pressure) and B2 (return). The forward arrangement comprises the chafing chain and chain stopper. The chain stopper forms the strong point and transmits the load to the vessel’s structure through the strengthened area that it is mounted upon. With Power The chafing chain is normally stored in a box close to the chain stopper unit and a wire from the traction winch and round the guide rollers would be used to align the chain within the chain stopper. If power is available to the focsle area, start the HPU and operate the chain stopper from the local control. If there is no electric power then the chain stopper can be operated by means of the stored hydraulic power in the accumulators using the ball valve cabinet. The towing line from the tug would then be hauled onboard through the centre line fairlead and connected to the outboard end of the chafing chain with a shackle. The chafing chain passes through the roller fairlead and terminates with a link to which the tow rope is attached. As its name suggests, the chafing chain is used for the section of the tow where chafing could result in damage to the equipment, as it passes through the roller fairlead. a) Bring the messenger with the tow line from the tug up through the bow fairlead and stopper it off with a long line, sufficient to allow the tow line and chain to be controlled when passing back through the fairlead. b) Attach the tow line to the outboard end of the chain by means of the bow shackle. c) Slack back on the stopper and allow the eye of the tow line and chain to pass through the fairlead. d) Release the stopper and allow the chain to take up its natural position. e) The tug can now take up the strain on the line and start towing. Emergency Procedure a) Remove the chafing chain from its storage location. b) Pass a throwing line to the tug though the towing fairlead. The tug will attach a messenger line to the throwing line. c) Retrieve the throwing line/messenger line and pass the messenger line through the chain stopper and around a roller pedestal back to the tug via the return fairlead. d) Using its winch, the tug will draw the messenger line through the chain stopper, in turn drawing the towing wire onto the focsle through the towing fairlead. e) Lash the towing wire to the deck. Attach the chafing chain to the towing wire using the shackle. The pear shaped connection on the chafing chain is to be attached to the towing wire. f) Remove the messenger line from the towing wire and attach it to the other end of the chafing chain. The messenger line at this stage is still passing through the chain stopper and around the roller pedestal. g) The tug will now start to draw in the messenger line again, which will pull the chafing chain through the chain stopper. h) When the chain has entered the chain stopper, engage the stopper mechanism and secure the end of the chain. i) Remove the messenger line and the line lashing the towing wire to the deck. Without Power Should there be no electric or hydraulic power the chain stopper can also be operated by means of the hand pump. Issue: 1 a) IMO No.9301419 Section 4.7 - Page 2 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 4.7b Aft Emergency Towing Arrangement Storage Box for Pick-up Gear Air Motor Plastic Float Plastic Float Pick-up Rope C-Type Socket Messenger Rope Air Hose Strong Point Towing Pennant Fairlead Stopper Socket Retrieval Rope Storage Drum Manual Valve Deck Level Pick-up Gear Ship Side Issue: 1 Aft Emergency Towing Arrangement IMO No.9301419 Section 4.7 - Page 3 of 5 Yuri Senkevich - Hull No.1602 j) k) The tug will now start to take up the slack. Ensure that the area is free of obstructions and that slack is safely removed from the towing line. The chafing chain should pass through the fairlead to a reasonable distance. Once the slack has been removed, the tug can start to tow. WARNING As with any mooring operation, safe handling of lines and chains requires clear communication between all parties and constant awareness of the situation. All the safety procedures observed during mooring operations are to be employed at this time. Description and Operation of the Aft Emergency Equipment Cargo Operating Manual Pick-Up Gear The pick-up gear is stored in a box mounted next to the poop aft bulkhead in the centre line close to the storage drum. The box has a swing open cover and is arranged so that when the lid is opened, the pick-up gear can be easily removed and dropped into the sea. The pick-up gear comprises two marker buoys with a self-igniting light attached to a pick-up rope. The pick-up rope is buoyant and brightly coloured to make it easily visible and is attached to a heavier gauge messenger line which is used by the towing vessel to haul the towing pennant on board. Emergency Procedure a) Loosen the butterfly bolt on the pick up gear box and open the lid. The aft towing arrangement is intended for quick release and easy retrieval. A storage box contains the pick-up gear, marker buoys, pick-up and messenger ropes. The towing pennant and retrieval rope are stored on the storage drum situated on the poop deck forward of the fairlead and the strong point. b) Connect the end of the messenger rope to the C type socket of the towing pennant with a shackle. c) Go to the pick-up gear stowage container. Storage Drum d) Manually deploy the pick up rope with the light buoy over the stern of the vessel through the fairlead. Make sure the pick-up gear is falling freely into the sea. The light will automatically turn on. The storage drum houses the towing pennant and retrieval rope and it is fitted with a manual brake used to regulate the payout tension of the ropes and thus prevent the rope from running away and becoming caught up in the drum. The drum has a retaining chain incorporating a weak link to prevent it from rotating when not in use. This should be released prior to testing the operation of the equipment. In normal operation the weak link is designed to break when a force of more than three tons is applied during actual deployment. An air motor can be engaged to the drum and used to wind in the pennant and rope when finished with. e) f) Fairlead and Strong Point The fairlead is of welded steel construction, designed for a rated working strength of 200 tonnes for ships over 50,000 DWT, at a side angle of + 90° and 30° downward. The strong point in the system is mounted on a strengthened part of the deck, able to withstand the forces exerted during the tow. It is arranged with a tapered entry point so that the shackle linking the towing pennant to the retrieval rope cannot pass through. Once the towing vessel has retrieved the pick-up gear, it will secure the messenger wire and start to pull on it at a low load. The weak link on the stowage drum will break (at approximately a load greater than 3 tons) and the towing pennant will start to fall into the sea; its speed is controlled by a manually operated brake on the drum. While the pennant is being pulled out the rate of drum rotation can be controlled using the band brake. Turning the brake hand wheel clockwise increases the braking force. Note: Storage drum rotation should be carefully controlled with the band brake to prevent the drum over speeding and the pennant becoming loose and causing possible damage to the storage drum. g) When the towing pennant is fully paid out, the stopper will come up against the towing bracket. At this point, the towing vessel can secure the towing pennant and towing can commence. The stowage drum, strong point and fairlead are mounted close to the centre line of the ship. The storage box is then mounted as near as possible to reduce the possibility of any obstruction. Issue: 1 IMO No.9301419 WARNING Never deploy the towing pennant with the air motor connected to the storage drum. The towing vessel should not use its engines to pull out the towing pennant. The pennant should be allowed to free fall until the pennant stopper is in position against the towing bracket, at which point tow may commence. Retrieval Procedure The system is fitted with retrieval equipment which consists of a retrieval wire and an air motor. Air Motor Maximum horse power: Torque: Speed: Gear ratio: Air consumption: Hose diameter: Air pressure: 7.3PS 16.6kg/m 315 rpm 1/9.8 6.4m3/min 25mm 6kg/cm2 The storage drum is fitted with reduction gear, with a ratio of 1/114, which allows the drum to rotate at 3-4 rpm when the air motor is in operation. a) Remove the end cover from the storage drum and mount the air motor. Ensure air supply is clear of water before connecting flexible hose to the motor. b) Release the brake on the stowage drum by turning the hand wheel counter-clockwise. c) Have the tug release the towing pennant. d) Wind the retrieval rope onto the smallest storage part of the drum. e) Once the smaller drum is filled wind the towing pennant back onto the main drum, ensuring it is correctly layered. f) During retrieval, clean and check the towing pennant for damage and grease the rope. g) Once the towing pennant is back onboard and stowed, install the safety clamp back to the original location. h) Remove the air motor and replace the end cover plate. Section 4.7 - Page 4 of 5 Yuri Senkevich - Hull No.1602 i) Retrieve the messenger, pick up line and light buoy, wash it off with fresh water and allow it to dry. j) Repack the pick-up gear in the storage bin, ensuring the light is stored upside down. TOWING PROCEDURES Introduction When towing or being towed, the following shall be the main priority at all times during the operation: a) b) c) The safety of personnel, vessel and cargo. This includes other ships, floating hoses, mooring boats, tugs or any other object in the vicinity. Remember a safe operation is an efficient operation. Safe mooring should also include use of proper clothing, teamwork, communications, use of a mooring plan, team selection and briefing prior to arrival. All operations should comply with the Code of Safe Working Practices for Merchant Seamen. Cargo Operating Manual Connecting the Tow • Decision made by Master as to the equipment usage • Use the towing vessel’s emergency towing apparatus. • Towed by the bow the trim should be one in one hundred by the stern • Towed by the stern the trim should be one in eighty by the head • Use towed vessel’s emergency towing apparatus • Steer directly into wind to minimise yaw • Establish continuous radio communication between the two vessels and any other that may be involved in the operation • Some larger vessels yaw the least on a heading 20° to 30° off the wind • Pass a light line between the vessels • Connect to emergency towing apparatus buoy line and deploy when the other vessel is ready • Tow wire connected to other vessel If picking up other the vessel’s tow-wire, rig a bridle between two of the poop winches using their wires and connect to the tow wire using a suitable shackle. Note: The designed brake load on each winch is not more than 80% of the wire breaking strain with the wire at the inner level of the drum. The load at which the brake starts to render will vary depending on the number of layers of wire remaining on the drum and the condition of the brake linings. Passing Tow Line Alternatives Use line throwing apparatus to pass an initial light line followed by heavier lines. A helicopter with a lift capacity of two to three tons could be used to facilitate the connection. It should be remembered that speed and yaw have a considerable effect on the forces acting against a tow. In the case of speed, the forces increase considerably. Commencing the Tow Towing Another Ship There are many factors which determine the most suitable method of taking another vessel in tow. The type and size of the ship to be towed, the urgency of the situation, and the duration and route to be taken. Taking into account the size of the vessel, and the equipment fitted, it is extremely unlikely that the towing of another vessel will be undertaken except in the case of extreme emergency. This may occur when trying to prevent a vessel from grounding when either a tug or more suitable vessel is not available. In such situations, the following should be considered: The initial information required: • The towing vessel is to make way very gradually, using her engines in short bursts of minimum revolutions • Increase speed in stages of five revolutions per minute. Do not alter course until both vessels are moving steadily • When altering course do so in stages of 5° • The towing vessel should use its steering gear in conjunction with the towed vessel • If the towed vessel’s steering is not available her rudder should be placed amidships and locked • The towed vessel should not use her engines unless requested to do so by the towing vessel • The urgency of the situation and the time available before grounding • The size of the other vessel • The type of towing equipment available Steering Problems • Is power available for deck equipment? • Available manpower If towing by the stern and the rudder is not locked, the rudder may assume the hardover position. If towing by the bow and the disabled vessel’s engines are used, the propeller race can cause the rudder to assume a hardover position. The disabled vessel’s trim should if possible be as follows: Issue: 1 IMO No.9301419 Section 4.7 - Page 5 of 5 PART 5: MOORING AND DECK SYSTEMS 5.1 Mooring 5.1.1 Mooring Arrangements 5.1.2 Anchoring Arrangement Illustrations 5.1.1a Mooring Arrangement 5.1.1b Arrangement of Mooring and Anchor Handling Winches 5.1.2a Arrangement of Mooring and Anchor Handling Winches Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.1.1a Mooring Arrangement Issue: 1 IMO No.9301419 Section 5.1.1 - Page 1 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual 5.1 MOORING Introduction 5.1.1 MOORING ARRANGEMENTS On the focsle deck, the vessel is fitted with two electrically driven combined windlass/mooring winches. On the tank main deck (Exd area) three mooring winches are mounted on the starboard side (M1 to M3) and there are three mooring winches provided on the after deck, one each on the port and starboard side and one to port of the centre line (M4 to M6). Winches are of a non-automatic tensioning type. The forward combined windlass/winch units are fitted with one anchor cable lifter, two mooring drums and one warping drum. The mooring winches have one warping drum and two mooring drums. Mooring Winch (Inside Exd Area) Maker: Type: No. of sets: Rated: Drive motor: Controller type: Rolls Royce MWF 200F (2 mooring drums + 1 warping end) 3 52.7kW Squirrel cage, with explosion proof magnetic brake 6 pole, 440V, 60Hz CC01-FEX The winch electric motors are all provided with standstill heating which is interlocked with operation and is normally left switched on. The claw clutches are engaged and disengaged in order to drive a winch drum. The claw clutches are moved by a manually operated lever which must always be located on the locking pin after the clutch has been engaged or disengaged. Winch claw clutches have a single man operating facility. A local pushbutton arrangement at the clutch enables the drive shaft to be rotated slowly to a position where the clutch handle may be readily moved to engage the clutch. This arrangement enables a single person to engage/disengage the clutch. The drive motor slowly turns whilst the pushbutton is depressed. The mooring drums for all winches have a capacity of 220m of 34mm steel wire (B.S 76.2 ton) with an eleven metre nylon tail rope. The storage part of the split drum has capacity for five layers and the working part is sized for ten turns of wire in one layer. Mooring Drum Load/Speed: Light line speed: Brake hold capacity: 20.0 tonnes at 0 - 15m/min 0 - 45m/min 60.8 tonnes Warping End Load/Speed: Light line speed: 18 tonnes at 5 - 16m/min (approximately) 32m/min (approximately) Mooring Winch (Outside Ex Area) Maker: Type: No. of sets: Rated: Drive motor: Controller type: Rolls Royce MWF 200F (2 mooring drums + 1 warping end) 3 54kW Squirrel cage, with magnetic brake 6 pole, 440V, 60Hz CC01-F Mooring Drum Load/Speed: Light line speed: Brake hold capacity: 20.0 tonnes at 0 - 15m/min 0 - 45m/min 60.8 tonnes Warping End Load/Speed: Light line speed: 18 tonnes at 5 - 16m/min (approximately) 32m/min (approximately) The windlass brake is a spring loaded hydraulically released band brake, the hydraulic power pack supplying hydraulic power for release of the brake. The brake can be operated at the windlass using the manual brake wheel or from control panels at the ship’s side, these panels contain the pushbutton for operating the brake, digital readouts for the speed and number of shackles, reset button, dimmer buttons and emergency stop button. The brakes on the winch mooring drums are of the manually operated screw compressed band type. The windlass reduction gear is of the closed type and the mooring winch reduction gear is enclosed in an oil bath. Control of the focsle winches and windlass is exercised locally and from control stands at the ship’s side. The hydraulic unit provides hydraulic power for releasing the brakes on the windlasses when anchors are being lowered. The hydraulic power pack oil reservoir must always be maintained at the correct level using the correct grade of oil. Mooring Winch Description The winches are electrically driven and they are fitted with mechanically operated brakes. The electric motor drives the main shaft via a system of gears which are oil lubricated. The mooring drums are connected to the drive shaft by means of claw clutches which are manually engaged and disengaged. There is one type of mooring winch but there are differences in terms of hazardous area protection levels and left and right handed models. All have two drums and one warping head and are operated by a single column control stand. Mooring Winch Control Clutch Control The mooring winches have single control stands which incorporate a control lever for stepless speed control, an emergency stop pushbutton, this also serves as an on/off button and an ready for operation indicator light. The operator can drive one or both drums depending on how many clutches are engaged. Prior to operation, the winch main power switch at the starter panel must be turned to the ON position and after use this switch must be turned OFF. Issue: 1 IMO No.9301419 Section 5.1.1 - Page 2 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.1.1b Arrangement of Mooring and Anchor Handling Winches Ex - Area Steering Gear Room Bosun Store Bosun Store Steering Gear Room Bosun Store Hydraulic Power Unit Room BRL2 Bosun Store Bosun Store Steering Gear Room Issue: 1 IMO No.9301419 Section 5.1.1 - Page 3 of 4 Yuri Senkevich - Hull No.1602 Procedure for Operating the Mooring Winches a) Check the oil levels in the winch/windlass gearboxes, top up as required with the correct grade of oil. g) Cargo Operating Manual When finished with operations re-engage the brake and disengage the clutch, ensure the locking pin is replaced when the clutch is moved out. Mooring Winch b) Ensure the brake on each winch and windlass is secure and that all drive clutches are disengaged with their locking pins in place. c) Turn over the drive of each winch that is to be used to ensure that it is able to operate in both directions. d) Remove the locking pin on the clutch to be engaged, it may be necessary to rotate the drive in order to line up the claw clutch. When the clutch is engaged onto the drive, replace the locking pin. e) Release the brake on the winch drum. f) Operate the winch drum control lever in the ‘Heave’ or ‘Lower’ direction. Winch Control Stand Winch Control Stand CAUTION During pay out ensure that the wire or rope is not being pulled off the drum with more force than the speed capacity of the winch. Issue: 1 IMO No.9301419 Section 5.1.1 - Page 4 of 4 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.1.2a Arrangement of Mooring and Anchor Handling Winches Ex - Area Steering Gear Room Bosun Store Bosun Store Steering Gear Room Bosun Store Hydraulic Power Unit Room BRL2 Bosun Store Bosun Store Steering Gear Room Issue: 1 IMO No.9301419 Section 5.1.2 - Page 1 of 6 Yuri Senkevich - Hull No.1602 5.1.2 ANCHORING ARRANGEMENTS Forward Windlass/Winch Maker: Type: No. of sets: Rated: Drive motor: Controller type: Rolls Royce MWF 200 F/CU 95 K3 combined mooring winch/ cable lifter 2 101.3kW Squirrel cage, 6 pole, 440V, 60Hz CC03-F and CC08-F (double column) Cable Lifter Load/Speed: Stalling pull: Brake hold capacity: 48.3 tonnes at 0 - 12.0m/min 72.5 tonnes 295.7 tonnes The vessel is fitted with two electrically driven combined windlass/mooring winches on the focsle deck. The forward combined windlass/winch units are fitted with one anchor cable lifter, two mooring drums and one warping drum. The windlass brake is a spring loaded hydraulically released band brake, the hydraulic power pack supplying hydraulic power for release of the brake. The brakes on the winch mooring drums are of the manually operated screw compressed band type. The windlass reduction gear is of the closed type and the mooring winch reduction gear is enclosed in an oil bath. Control of the windlass is exercised locally from control stands and remote stands at the ship’s side. The hydraulic unit provides hydraulic power for releasing the brakes on the windlasses when anchors are being lowered. The hydraulic power pack oil reservoir must always be maintained at the correct level using the correct grade of oil. 20.0 tonnes at 0 - 15m/min 0 - 45m/min 60.8 tonnes The windlass cable lifter has five chain link pockets, this is driven by a reduction gear from a further motor driven reduction gearbox via a manually operated claw clutch. A multiple disc slipping clutch is fitted inside the gear case between the motor and the reduction gear. This protects the drive motor against overloading and will slip at a preset load. 18 tonnes at 0 - 24m/min 0 - 45m/min The windlasses are fitted with a hydraulically operated band brake powered by a remote hydraulic power pack. The hydraulic power pack unit for the windlasses is situated in the bosun’s store in the focsle. The brake may also be released manually. A guillotine type chain stopper is mounted between each windlass and hawse pipe. High holding power 11,025kg 3 The mooring drum on the windlass is connected to the drive shaft by means of a claw clutch which is manually engaged and disengaged. The drum is fitted with a hand operated band brake. The warping end is driven directly by the drive shaft which is connected to the drive motor by means of the gearbox. Warping End Load/Speed: Light line speed: Introduction Windlass Description Mooring Drum Load/Speed: Light line speed: Brake hold capacity: Cargo Operating Manual Anchors Type: Weight: No. of sets: Anchor Chains Windlass and Winch Control Chain section diameter: 95mm Steel: Grade U-3 Length: 742.5m The local windlass control column has two control levers for stepless speed control of the motor. The column control lever is spring loaded and will return to the central STOP position when released. There are two emergency stop pushbuttons, two ammeters and two ready for operation lamps. Chain Stopper Prior to operation, the windlass main power switch at the starter panel must be turned to the ON position and after use this switch must be turned OFF. The windlass/winch electric motors are all provided with standstill heating which is interlocked with operation and is normally left switched on. Type: Issue: 1 Roller IMO No.9301419 Control of the windlass when lowering an anchor requires control of the brake which is normally maintained in the applied position by a spring. In order to allow the cable to be paid out, the brake spring force must be released. This may be done hydraulically or manually. Lowering of the anchors may be controlled manually from the windlass or it may be controlled hydraulically from the hydraulic power pack controller. The hydraulic system automatically regulates the lowering speed to a preset maximum. If the speed tends to increase above this maximum value, the control system adjusts the flow of oil through the servo valve in order to control the brake force and regulate the speed of descent of the anchor. In order to lower the anchor automatically, the claw clutch on the windlass must be disengaged. Each shipside panel has a speed indicator, a cable length indicator, a RESET pushbutton, an ANCHOR LOWERING pushbutton and an EMERGENCY STOP pushbutton; there are also dimmer facilities at the panels. Before an anchor is lowered, the length indicator should read zero, if it does not and the anchor is fully stowed the length indicator must be zeroed by pressing the RESET pushbutton. The hydraulic unit for the brake is started by pressing the ANCHOR LOWERING pushbutton and from that point, the automatic control system regulates the oil flow to the brake cylinder. Pressing the EMERGENCY STOP pushbutton closes the hydraulic servo valve and the brake is applied to the windlass. The anchor is normally lowered using the drive motor to brake the descent. The winch drum claw clutch must be open but the cable lifter claw clutch must be closed. The windlass is started by moving the speed control lever in the PAY OUT direction. The anchor may be lowered using manual release of the brake. In this case the anchor is lowered (after the cable stopper and claw clutch have been released) by manually activating the brake release lever. The claw clutches are engaged and disengaged in order to drive a winch drum/ cable lifter or to remove a drive from a winch drum/cable lifter. Claw clutches are moved by a manually operated lever which must always be located on the locking pin after the clutch has been engaged or disengaged. Winch claw clutches have a single man operating facility. A local pushbutton arrangement at the clutch enables the drive shaft to be rotated slowly to a position where the clutch handle may be readily moved to engage the clutch. This arrangement enables a single person to engage/disengage the clutch. The drive motor slowly turns whilst the pushbutton is depressed. The following checks should be carried out before the windlass is used: • Confirm the clutch operation • Confirm the band brake operation and linings • Confirm the operation of the control lever • Confirm all greasing points have been greased and oil levels are correct Section 5.1.2 - Page 2 of 6 Yuri Senkevich - Hull No.1602 Cargo Operating Manual The local control panel also has pushbuttons for opening and closing the brake but these are used to operate the brake when the anchor has been secured. The local panel may also be used to start and stop the hydraulic power pack pump. e) Ensure that no personnel are near the windlass during anchor lowering. Check the cable length indicator reads zero and if not, zero the instrument using the reset pushbutton. f) Upon instruction from the wheelhouse, move the controller arm in the PAY OUT direction. The position of the control arm will govern the motor speed and hence the pay out speed. The rate of lowering must be within the maximum allowed. g) When sufficient cable has been paid out, move the controller arm to the ZERO position, close the chain stopper, tighten the windlass brake and open the cable lifter claw clutch. If the cable stopper is not properly closed and the brake is not properly applied, the cable lifter may slip due to movement of the vessel. The claw clutch must be disengaged in order to prevent damage to the drive motor and transmission system should the cable lifter slip. In order to lower the anchor automatically the claw clutch on the windlass must be disengaged. CAUTION Do not close or open the clutch whist the drive shaft is rotating as this can damage the clutch. WARNING Before an anchor is lowered, ensure that there are no lowering obstructions and that no small vessel is positioned below the lowering point. Note: The locking pin must always be placed in the clutch lever after a clutch has been engaged or disengaged. Local Windlass Control Stand with Cable Length Readout WARNING To minimise the risk of the inadvertent release of the anchors due to control failure, the period whereby the anchor is held on the hydraulic brake whilst the hydraulics are running should be kept at a minimum. When the operator arrives at anchor stations, the anchors will be fully secured and with the brake hydraulics and winch electrical circuits isolated. When the order is given, remove the lashings and remove the hawse pipe cover. If it then proves necessary to let go an anchor immediately due to unforeseen circumstances, the anchor may be let go using the manual release handwheel. The anchor is lowered by powering down on the motor or controlled release of the windlass brake. The brake is held on by means of a spring force and is normally released by the hydraulic cylinder system; mechanical release of the brake is available in the event of failure of the hydraulic system. The hydraulic power pack must be operating before the windlass is operated. The hydraulic brake servo release system is set so that the brake is released in order to control the speed at a predetermined value; the operator does not have to intervene as the hydraulic system is regulated automatically. Release of the windlass brake may be from the bridge or from the local anchor lowering control panel on the focsle. Issue: 1 Procedure for Lowering an Anchor from the Focsle using the Windlass Motor The windlass is usually operated in lowering mode using the motor to control the rate of lowering. a) Establish communication between the wheelhouse and focsle before lowering commences. b) Switch on the windlass and ensure that there is power at the windlass controller. The READY FOR OPERATION indicator should be illuminated and the automatic setting switch should be in the ZERO position. c) Ensure that the anchor is clear for lowering then close the winch drum brakes. Close the cable lifter claw clutch and open the winch drum claw clutches. d) Open the chain stopper and remove the anchor chain lashings. Remove the hawse pipe cover. Open the cable lifter brake; this may be done manually or hydraulically by pressing the ANCHOR LOWERING pushbutton at the local anchor lowering control panel. For the hydraulic release of the brake, the hydraulic power pack must have been started previously. IMO No.9301419 Shipside Windlass Control Section 5.1.2 - Page 3 of 6 Yuri Senkevich - Hull No.1602 Procedure for Lowering an Anchor from the Focsle Anchor Lowering Control Panel using the Brake Control a) Establish communication between the wheelhouse and focsle before lowering commences. b) Ensure that the power pack oil level is correct adding oil if necessary. Check the communication system between the focsle and the wheelhouse. c) Ensure that the brake is fully applied, the chain stopper is open, and that the anchor chain lashings are removed and safely stowed. Ensure that the hawse pipe cover is removed. d) Ensure that the cable lifter clutch is open. e) At the local starter panel, turn the brake control system power switch to the ON position and press the BRL PUMP START pushbutton to start the hydraulic power pack pump. Check that the pump operates and that the indicator lamp is illuminated. Cargo Operating Manual f) Check that the anchor cable length reading is zero. If it is not zero, press the RESET pushbutton. g) Confirm that there are no obstructions to lowering the anchor and that no personnel are near the windlass. Inform the wheelhouse that the anchor is clear for lowering WARNING Personnel should stand clear of the windlass and hawse pipe during the dropping of the anchor. h) h) When the vessel is correctly positioned for the release of the anchor, the wheelhouse will inform the focsle to release the anchor. Upon receiving this instruction, press the ANCHOR LOWERING pushbutton. The control system will direct oil to the brake release cylinder. Oil flow is controlled in order to maintain the set anchor cable release speed. The brake is released whilst the ANCHOR LOWERING pushbutton is depressed. In order to apply the brake, the ANCHOR LOWERING pushbutton is released. When sufficient anchor cable has been released, the wheelhouse will signal the focsle to stop lowering. Upon receiving this signal, release the ANCHOR LOWERING pushbutton. The windlass and anchor cable are then secured. WARNING If at any time during lowering of the anchor the speed increases abnormally and release of the ANCHOR LOWERING pushbutton does not control the situation, pressing the EMERGENCY STOP pushbutton will close the hydraulic servo valve and apply the windlass brake. Use of the emergency stop will put considerable forces into the windlass. i) Switch off the windlass electrical supplies and hydraulics. Procedure for Lowering an Anchor from the Focsle with Manual Control of the Brake The procedure for lowering the anchor with manual brake control is the same as the procedure above for lowering the anchor from the focsle with hydraulic brake control except that the brake is applied manually. This procedure would only be used if there was a failure in the hydraulic brake system. a) b) Ensure that the anchor is clear for lowering then open the cable lifter claw clutch and ensure that the cable lifter brake is fully applied by tightening in the brake screw. c) Open the chain stopper and remove the anchor chain lashings. Remove the hawse pipe cover. d) Ensure that no personnel are near the windlass during anchor lowering. Check the cable length indicator reads zero and if it does not zero, press the local panel reset pushbutton. e) Upon instruction from the wheelhouse, manually release the windlass brake and the anchor will lower due to its own weight. The operator must control the brake force in order to regulate the lowering speed of the anchor. After sufficient cable has been dropped, tighten the brake in order to stop the cable. CAUTION Automatic control of pay out speed is not available in this mode so ensure speed control is maintained. If speed does become excessive do not arrest the cable too quickly as this can impose high stresses on the cable and the windlass. f) When the anchor has been fully deployed, secure the cable and windlass. Procedure for Raising an Anchor The anchor is raised using the electric motor at the windlass/winch. Lifting is always carried out at the focsle at the windlass/winch control column. WARNING Before an anchor is raised, a check must be made to ensure that there are no obstructions to raising and that no small vessel is positioned in the vicinity of the cable area. a) Establish communications between the focsle and the wheelhouse. b) Switch on the windlass and ensure that there is power at the windlass controller. The READY FOR OPERATION indicator should be illuminated and the automatic setting switch should be in the ZERO position. Establish communication between the wheelhouse and the focsle. Shipside Anchor Lowering Control Issue: 1 IMO No.9301419 Section 5.1.2 - Page 4 of 6 Yuri Senkevich - Hull No.1602 c) d) e) f) g) Close the cable lifter claw clutch and open the chain stopper. Open the cable lifter brake manually or hydraulically by pressing the ANCHOR LOWERING pushbutton on the local anchor lowering control panel. For the hydraulic release of the brake, the hydraulic power pack must have been started previously. Upon instruction from the wheelhouse, commence lifting the anchor by moving the control lever at the control stand to the HAUL IN position; the actual position will allow for variation in lifting speed. The ammeter at the control column indicates the lifting load and the maximum load must not be exceeded. Cargo Operating Manual Guillotine Chain Stopper Each anchor cable is equipped with a guillotine type chain stopper fitted on deck between the windlass and the hawse pipe. When the ship is at anchor, the chain stopper takes the weight of the anchor chain so that the windlass is not constantly loaded. A wire and turnbuckle arrangement is also incorporated for securing the anchors while the vessel is at sea. a) With the anchor at the fully stowed position, swing the pawl across to rest between two links. b) Ensure the pawl fits correctly and the locking pin is engaged. c) Thread the wire rope lashing through the chain link and attach to the securing hook. d) Tighten the turnbuckle to secure wire lashing. When at anchor or if anchor is out of the fully stowed position, the following procedures should be carried out: The wire lashing is not used during these operations. If the anchor is stuck in the sea bed, a high load will be imposed on the motor and the controller must be put to the STOP position. The main engines can be used to assist in the release of the anchor and in this case, the chain stopper must be closed in order to prevent excessive load on the windlass transmission system and drive motor during this release procedure. When the anchor is released from the sea bed, lifting can recommence. Disengage As the anchor approaches the hawse pipe, the lifting speed must be reduced and the anchor must be hauled slowly into the hawse pipe. The position of the anchor as it approaches the hawse pipe may be checked visually or by means of the length meter on the control column. Attention must be paid to ensure that the anchor enters the hawse pipe in the correct position. After the anchor has been pulled into the hawse pipe, the cable stopper must be closed, the cable lifter brake tightened and the cable lifter claw clutch opened. The anchor cable is secured by means of the lashing device and the hawse pipe is covered. Procedure for Chain Stopper Operation - Chain Engage a) Check that the band brake is applied or that the clutch is engaged. Ensure that the chain pull is not greater than the brake or gear case capacity. b) Remove the securing pin and lift the pawl. If the pawl is held in contact with the chain, the chain will need to be moved slightly by engaging the clutch and heaving in slowly. d) Secure the pawl in the open position with the locking device. e) Operate the anchor as required. Engage Guillotine Chain Stopper a) To engage the pawl, adjust the position of the chain to ensure the pawl can engage at an appropriate point between the links. b) Disengage the locking device and drop the pawl into position. c) Ensure the pawl fits correctly and the locking pin is engaged. d) Check that the band brake is applied before the clutch is disengaged. e) Mark the position of the chain with a flag or similar to give indication in the event the Procedure for Chain Stopper Operation - Chain Disengage a) Issue: 1 Check that the band brake is applied or that the clutch is engaged. b) Slacken the turnbuckle and remove the wire rope lashing. c) Remove the securing pin and lift the pawl. If the pawl is held in contact with the chain, the chain will need to be moved slightly by engaging the clutch and heaving in slowly. d) Secure the pawl in the open position with the locking device. e) Remove the lashing rope and raise the hook clear. When clear, secure it with the locking pin. IMO No.9301419 Section 5.1.2 - Page 5 of 6 Yuri Senkevich - Hull No.1602 Procedure for Mooring Winch Operation of the Windlass/ Mooring Winch For Warping End Operation a) At the main starter panel, turn the power switch to the ON position. At the control column, the READY FOR OPERATION indicator will be illuminated. Standstill heating is maintained and the HEATING indicator at the starter panel will be illuminated. b) Apply the winch drum brake and open the winch drum claw clutch. c) Move the control lever in the required direction for hauling in or paying out. The control lever position controls the speed of rotation and the further the lever is moved from the central stop position the faster the winch drum will rotate. The column control lever is spring loaded and will return to the central STOP position when released. When operating as a winch, only the windlass electrical circuits should be switched on, ie, the brake hydraulics are not required. The emergency release of the anchor brake is still available, but only by using the manual handwheel. The windlass winch operation procedure and the mooring winch operation procedure are the same except for the fact that the cable lifter part of the windlass must be disengaged when operating as a winch. The procedures below apply to the winch part of the windlass/winch units and to the mooring winches. When arriving at mooring stations, the cable lifter clutch will be disengaged and the anchor will be fully secured with the brake hydraulics and motors electrically isolated. The winch drum may be operated or the warping end may be operated as required. Ensure that the winch EMERGENCY STOP pushbutton is disengaged so that the winch can operate. The speed control lever on the column gives stepless speed control over the entire speed range from zero to maximum speed. The operator moves the control lever in the required direction for hauling in or paying out and to the required point for actual rotational speed. The lever is spring loaded and when released, will return to the STOP position. For Winch Drum Operation a) At the main starter panel, turn the power switch to the ON position. At the control column, the READY FOR OPERATION indicator will be illuminated. Standstill heating is maintained and the HEATING indicator at the starter panel will be illuminated. b) Close the winch drum claw clutch and open the winch drum brake; the drum brake is manually operated. c) Set the required auto-tension, by means of the automatic setting switch. d) Move the control lever in the required direction for hauling in or paying out. The control lever position controls the speed of rotation and the further the lever is moved from the central stop position, the faster the winch drum will rotate. The column control lever is spring loaded and will return to the central STOP position when released. e) When operation of the winch drum is complete, stop rotation by releasing the control lever, tighten the manually applied brake and disengage the claw clutch. Issue: 1 Cargo Operating Manual CAUTION When operating the warping end with zero auto-tension (manual control), the winch should not be left with a tensioned rope for a prolonged period as this puts excessive loading on the brake linings and can result in damage. CAUTION The warping end of the winch must never be used as a fixed bollard as this can cause damage to the drive motor transmission system. CAUTION Never open or close a claw clutch when the winch is rotating as this may damage the clutch One Man Clutch Control The clutches are arranged for one man control which means that a single person can rotate the drive shaft in order to align the clutch sections and then engage the clutch from the same location. A double pushbutton is located near the clutch and use of these pushbuttons enables the operator to operate the motor and turn the drive shaft so that the clutch can be engaged. The operator can then engage the clutch by means of the clutch lever. The clutch lever must be repositioned on the locking pin when it is in the engaged or disengaged position in order to hold the clutch in the set position. Whilst the clutch control pushbuttons are being operated, the control stand controls cannot be used. IMO No.9301419 Section 5.1.2 - Page 6 of 6 5.2 Lifting Equipment 5.2.1 Provision Cranes 5.2.2 Hose Handling Cranes 5.2.3 Accommodation and Pilot Ladders Illustrations 5.2.1a Port Provisions Crane 5.2.1b Starboard Provisions Crane 5.2.2a Hose Handling Crane 5.2.3a Accommodation and Pilot Ladder Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.2.1a Port Provisions Crane 1121 FWD 1254 25° 7° M .=3.6 M 13 x.= a Rm Rmin 39° 1519 42° ORIENTAL AFT 4819 1930 1500 3197.5 1527.5 1400 Minimum Working Radius 3600 Jib Rest Distance 11622 Maximum Working Radius 13000 Issue: 1 IMO No.9301419 Section 5.2.1 - Page 1 of 3 Yuri Senkevich - Hull No.1602 5.2 LIFTING EQUIPMENT 5.2.1 PROVISIONS CRANES Provisions Crane Port Maker: No. of sets: SWL: Maximum outreach: Minimum outreach: Maximum lift height: Hoisting speed: Luffing speed: Slewing speed: Slewing sector: Design condition: Hydraulic pressure: Oriental 1 4 tonnes 13m 3.6m 45m 10m/minute 60 seconds 0.6 rpm Limited Maximum 5° heel, 2° list 230kg/cm2 Cargo Operating Manual The cranes are operated using the three controls levers mounted on the crane pedestal control station which is mounted on the moving section of the pedestal to maximise the operator’s view. The controls for the three functions are all stepless control from zero to maximum speed. The cranes are located so that they can lift provisions and stores from a stores launch or the quayside, and lower them in the provisions handling area or through the engine room access hatch. The starboard crane has a greater reach so that it can cover the engine room access hatch which is offset to the port side. The starter panels for the provisions cranes are located in the provisions store beneath the galley. Other Safety Devices The hoist is fitted with a hydraulic overload and a counterbalance valve to ensure a constant controlled rate of descent. b) Attach the lashing strop to the crane hook then carefully apply a slight tension in the rope. c) Stop the pump/motor. Starting Procedure a) Ensure that the control levers are in neutral, that the wire is run correctly in the sheaves and that the wire rope ends are securely clamped. b) Check the hydraulic oil level is correct and replenish if necessary. c) Ensure the power supply switch is in the ON position. The breaker is maintained in this position in order that the motor heater is operational. The breaker is located in the provisions store.. d) Press the pump unit START button which is located below the slewing ring. If the ambient temperature is less than 10ºC let the crane run until the oil temperature is a minimum of 10ºC. e) Power down to remove the tension from the stowing strop and disengage the lifting hook f) Raise the jib out of the cradle then check that all movements (hoist - luffing - slewing) are operational without load. Introduction Issue: 1 Park the crane with the jib in the horizontal position and resting on the jib support cradle. The limit switches for the winch are mounted on an extension shaft to the winch drum. Activation of any of these switches will relieve hydraulic pressure to the hydraulic oil reservoir. The limits for the jib angle are the cylinder’s stroke ends. The slew limit switches are mounted in the slew ring. Activation of any of these switches will relieve hydraulic pressure to the hydraulic oil reservoir. A slew sector operation limit depends on a luffing limit engaging to close off oil return to the reservoir. This limits slewing at low angles where the jib could come in contact with other steelwork. Maker: No. of sets: SWL: Maximum outreach: Minimum outreach: Maximum lift height: Hoisting speed: Luffing speed: Slewing speed: Slewing sector: Design condition: Hydraulic pressure: There are two provisions cranes located at the after end of the accommodation on C-deck port and starboard. Hoist/lower is achieved by a hydraulically powered non-grooved winch drum mounted on the top of the jib. Luffing is achieved by a single hydraulic ram and slewing is achieved by a hydraulic motor driving a pinion wheel through a reduction gearbox on to the slew ring gear. a) Limit Switches Provisions Crane Starboard Oriental 1 4 tonnes 17m 4.6m 25.5m 10m/minute 75 seconds 0.6 rpm Limited Maximum 5° heel, 2° list 230kg/cm2 Parking the Cranes IMO No.9301419 Section 5.2.1 - Page 2 of 3 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.2.1b Starboard Provisions Crane 1250 1350 FWD 25° Rm 15° ax. =1 M .=4.6 Rmin 7M 42° 31° 1601.3 AFT ORIENTAL 2050 1500 5151.3 3405 1735 1500 Minimum Working Radius 4600 Jib Rest Distance 15710 Maximum Working Radius 17000 Issue: 1 IMO No.9301419 Section 5.2.1 - Page 3 of 3 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.2.2a Hose Handling Cranes 18695mm Handrail 4770mm 2200mm A 375mm SWL 15T 3.8-19m A 193mm 2663mm 100mm Crane House 5400mm 7900mm (Jib) 17637mm to Jib Support 2000 2000mm mm Max. Outreach 19000mm 3840mm Min. Outreach 3800mm 4500mm M Max. Q Max. Drain Plug 1816mm Max. Outreach over Ship's Side Radius 19000mm Radius15600mm Radius12500mm 90° 90° 35° 55° Max. Outreach over Ship's Side Radius 19000mm Hatch Opening Gate Radius 1800mm Electric Motor Connection Box Rungs 19000mm Grease Point 400mm Vertical Ladder Hinged Opening Issue: 1 IMO No.9301419 Section 5.2.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 5.2.2 HOSE HANDLING CRANES Hose Handling Crane Port Maker: Type: No. of sets: SWL: Maximum outreach: Minimum outreach: Maximum lift height: Hoisting speed: Luffing speed: Slewing speed: Slewing sector: Design condition: Hydraulic pressure: MacGregor HH 400-1519-4 2 15 tonnes 19m 3.8m 46m 10m/minute 90 seconds 0.8rpm Limited Maximum 5° heel, 2° list 230kg/cm2 Other Safety Devices The hoist is fitted with a hydraulic overload and a counterbalance valve to ensure a constant controlled rate of descent. Starting Procedure a) Ensure that the control levers are in neutral, that the wire is run correctly in the sheaves and that the wire rope ends are securely clamped. b) Check the hydraulic oil level is correct and replenish if necessary. c) Ensure the power supply switch is in the ON position. The breaker is maintained in this position in order that the motor heater is operational. The breaker is located in the hydraulic room on the upper deck. d) Press the pump unit START button which is located below the slewing ring. If the ambient temperature is less than 10ºC let the crane run until the oil temperature is a minimum of 10ºC. e) Power down to remove the tension from the stowing strop and disengage the lifting hook f) Raise the jib out of the cradle then check that all movements (hoist - luffing - slewing) are operational without load. Introduction There are two hose handling cranes on the main deck located forward of the cargo manifolds, port and starboard. Hoist/lower is achieved by a hydraulically powered non-grooved winch drum mounted on the top of the jib. Luffing is achieved by a single hydraulic ram and slewing is achieved by a hydraulic motor driving a pinion wheel through a reduction gearbox on to the slew ring gear. The cranes are operated using the three controls levers mounted on the crane pedestal control station which is mounted on the moving section of the pedestal to maximise the operator’s view. The controls for the three functions are all stepless control from zero to maximum speed. The cranes are located so that they can lift in the manifold area and heavier items, unsuitable for the provision cranes, from a launch or the quayside, and lower them on to the main deck. The cranes have sufficient reach so that they can move items from one side of the cargo pipelines to the other. The starter panels for the hose handling cranes are located in the hydraulic room on the upper deck. Cargo Operating Manual Parking the Cranes a) Park the crane with the jib in the horizontal position and resting on the jib support cradle. b) Attach the lashing strop to the crane hook then carefully apply a slight tension in the rope. c) Stop the pump/motor. Limit Switches The limit switches for the winch are mounted on an extension shaft to the winch drum. Activation of any of these switches will relieve hydraulic pressure to the hydraulic oil reservoir. The limits for the jib angle are the cylinder’s stroke ends. The slew limit switches are mounted in the slew ring. Activation of any of these switches will relieve hydraulic pressure to the hydraulic oil reservoir. A slew sector operation limit depends on a luffing limit engaging to close off oil return to the reservoir. This limits slewing at low angles where the jib could come in contact with other steelwork. Issue: 1 IMO No.9301419 Section 5.2.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.2.3a Accommodation and Pilot Ladders 22° 43° 55° Issue: 1 IMO No.9301419 Section 5.2.3 - Page 1 of 2 Yuri Senkevich - Hull No.1602 5.2.3 ACCOMMODATION AND PILOT LADDERS d) When the ladder has been fully extended, at the local hydraulic power pack, power down the ladder until the rails are clear of the davit. e) One man wearing safety harness and life jacket to secure chains in the gap between the handrails. f) Adjust the height of the accommodation ladder as required. g) Check there is a lifebuoy with light available, that the deck is clear of obstructions and a heaving line with quoit is ready. If using the ladder in port, a safety net is to be rigged. Accommodation Ladder Maker: No. of units: Length: Breadth: Ladder weight: Hoisting speed: Jung-A Marine Equipment Co. Ltd 2 17.31m 600mm 925kg 10-15m/minute One aluminium alloy accommodation ladder is provided on each side of the main deck. The ladders are traversed, lowered and hoisted by means of selfcontained hydraulically powered winches driven from the hydraulic power pack situated at the ship’s side aft of the ladders. The starter panel for the winches is located hydraulic room on the upper deck. The operation of the ladders is in two separate stages: shifting, which is the sliding to and from the inboard storage position and hoist/lowering. Note: The ladders are designed to reach the ballast water line with an angle of inclination of not more than 55°. Always leave at least 2 layers of wire on the lowering drum. Always check it is safe to lower or raise the ladder. Procedure for Shifting and Lowering the Accommodation Ladder The accommodation ladder on the port or starboard side is controlled from its own control stand. WARNING This procedure requires work to take place outside of the ship’s rails. Appropriate personal protective equipment should be donned including lifelines attached to a suitable strong point. At night there must be adequate illumination to safely complete the task. Cargo Operating Manual Securing a) Hoist ladder to a suitable position where the guard chains across the gap in the handrail can be safely removed by one man wearing safety harness and life jacket. b) Hoist the ladder until the ladder is just below the davit. c) Using the local control buttons shift the accommodation ladder inboard into the stowage position. d) Secure the ladder using the strops and turnbuckles. e) Isolate the power to the hydraulic unit. Choice of position depends on the freeboard of the vessel and the local weather conditions at the time of pilot embarkation. Operating Procedure a) Remove the securing strops and turnbuckles lashing from the pilot ladder reel. b) Use the hand winch and travelling wire to move the pilot ladder reel to the required position. c) Secure in position using the strops and turnbuckles lashings. d) Release the pilot ladder drum securing strops and turnbuckles lashing. e) On the starter box located in the hydraulic room on the upper deck ensure the power is on and the local/remote control switched to remote. f) From the local remote control box operate the electric motor control push button N3 to reel out the ladder until the correct amount of ladder has been payed out. Ensure the ladder rungs pay out correctly and do not become snagged at the ship’s side. g) Lash the pilot ladder to the bottom of the accommodation ladder to assist with safe transfer from one to the other. h) Switch off the power at the remote control box to avoid accidental operation. i) Check there is a lifebuoy with light available, that the deck is clear of obstructions and a heaving line with quoit is ready. Pilot Ladder Reel Maker: No. of units: Support track length: Hoisting speed: Hoisting load: Electric motor: Jung-A Marine Equipment Co. Ltd 2 10.025m 10-15m/minute 200kg 1.5kW x 4 pole Recovery is carried out in the reverse order, with the unit being protected with a canvas cover on completion securing. Procedure for Lowering the Pilot Ladder Rigging a) From the stowed position, un-ship all of the wire lashings. b) Adjust the angle of the bottom platform to suit the final position of the ladder. c) Using the local control buttons shift the accommodation ladder outboard. Issue: 1 Two SOLAS compliant pilot ladders are stowed, one situated on each side of the main deck, for use in pilot embarkation and disembarkation in cases where the accommodation ladder cannot be used due to sea conditions for example. The pilot ladders are stored on a reel and the reel is able to be moved fore and aft along a track to align the position of the pilot ladder and accommodation ladder to allow passage between one and the other. IMO No.9301419 Section 5.2.3 - Page 2 of 2 5.3 Lifesaving Equipment 5.3.1 Lifeboats and Davits 5.3.2 Liferafts 5.3.3 Lifeboat Survival Guide 5.3.4 Self-Contained Breathing Apparatus (SCABA) Systems and Equipment Illustrations 5.3.1a Lifeboat 5.3.1b Lifeboat Launch and Recovery Procedure 5.3.1c Hydrostatic Release Unit 5.3.2a Righting a Capsized Liferaft Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.3.1a Lifeboat 4 6 1 1 3 2 2 8 5 7 9 Key 11 12 12 1. Hook 2. Pillar 3. Fire Extinguisher 4. Steering Console 5. Engine 6. Side Hatch 7. Fuel Tank 8. Water Tank 9. Air Cylinder 10. Indicating Light 11. Aft Door 12. Top Hatch 13. Shrouded Propeller 6 Issue: 1 IMO No.9301419 Section 5.3.1 - Page 1 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual 5.3 LIFESAVING EQUIPMENT General Description 5.3.1 LIFEBOATS AND DAVITS The ship is equipped two identical lifeboats constructed and tested in accordance with IMO resolution MSC.81 (70). The davit winch gear for the lifeboat is designed to hoist the boat with a maximum load of 3,380kg, which equates to the weight of the lifeboat plus two persons in the boat (average weight of 75kg per person). Lifeboats Maker: No. of sets: Model: Dimensions (LxHxW): Number of persons: Speed: Weight: Engine Engine maker: Model: Engine type: Rating: Starting system: Speed: Range: Fuel consumption: Qundgao Beihai Shipbuilding Heavy Industries Co. Ltd. 2 BH-6A 6.5m x 2.7m x 2.3m 32 6 knots 3080kg (light) 5480kg (fully loaded) Issue: 1 BWE-08-180 (starboard boat) 18.0m/min 18kW x 4P 30 min rated BWE-08-030 (port boat) 3.0m/min 3.7kW x 4P 30 min rated 18mm non twist SUS316 wire rope The steering position is arranged so that there is an adequate view forward, aft and both sides for safe launching and manoeuvring. The main engine drives a shrouded propeller via a 2.67:1 reduction gearbox. It is battery started from the helmsman’s console, the batteries being stored under the seating on the starboard side midships. Each 12V battery is independent of the other. They are kept on a floating charge from the ship. There is a sprinkler pump which is driven directly from the lifeboat engine and is used to protect the lifeboat to give an external water spray on the canopy of the boat, providing the outside of the boat with a protective layer of water should fire be encountered on the surface of the sea. The spray water is delivered to the spray rail via an isolating valve which is located on the suction side of the pump. China East 380J-3 Diesel 20.8kW 12V battery 2,800 rpm 144 nautical miles 5.8 litres/h Davits Maker: Oriental Co.Ltd Type: HGD-057-24 Maximum design load: 5700kg Maximum working load: 5630kg Minimum working load: 3230kg Max. inclination: 20º heel + 10º trim Winch Type: Hoist speed: Electric motor: Type: Hoist speed: Electric motor: Wire: The starboard lifeboat is also designated as the rescue boat and has a higher rated hoist motor to allow for the lifting of up to 6 personnel, 3,680kg. WARNING It is possible to release the hooks when the boat is out of the water, but this procedure is EXTREMELY DANGEROUS and must only be considered in very special circumstances. Three air cylinders, each with a capacity of 40 litres are installed in the boat which, when operated, will provide the passengers and engine with air at a controlled rate for at least 10 minutes. The supply of air is controlled by a regulator located near the helmsman’s position. Natural ventilation is achieved via an automatic valve located at the after hatch door. This valve prevents the cabin from becoming dangerously underpressurised when the engine is running, an overpressure relief valve is mounted directly above the underpressure valve in the hatch door. This valve prevents the cabin from becoming dangerously overpressurised when the emergency air system is in operation. The three emergency air system cylinders are pressurised to 200 bar and should be topped up if the pressure drops to less than 190 bar Lifeboat Control Panel Each lifeboat is moulded from fire retardant polyester resins and fibreglass, with the space between the seat, hull, canopy and canopy liner filled with polyurethane buoyancy foam, which provides the craft with enough buoyancy to remain afloat and upright, even if holed below the waterline. The lifeboat is totally self-righting when fully loaded and flooded. A fuel shut-off valve is situated at the bottom of the fuel tank; the centre section of the boat contains the water tank, fuel tank and equipment tanks, with access available to the drain plug. A manual bilge pump is provided. The craft is fitted with two lifting hooks, which are designed to be released simultaneously from inside the craft when the hydrostatic release unit has operated as the lifeboat becomes fully water-borne. IMO No.9301419 Section 5.3.1 - Page 2 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.3.1b Lifeboat Launch and Recovery Procedure Part 1. Engage the link to the main hook of the boat after opening the forward and aft hatches of the boat. Hoist the falling block to below the cradle head by operating the winch on deck. Part 2. Recovery Strop Link Connect the shackle of the hanging off pennant with the boat auxiliary hook. Part 3. Recovery Strop Link Hanging off Pennant Auxiliary Hook Lower the boat to have it fully suspended from the hanging off pennant. Hold up the brake lever of the winch. Hanging off Pennant Hanging off Pennant Part 6. Part 4. Part 5. If the recovery strop is loose, remove it and hang the suspension chain directly on the main boat hook. Suspension Chain Bring the boat to the inboard position. Hoist boat until it is possible to remove the hanging off pennant from the auxiliary hook. Hoist the boat to the rest position by operating the winch on deck Suspension Chain Hanging off Pennant Hanging off Pennant Issue: 1 IMO No.9301419 Section 5.3.1 - Page 3 of 5 Yuri Senkevich - Hull No.1602 Lifeboat Lowering Procedure a) Rig the lifeboat painter to a suitable set of bollards on the main deck. b) Release the lifeboat gripe lashings toggle safety pin then open the slip hooks, one at the forward and aft end, the lashings will now be released as the boat is rigged out. c) Remove the toggle safety pins from the cradle arm stoppers and the winch brake, ensure the winch brake is maintained in the fully ON position. On the cradle arm stopper, pull the safety locking lever at each end inboard. The cradle stoppers will now be free to release the davit arms as the boat is rigged out. d) Remove the battery charger connection then open the side entrance door and enter first to fit the boat drain plug then prepare to start the engine. e) Ensure all personnel are wearing their life jackets. Embark all personnel through the side door, ensure an even distribution of weight and that they are strapped in. The seating positions and seat belts are clearly marked. The seat belts are colour coded to ensure that the personnel choose the correct matching straps. Close the hatch and secure. With the lifeboat personnel secure and the side door closed, pull continuously and with constant force on the brake remote control wire at the helmsman position until the lifeboat reaches the water. The brake lever can be operated manually on the boat deck or from the control release wire hand pull at the ship’s side adjacent to the winch motor. m) When the lifeboat reaches the waterline, release the brake remote control wire or if the lowering operation was carried out from the boat deck lower the brake lever manually. Engage the engine drive and maintain station below the falls. From inside the boat operate the falls hook quick release lever from the helmsman console as follows: n) r) As soon as practical the hydrostatic release system should be reset in preparation for when the lifeboat returns to the falls. s) Manually return both hooks to the closed position. At the hydrostatic release control stand, return the release handle to the locked position, return the security locking pin. Move the cam locking lever at each hook fully to the locked position then release the lever. The hook is now in the locked closed position. o) Remove the locking pin and pull the handle fully back. The lifting hooks will now open. Illustration 5.3.1c Hydrostatic Release Unit 5 1 WARNING It is possible to release the hooks when the boat is out of the water, but this procedure is EXTREMELY DANGEROUS and must only be considered in very exceptional circumstances. a) Issue a warning to the lifeboat passengers that the boat is about to drop into the water. b) Remove locking pin from release handle. c) Lift up (or break ) the protective cover on the push rod release device. d) Issue a warning that the boat is about to drop, then pull up the push rod and simulaneously move the release lever to the open position. The lifting hooks will now open and the lifeboat will now drop into the water. c) When ready, release the toggle painter, move ahead on the engine and steer away from the vessel. 2 IT 3 Emergency Release of the Falls U N With the special key select the battery power supply, 1 or 2 and turn on. The oil pressure light and charging light will be illuminated and the buzzer sounds. When ready, release the toggle painter from the forward position in the boat, move ahead on the engine and steer away from the vessel. IC h) q) H Y D R O S Check that the engine control lever is in the neutral position, central. Check that the falls have released from the hooks and are clear. With the boat in the water the hydrostatic release unit will move the push rod release unit into the release position, exposing the red position on perspex cover Ensure the control release wire is passed through its aperture in the canopy in order that the helmsman can lift the winch brake and control the descent of the boat. g) p) TA T f) l) Cargo Operating Manual i) On the starter panel turn the starter switch to enrergise the starting motor. 4 j) k) The engine should start. Release th estarter switch immediately and it will return to the position ‘O’. The alarm light and buzzer should now be off. If the engine fails to start, due to low battery power, select second battery power supply and retry. Issue: 1 Operation of the Sprinkler System Key 1 - Lock Pin 2 - Glass Cover 3 - Pull Rod 4 - Button 5 - Release Handle The sea inlet valve is located in the bilge in front of the engine and is operated by a teleflex cable from the helmsmans position. The sprinkler pump is directly driven from the front of the lifeboat engine by a belt drive and runs continuously. IMO No.9301419 Section 5.3.1 - Page 4 of 5 Yuri Senkevich - Hull No.1602 A series of four loops on the canopy ensure that the canopy and helm position is adequately covered by a water spray when the system is in operation. To operate the water spray, open the sea suction by moving the control lever to the open position, water will now be discharged over the canopy. Cargo Operating Manual When recovering the lifeboat, ensure that the brake release lever is lowered. e) Signal the deck party to begin hoisting the lifeboat. f) Push the UP button on the winch motor remote control unit to start raising the lifeboat. When the lifeboat is just clear of the water stop hoisting and check that the hydrostatic release indicator has moved to the locked position. Visually check the amplifying arms and cam release are still in their correct position. If all is correct continue to hoist the boat. The engine should now be stopped and the battery power selection switch turned to the OFF position. Operation of the Emergency Air Supply System Ensure that the three air cylinder isolating valves are open, they are located in the centre section of the seating area. Open the shut-off valve which is located to the port side of the helmsman’s conning position. Air will now be supplied to the lifeboat interior for a period of approximately 10 minutes. Note: The port winch motor will lift the lifeboat with a maximum of three persons on board. g) Check that the limit switch operates and stops the winch motor just short of the fully raised position. h) Engage the winch handle and manually wind in the lifeboat the remainder of the way then remove the winding handle. i) Disembark the lifeboat crew members. j) Connect the slip hooks on the gripes and secure. Ensure that the cradle stopper arms have engaged then resecure the stopper release arms and safety toggle pins. k) d) Signal the deck party to begin hoisting the rescue boat. e) Push the UP button on the winch motor remote control unit to start raising the lifeboat. When the lifeboat is just clear of the water stop hoisting and check that the hydrostatic release indicator has moved to the locked position. Visually check the amplifying arms and cam release are still in their correct position. If all is correct continue to hoist the boat. The engine should now be stopped and the battery power selection switch turned to the OFF position. Note: The starboard winch motor will lift the lifeboat with a maximum of six persons on board. f) When the rescue boat reaches the disembarkation level at upper deck stop hoisting the boat. g) Attach the auxiliary hanging off pennants from the davit arm to the auxiliary shackles at the forward and aft suspension hook assembly. h) Lift the winch brake arm and slowly lower the boat until the all the weight is on the hanging off pennants. The rescue boat will move into the side of the ship. i) Disembark the boat crew apart from two men. The two remaining crew members should disengage the suspension falls and remove the added recovery strops then reattach the suspension blocks in the normal manner. Leave the winch motor power switch on to ensure that the motor heaters remain in service. Reconnect the battery charging line. When it is checked that the suspension blocks are secure and the amplifier arm and cam are correctly positioned, hoist the boat until the weight is off the hanging off pennants. Rescue Boat Recovery Procedure Emergency Air Supply Lifeboat Recovery Procedure a) Reset the toggle pin at the brake lever on the winch. b) Reset the lifting hook quick release mechanism inside the lifeboat before coming back alongside below the falls. c) Ensure the switch for the winch motor is set to the ON position, check that the power SOURCE lamp is illuminated on the winch control operating unit. Ensure that the emergency stop button has been reset. d) Hook on the fall suspension chains to the forward and aft hooks on the lifeboat. Issue: 1 a) Carry out the same procedure a) to c) as previously described for the port lifeboat. j) Continue to hoist the boat, check that the limit switches operate and stop the winch motor just short of the fully raised position. b) In order to avoid injury to personnel and damage to the boat during recovery in bad weather from impact by the fall block, attach the specifically designated rope/wire recovery strop to the main hook prior to recovery of the rescue boat. k) Engage the winch handle and manually wind in the rescue boat the remainder of the way then remove the winding handle. l) Disembark the remaining boat crew members. Hook on the fall suspension chains via the added strop to the forward and aft hooks on the boat, ensure that the hydrostatic release mechanism is reset. Ensure that the added recovery strop is secure in the hooks and that the hooks forward and aft are closed. m) Connect the slip hooks on the gripes and secure. Ensure that the cradle stopper arms have engaged then re secure the stopper release arms and safety toggle pins. c) When recovering the boat, ensure that the brake release lever is lowered. IMO No.9301419 n) Leave the winch motor power switch on to ensure that the motor heaters remain in service. Reconnect the battery charging line. Section 5.3.1 - Page 5 of 5 Yuri Senkevich - Hull No.1602 Cargo Operating Manual Illustration 5.3.2a Righting a Capsized Liferaft Direction Of Wind Direction Of Wind Direction Of Wind Swim to the side of the liferaft where the CO2 cylinder is attached (the place is marked 'Right Here'). Manoeuvre the liferaft so that the opposite side is facing the wind. Right Here Right Here Swim to the capsized liferaft. Direction Of Wind Stand with feet on the cylinder, hold onto the righting strap (placed across the bottom of the raft). Issue: 1 Direction Of Wind Throw the body backwards while holding onto the righting straps and keeping the feet on the cylinder. IMO No.9301419 Embark the liferaft and bail out the water. Adopt survival techniques as outlined in section 2.1.3. Section 5.3.2 - Page 1 of 2 Yuri Senkevich - Hull No.1602 5.3.2 LIFERAFTS Maker: Type: No. of sets: Type: No. of sets: Type: No. of sets: Viking 20DK+ 2 x 20 persons (A deck) 16DK+ 2 x 16 persons (A deck) 6DK+ 1 x 6 persons (Forward deck area) Hydrostatic Release Units Maker: Hammar Type: H2O No. of sets: 4 (A deck liferafts) General There are four liferafts, two on each side, two with a capacity for 20 persons and two with the capacity for 16 persons stowed on A deck just aft of each lifeboat, and one liferaft for six persons stowed on the forward deck area. All the liferafts are constructed with twin buoyancy chambers, one above the other. The bottom and the canopy of the rafts are of double construction and may be inflated by bellows. The rafts are provided with boarding ladders, inside and outside gripping lines, capsize stabilisers and a salt water activated battery for both internal and external lighting. Accessories supplied are a rescue line with rubber quoit, repair outfit, hand bellows, floating knife, operational instructions, sea anchor (drogue) and an emergency pack to SOLAS standards as listed below: Accessories supplied in each of the rafts are of the ‘type A SOLAS’ pack and include: • Heliograph • Parachute flare • Hand flare • Fishing kit • Food and water rations • Anti seasickness tablets • Immediate action leaflet • Rescue signal table • Smoke flares Cargo Operating Manual If an empty raft should capsize the following procedure should be adopted: • Seasickness bags • Thermal protective aids Each liferaft is fitted with a waterproof identification tube, which contains the ship’s identification name and reference numbers. a) The side of the raft, where the carbon dioxide cylinder is attached, lies deepest in the water. The place is marked ‘right here’. Stand with both feet on the cylinder, hold onto the righting strap (placed across the bottom of the raft), manoeuvre the raft so that the opposite side is facing into the wind, throw the body backwards while holding onto the righting strap and keep the feet on the cylinder. b) When the wind is very strong, the lifeline can be tied around the waist to prevent the raft being blown away. c) If there are any non-swimmers, they should keep hold of the righting strap and allow the raft to fall back on them, the rubber raft will not cause injury. He can then work his way back to the rafts entrance under water, holding onto the lifelins strap. Release of Rafts Hammar. Hydrostatic Release Units (HRU) are fitted to each liferaft, (apart from the liferaft on the forward deck) which will activate when submerged to a depth of 1.5 to 4 metres, releasing the rafts to float towards the surface. After activation of the HRU the raft will still be secured to the vessel by a weak wire line. However, after inflation of the raft, sufficient drag is applied to break the weak link wire and allow the raft to float free. Note: Non-swimers are unlikey to be confident in the water, so they will benefit from the support of other crew members particularly when difficult situations like a capsize has to be dealt with. d) If automatic inflation does not work, swim up to the container, tear off the black rubber bands between the brass rings on the two nylon bands, and release the raft by pulling the release wire or use the bellows placed inside the raft. The yellow valves for inflation by means of the bellows are inside the raft. The rafts may be released manually by unfastening the slip hook securing the lashing round the container, ensure the ring on the end of the painter is still attached to the HRU. When the raft is thrown over the side, the painter is pulled out until the CO2 cylinder is activated and the raft inflates. Liferaft Embarkation Boarding of liferafts can be carried out in the following manner: • Rescue line Operation • Knife and bailer • Sponges • Sea anchors • Paddles After boarding the raft, the painter must be cut with the knife provided; it is advisable to cut the painter as close to the ship as is safe and practical as this will furnish the liferaft with a tow line. Paddle away from the danger zone using the paddles placed in a bag close to the entrance of the raft. Alternatively, one of the lifeboats could be used to tow the raft clear. • Repair kit • Pump • Safety tin openers • First aid kit • Drinking vessel • Torch (and spares) Issue: 1 After a long stay in the raft it may be necessary to top up the two buoyancy tubes. Connect the bellows’ plastic tube to the yellow topping up valves. When the raft is full of survivors, others can hold onto the lifeline around the raft. The raft is able to support double the number of persons it is certified to carry. When clear of the danger zone stream the sea anchor or drogue. The sea anchor stabilises the raft and helps to minimise drift. Inflate the canopy and the bottom of the raft as this gives excellent insulation against the cold. To do this, connect the bellows to each topping up valve in turn. These are placed in the raft floor and inner canopy. The bellows are located in a bag at the entrance. IMO No.9301419 Use the embarkation ladders rigged over the ship’s side. When abandoning the ship try to board the survival craft without getting wet it may however be necessary to jump into the water before boarding the raft. Never jump head first into the water, jump legs first. Hold on tightly to your lifejacket and jump into the water as close as possible to the survival craft. Note: Do not jump directly into the survival craft as you may cause injury to others. Section 5.3.2 - Page 2 of 2 Yuri Senkevich - Hull No.1602 5.3.3 LIFEBOAT SURVIVAL GUIDE In the unfortunate event that the vessel has to be abandoned, it is necessary to make some very important decisions and carry out certain actions quickly. These are summarised as follows: Procedure Prior to Abandonment a) Put on extra clothing. b) Put on a life jacket. c) Take extra clothing or blankets, if possible. d) Drink water if possible. e) Take water in sealed containers. In addition to the statutory lifeboat equipment e.g. emergency radio, water, rations, first-aid kit etc., the following extra items would be useful: • Extra life jackets • Extra survival bags • Small plastic bags • Extra medical supplies • Extra electric torches and batteries • Paper and pencil • Portable radio receivers, books, playing cards etc. • Navigational instruments, books chart and chronometer Abandoning Vessel Procedure a) All personnel should, if possible, board the lifeboat without getting wet. b) If, for some reason, this is not possible and a jump into the water has to be made, remember: • Make sure it is clear to jump • Hold your nose • Hold down the lifejacket • Put your feet together • Look ahead when jumping Issue: 1 Cargo Operating Manual Additional duties, which should be allocated on the lifeboat, muster list: • SARTS to the lifeboats • GMDSS portable radio to lifeboat • EPIRB to lifeboat • Blankets and provisions To minimise drift, rig the sea anchor, issue anti-seasickness tablets and ensure that any persons in the water are accommodated in the lifeboat as soon as possible. Listen for whistles and look for survivors, signalling lights and lights of other rafts, ships or aircraft. The lookouts should be properly briefed in their duties regarding the collection of useful debris, how to keep a lookout, sector searches and the use of pyrotechnics, including when to use them. Aboard the Survival Craft Proceed Towards the Nearest Land First Actions: In some circumstances this will be the most obvious choice. Factors to take into consideration are: • Elect a leader. This will normally be the most senior officer or the person appointed on the muster list. • Take a muster of persons on board. • Was a distress alert sent? • Search the area for other survivors or survival craft. • • Liaise with any other survival craft to ensure that all persons are accounted for. If there is no EPIRB in the boats, search the area of the sinking to see if it has surfaced. • • Assess the situation. Is rescue likely and how long will it take? How far is it to the nearest land? Is the nearest land within the fuel range of your craft? • Assess the need to stay close to the position of the sinking or proceed towards the nearest land? • Put the food and water under the control of one person who will be responsible for distributing the rations. • Collect in all additional food, clothing and sharp objects or weapons that may have been brought into the survival craft. • The leader must confirm to all that no food or water will be issued for the first 24 hours. • The leader should nominate different people to the following positions; first aid, signalman, hull repairs, engine repairs, recorder of voyage log, navigator, helmsman and lookouts. • Give an anti-seasickness tablet to all personnel. • Stay close to position of abandonment. With the improvements brought about by the GMDSS system in maritime search and rescue, staying close to the position of abandonment is the most likely decision that will be made. Prior to taking to the lifeboat a Distress Alert would be sent out this can be done at the touch of a single button. In addition, there are the EPIRB and SARTS which should be taken to the lifeboats when abandoning ship. The EPIRB, when activated, allows the MRCC to locate the position of survivors and guide vessels and aircraft to your rescue. Should the EPIRB not be in the survival craft when the vessel sinks, the HRU will automatically release the EPIRB which will then start its transmissions. Where possible it is therefore beneficial for all the survival craft to stay together by tying the survival craft together. The SARTS should be positioned on the extension pole switched on and mounted as high as possible. IMO No.9301419 Indications of the proximity of land are changes in the wind direction around sunset and sunrise. The land and sea breeze effect can be quite distinct in some areas. A good indication of land is a single cumulus cloud or occasionally several appearing to be stationary close to the horizon whilst others are moving. There are many other indications such as a green and blue reflection on the underside of the clouds in low latitudes, the direction that birds fly either early in the morning or in the evening also the change in colour of the sea from green or blue to a lighter colour. Do not approach land at night unless you know exactly where you are and that the landing area or harbour entrance can be safely transited. During the hours of darkness lookouts should keep a good watch for the sound of surf and report to the watch leader any visual or audible occurrences. Settling Down to a Period before Rescue Having made an assessment of how long it will be before rescue is likely it is now necessary to decide how the available food and water will be divided and issued. The following are a few guidelines: The minimum daily water ration should be around 450 to 500ml given in three separate issues at sunrise, noon and sunset. This quantity will be sufficient to avoid severe dehydration. The daily food ration should consist of 800 to 850kJ of the emergency rations given in three equal amounts, this equates to around 500gms. To make the decision as to how much should be issued, take the total available, separate one third as emergency stock and should rescue not be forthcoming when expected, then apportion the remainder on the above basis as a minimum. Section 5.3.3 - Page 1 of 2 Yuri Senkevich - Hull No.1602 In a lifeboat there should be 3 litres of water and 10,000kJ of food for each person that the boat is certified to carry. It should be noted that the emergency rations consist mainly of carbohydrates, some fat and minimal protein. These rations do not require the consumption of water or body fluid for them to be digested, which is of great importance. Food and water should be issued in such a way that all can see that it is fair. Everyone will become thirsty and as time passes, human nature will make the ration distribution a very difficult and harrowing experience and also the highlight of the day. If a desalination plant is available this should be put into operation immediately and its output used in preference to the internal water. Passing the Time The leader has to face and resolve the following problems: Maintain morale. This is best approached by giving duties to each person which are meaningful and ensuring that they are carried out. Duties such as lookout, helmsman and baler should be rotated at intervals of not more than one hour, as this will prevent boredom and lack of vigilance from setting in. Continually show confidence that rescue will take place. Do not allow individuals to lapse into melancholy. Try to make everyone think of factors other than the situation that they are in by introducing games of various forms. If a portable radio is available tune it in and listen to the various programmes. Playing card games is useful, as considerable concentration is required. Maintaining the Health of all On Board, both Mental and Physical Routines can be counter-productive and where possible restrict movement to a minimum as all movement consumes body fluid. Body fluid is probably the most significant single factor to controlling whether or not you survive. The initial withholding of food and water for 24 hours puts the body into a slightly dehydrated state which is the ideal situation for a prolonged period in a survival craft. During this period all persons should be encouraged to urinate, as this will assist in reducing urinary retention problems later. Do not consume food high in protein as this causes defecating which in turn causes body fluids to be used which will be irreplaceable. If possible keep a good flow of fresh air through the boat as this will help to reduce sea sickness. Ensure that all take the anti-seasickness tablets for the first two days as after this most seaman will be acclimatised to the motion of the craft. Issue: 1 Cargo Operating Manual Towards the evening try to hang out any damp clothing and make sure it is dry for the evening chill in the tropics. This avoids the loss of body fluid as body heat dries the clothing and reduces the internal body temperature. As thirst grows the temptation increases to drink sea water. This must be prevented as ultimately death will certainly ensue. Salt Water Boils These are due to the skin becoming sodden with sea water. Do not squeeze or prick boils. Keep them clean and cover with a dry dressing. Keep the area as dry as possible to avoid chafing. Dry Mouth and Cracked Lips All parts of the body should be shaded from the sun and the elements. This will reduce the loss of body fluid and/or the risk of sunburn or frostbite. Swill water around the mouth prior to swallowing. Suck a button. Smear lips with cream or soft petroleum jelly. If the water ration is at least one litre per person daily then fishing can be a worthwhile exercise. Remember that fish are high in protein which brings its own problems as previously mentioned. Swollen Legs The blood of sea birds is quite nutritious. To catch these, try putting some of the fish guts on a piece of wood with a hook in the middle and allow it to float a little way from the craft. Do not encourage swimming as a form of exercise as this will use up energy and put the individuals at risk from sharks. Injuries, Ailments and Treatment Injuries A first aid kit is supplied with every lifeboat and a leaflet describing simple first aid is enclosed with each kit. This is common and due to long periods spent in a sitting position. It will subside without treatment after rescue. Hypothermia There is a risk of hypothermia in water below about 25°C. Extra clothing will delay the onset of hypothermia even if immersed, and of course will provide extra warmth for the survivor in the lifeboat even if immersion takes place. Totally enclosed or partially enclosed lifeboats provide far better protection from the elements than the older open type, but extra clothing is still essential for warmth in nearly all climates. If a survivor has been immersed in water and has hypothermia, strip off wet outer clothing and replace with any available dry garments. Warm the patient with extra layers of clothing and use lifejackets as extra insulation. Use a thermal protective aid (plastic survival bag) if available. Frostbite This usually occurs in extremities i.e. fingers, toes, ears. Wear protective clothing if possible. Reduce lookout periods in very cold weather, watch each other’s conditions. Wriggle nose and cheeks and exercise hands and feet to keep circulation going. Do not massage affected area once signs of frostbite have appeared. Warm the area by holding a hand against it. Urine Retention This can be dangerous, so overcome ‘mental blockage’ early before urine production is reduced by rationing. Ensure that everyone urinates within the first 24 hours. If retention occurs, dangling hands in the water may help out but whilst this is being done keep a keen look out for sharks. After a period in a survival craft, urine will appear dark and smoky. This is normal and no action is necessary. Sunburn Avoid excessive exposure to the sun by keeping under cover. Keep head, neck and other exposed areas covered. A very gradually acquired suntan may be beneficial. IMO No.9301419 Section 5.3.3 - Page 2 of 2 Yuri Senkevich - Hull No.1602 5.3.4 SELF CONTAINED BREATHING APPARATUS (SCBA) SYSTEMS AND EQUIPMENT SCBA Sets Maker: Type: Capacity (water): Duration: Draeger (supplied by NK Co. Ltd) Positive pressure, single cylinder 6 litres at 200 bar 30 minutes (nominal), warning whistle activates at 50 bar The vessel is supplied with four sets of positive pressure SCBA for fire fighting operations, two SCBAs are included in each fireman’s locker, these lockers are locate as follows: • Foam room/fire control station • Steering gear room 2 2 2 pairs 2 pairs 2 2 2 The apparatus has an estimated working duration of 30 minutes with a 1,200 litre cylinder when at full pressure, plus a very limited duration once the whistle is activated, this period can vary according to who is wearing the unit. It consists of a high-pressure steel air cylinder mounted on an anti-static carbon fibre backplate, provided with a rubber shocker at the base; the cylinder is secured by a cylinder band. The padded flame resistant synthetic harness, developed from the Bergen rucksack principle, is fully adjustable to fit all sizes of wearer. A special lifting harness is fitted to all sets required for marine use, a lifeline is connected to this to give the wearer added security when entering enclosed spaces. Many fittings are made of stainless steel or brass. The cylinder air is reduced by a two stage pressure reduction system. The air leaves the cylinder and passes through a sintered bronze filter to the first stage reducing valve where the pressure is lowered to the 6-9 bar range. The air then passes to the face mask via a synthetic fabric braid reinforced supply hose and positive pressure demand valve, where it is reduced to a breathable pressure. The reducing valve incorporates the high pressure cylinder connector which is universal, fitting both 200 and 300 bar cylinders. The high pressure cylinder Issue: 1 connector contains the bronze sintered particulate filter. The pressure reducer features a non-adjustable, spring loaded piston mechanism, with the outlet supply protected by a pressure relief valve. b) Check for face mask leakage. Close the cylinder valve and continue to breathe normally, until air in the apparatus is exhausted, and the face mask is pulled gently on to the face. When the pressure gauge shows zero, hold breath for 10 seconds, any leakage will either be heard or shown by the mask moving away from the face. If a leak is detected, turn on the cylinder valve, readjust the mask and head harness, then retest. c) Check the actual cylinder pressure. Turn the cylinder valve fully ON and check the reading on the pressure gauge. A reinforced pressure gauge and integral warning whistle is attached via a fire resistant reinforced tube. The pressure gauge has a heat and impact resistant lens and has an integral safety blow-out valve built in to the rear. The whistle unit warns the user when the cylinder air pressure has fallen to 50 bar. The panorama full mask assembly is provided with reverted edge seals and the mask is made from EPDM material. When not in use a neck strap enables the mask to be carried on the chest. A fully adjustable five-point head harness holds the face mask to the face when required. Pre-Use Checklist Check the Cylinder is Full The following is kept beside each set ready for use: Spare cylinders, excluding in use on unit: Heat resistant protective suit Non-conductive boots Gloves Rigid helmet Fire axe Safety lamp (3 hours duration) Cargo Operating Manual Open the cylinder valve slowly and check the gauge against the stated cylinder pressure. Leak Test Open the cylinder valve slowly and close it again. The gauge reading should not fall by more than 10 bar per minute. WARNING In toxic atmospheres where the contamination has exceeded certain levels, reference should be made to BS 4275 for guidance. At very high work rates the pressure in the face mask of positive pressure breathing apparatus may become negative at peak inhalations. After Use a) Slacken off the head harness and remove the face mask. b) Turn off the cylinder valve. c) Slacken off the shoulder straps, undo the waistbelt and leg harness. d) Take off the apparatus. Release the air trapped in the system by turning the demand valve to the ON then to the OFF position. e) Remove the cylinder from the apparatus and mark it MT (empty) for refilling. f) Place a fully charged cylinder in the apparatus so that it is ready for instant use. g) Fully slacken off the head and harness straps. h) Clean the face mask, by removing the demand valve and after drying, lightly dust the face mask with French chalk. The interior of the visor may be wiped with a demisting agent and the whole polished with a clean lint free cloth. Check the Whistle Setting Gradually reduce the pressure in the system by placing the face mask against the face and breathing slowly. Let the pressure reading fall slowly, the whistle should blow at 50 bar. Donning the Apparatus With the shoulder straps and waistbelt slackened, put on the apparatus and adjust the shoulder straps until the cylinder is held snugly on the back with the cylinder valve downwards. Fit the waistbelt and adjust as required. Hang the face mask strap around the neck. Secure the lifeline to the D ring. Turn on the cylinder air valve slowly, air will now be supplied to the mask. With the thumbs inside the head harness straps, put the chin into the mask first and pull the straps over the head. Position the mask so that the chin fits snugly into the chin cup and then gently tighten the head harness, lower straps first. Do not overtighten. a) Check for positive pressure. Lift the mask seal off the cheek and ensure that air flows out of the mask, proving that the air pressure in the mask is positive. Allow the mask to re-seal and hold breath. There should be no leakage from the exhale valve, as denoted by the sound of a constant flow of air from the demand valve. IMO No.9301419 Maintenance Monthly The apparatus should be subjected to the test as stated in the pre-use and positive pressure checks. Section 5.3.4 - Page 1 of 3 Yuri Senkevich - Hull No.1602 Annually The demand valve diaphragm and all seals should be replaced annually, or more frequently as a result of the monthly inspection. Emergency Escape Breathing Devices (EEBDs) The vessel carries eleven (11) emergency escape breathing device units and one (1) emergency escape breathing device for training purposes. Their locations are shown in the following table and they are also indicated on the ship’s Safety Plan and in the Lifesaving Equipment and Escape Route Plans contained in this manual. Pump room Engine room floor Engine room 3rd deck Engine room 2nd deck Wheelhouse Foam and fire control room Foam and fire control room (for training) 1 2 2 2 2 2 1 Chapter II-2 of the SOLAS Amendments prescribe the following: 4.3 Emergency escape breathing devices. 4.3.1 On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places, which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices shall take into account the layout of the machinery space and the number of persons normally working in the spaces. 4.3.2 The number and location of the devices shall be indicated in the fire control plan required in regulation 15.2.4. 4.3.3 Emergency escape breathing devices shall comply with the Fire Safety Systems Code. The Atlantic Air emergency escape breathing devices are contained in a bright orange fluorescent protective bag for ease of recognition and location. The unit is flame and chemical retardant. Inside the bag contains the protective hood and air cylinder. The fully charged air cylinder (200 bar, free air capacity 600 litres) is designed for a minimum duration of 15 minutes of free air delivery. Donning Procedure Issue: 1 Cargo Operating Manual a) Remove the emergency escape breathing device from its storage location. b) Remove any protective head gear. c) Place the hanging strap over the head in order to lay the unit in front of the user. d) Open the bag and remove the hood. e) Check that the cylinder pressure indicator is reading full, the indicator needle should be within the green segment on the gauge. f) Pull the cord on the safety ring from around the neck of the operating valve then open the air release valve fully. With the cylinder valve fully open place the hood over the head, breathe normally. g) support two hoses with both DIN and ISO connections, however one hose is fitted only to fill the ship’s breathing apparatus bottles. The safety valve on the compressor outlet is set at 225 bar. WARNING It is important when compressing air for breathing that the supply air is clean and that the levels of carbon dioxide are no more than is found in outside fresh air. When first running the compressor on each occasion, it is good practise to vent the air to atmosphere for a short while to purge the filter of carbon dioxide. The filling valve is screwed to the bottle by hand, no tools are required to form an effective seal. Procedure for Recharging the Air Cylinders To Start the Compressor a) Check the compressor sump level C is between H-Line at stop and L-Line at stop position and top up if required with Bauer mineral oil VDL150. b) Open the purifier/filter condensate drain valves and blow through. c) Open the water separator condensate drain valve and blow through. d) Connect the charging hose to the cylinder. Hand tight is sufficient. Escape via the nearest safe route. Breathing Apparatus Compressor SCBA Compressor Maker: Model: Type: Capacity: Rating: Revolutions Bauer Kompressoren Junior 11 E - H Electric drive three-stage compressor 100 litres/min up to 330 bar maximum 440V, 2.2kW, 2,200 - 2,400 rpm The charging air line at the pressure gauge head has a three-way valve, which: Description • Allows the charge air line to be vented when removing the line. The high pressure breathing apparatus compressor is used to recharge used breathing apparatus bottles and to replenish the lifeboat air bottles. It is located in the foam and fire control room and is a self-contained unit driven by an electric three phase motor which is fed from the emergency switchboard. The unit comes mounted in an L-shaped transport frame which has a specially designed bedplate which allows easy belt tensioning between the motor and the compressor block which are both mounted on this item. The drive belt is a V-belt and the entire unit is mounted on rubber anti-vibration feet. • Directs the compressed air into the cylinder. • Vents off the cylinder head when removing the cylinder with the cylinder valve shut. e) Screw in the charging gauge head valve approximately three quarters of the way. f) Open the cylinder valve fully. g) Switch on the main supply then turn on the operating power supply. On the compressor outlet, the unit is fitted with a P21 Triplex filter cartridge which filters the delivery air to the recognised DIN EN 12021 standard. The filter housing has a drain valve as does the separator on the outlet from the second stage of the compressor. Both drain valves are positioned at a height to allow placement of a drain container underneath. The outlet bracket can IMO No.9301419 Section 5.3.4 - Page 2 of 3 Yuri Senkevich - Hull No.1602 h) Depending upon the relative humidity, the condensate drain valves should be operated every 15 to 30 minutes. i) Shut the cylinder stop valve. Screw out the pressure head gauge valve until the vent opens, this is the pressure being relieved from above the cylinder stop valve. The cylinder can now be replaced with another cylinder to be recharged. j) If no further recharging is required (with the last cylinder still connected but with its stop valve shut), screw in the pressure head gauge valve until the vent opens relieving the charging hose. When the pressure gauge has dropped to zero, screw out the pressure head gauge valve to vent above the cylinder stop valve. The cylinder can now be removed. Cargo Operating Manual When all the cylinders have been recharged, shut down the compressor and log the running hours. The purifier/filter should be changed according to the manufacturer’s operating instructions. Issue: 1 IMO No.9301419 Section 5.3.4 - Page 3 of 3 5.4 Portable Gas Meters Yuri Senkevich - Hull No.1602 5.4 PORTABLE GAS METERS The portable gas detection equipment on board is both comprehensive and well proven. Each instrument is certificated and comes with manufacturer’s operating instructions and recommended spares and test kits. The certificates are to be suitably filed and the monthly tests recorded. MINIMUM REQUIREMENTS FOR CRUDE OIL/PRODUCT TANKER of Portable Remarks Detectors Multiple portable gas Owner option instead of II; III; IV detecting Cargo Operating Manual The following is a list of portable equipment currently carried onboard, this list is subject to change as the equipment is updated with new equipment over time. Prior to using any gas detection equipment the manufacturer’s handbook must be consulted and the correct operation followed. of Portable Maker Model Detectors Multiple portable gas Gas Measurement Gasurveyor 11-500 detecting Instruments Ltd. (GMI) Gas Measurement Gasurveyor 11-500 Instruments Ltd. (GMI) DRAGER X - am 7000 Multi Gas Monitor DRAGER X - am 7000 Multi Gas Monitor Group I. Group I. II. Explosimeters 2 piece portable (Hydrocarbon in air) III. Oxygen analysers 2 piece portable O2 analysers IV. Tankscope or equivalent 2 pieces tankscope (Hydrocarbon in IG) For vessels with IG V. Personal gas detector Minimum 2 pieces of personal O2 warning meters Multiple gas detecting unit for each person in working area 4 pieces at least VI. Toxic gas detector pump 1 piece Multigas detector plus tubes VII. Alcohol tester 1 piece preferred onboard VIII. Toxic Gas Detecting Tube 1 Carbon Monoxide 20 pieces 2 Carbon Dioxide 20 pieces 3 Benzene 4 Petroleum Hydrocarbon 5 Hydrogen Sulphide 6 Hydrocarbon Gas IX. Calibration Gases/Kit Quantity 20 pieces 20 pieces 20 pieces 20 pieces III. Oxygen analysers IV. Tankscope or equivalent Multi Gas V. Personal DRAGER Miniwarn B DRAGER Miniwarn B DRAGER Miniwarn B DRAGER Miniwarn B Detector Toxic Gas Detector Pump ACCURO Alcohol Tester DRAGER VIII. Toxic Gas Detecting Tube (10 Tubes/Pack) 1 Benzene 0.5/a 3 packs VI. Disposal or Rechargeable H2S0, 0 - 100ppm CH4, 0 - 100% LEL O2, 0 - 25% Vol H2S0, 0 - 100ppm CH4, 0 - 100% LEL O2, 0 - 25% Vol H2S0, 0 - 100ppm CH4, 0 - 100% LEL O2, 0 - 25% Vol H2S0, 0 - 100ppm CH4, 0 - 100% LEL O2, 0 - 25% Vol Gas detector pump Manufacture Code *WB-0301* 0 - 2.5mg/l Measuring Range 0.5 - 10 ppm 4 Mercaptan 0.5/a 5 Petroleum Hydrocarbons 10/a 2 packs 1 pack 6 packs 2 packs *WD-0441* *WD-1831* *WH-0481* *WB-0551* 0.5 - 25 ppm 5 - 700 ppm 0.5 - 5 ppm 10 - 300 ppm 6 Hydrogen Sulphide 1/d 15 packs *WF-1261* 1 - 200 ppm VII. Crude /Product tanker Product tanker Crude only Crude only HC LEL, 0 - 100% HC Volume Gas, 0 - 100% Oxygen, 0 -25% HC LEL, 0 - 100% HC Volume Gas, 0 - 100% Oxygen, 0 -25% HC LEL, 0 - 100% Oxygen, 0 -25% HC LEL, 0 - 100% Oxygen, 0 -25% Explosimeters II. Remarks All ships All ships Measuring Gas Range 2 Sulpher Dioxide 0.5/a 3 Carbon Monoxide 5/c Alcotest 6510 Manufactured by DRAGER Corporation, Germany Issue: 1 IMO No.9301419 Section Heading 5.4 - Page x 1 of x 2 Yuri Senkevich - Hull No.1602 IX. Calibration Gases/Kit 1 O2 19.2% balance N2, 8ltr. 2 Isobutane in Air 41% LEL, 8ltr. 3 C4H10 19% Vol bal N2, 8ltr. 4 H2S, 25.6 ppm balance of N2, 56ltr. 5 H2S, 25 ppm balance of N2, 58ltr. 6 Methane 2.5% (50% LEL) balance of Air, 103ltr. 7 Salwico Calibration kit 8 Salwico Propane C3H8 N2% Volume , 191 ltr, 7.5 bar. 9 Ethanol 260.5 ppm, balance of N2, 103ltr. Issue: 1 Quantity 1 Disposal or Rechargable Disposable 1 Disposable 1 Disposable 1 Disposable 1 Disposable 1 Disposable 1 1 Disposable Disposable 1 Disposable IMO No.9301419 Cargo Operating Manual Section 5.4 - Page 2 of 2