HANSEATIC CONSULTORIA NAVAL C.A.

MARITIME UNIVERSITY OF THE CARIBBEAN

M/T “TESEO”

Loading and discharging operation

__________________ _________________

Chief Mate: Henry Navas Cedeño Saddam

Deck Cadet

On Board, September 2017

 Structure and layout of oil tanker

 Crude oil tanks (C.O.T)

In common tankers, the cargo tank section is divided by two longitudinal

bulkheads and some transverse bulk head. The centre sections longitudinally are
called centre tanks, and the sections on both sides are called the side tanks or
ballast water tanks. The capacity and arrangement of cargo tanks are provided by
the international convention to minimize outflow in the event of grounding or
collision.

 Segregated ballast tanks

After discharging cargo oil, tankers usually continue on a ballast voyage.

Therefore, ballast tanks are provide to hold an appropriate quantity of ballast to
obtain a suitable draft required for the voyage. Tanks for carriage of ballast water
only are so called segregated ballast tanks and are required to have separate
pumps and lines intended for handling of ballast water only.

 Cargo control room

The cargo oil control room is a central control station for the safe cargo work,
which is manned at all times by the officer controlling cargo operation and tank
cleaning to operate necessary equipment, also it has communications system
connecting with engine room, pump room, on deck crews and others

 Pump room

The main cargo pumps, stripping pump, eductor, ballast pump and various
valves, lines etc. are installed and interconnected in this room for the purpose of
cargo loading and discharging operations, ballasting/deballasting, and tank
cleaning etc. as hydro carbon gas is often present at the bottom of the pump room
because of bilge, sludge, and drainage of cargo oil, exhaust fans are installed on
top of the pump room in order to fully ventilate with the fresh air.

Loading and discharging system

Within International regulations that must be complied with include the

International Convention for the Safety of Life at Sea (SOLAS), which implements
special regulations for tankers, among the most important are the requirements of
construction, another international convention that regulate tankers is MARPOL
convention which aims to preserve the environment, with emphasis on the control
of the discharge of oily waters to the sea and the washing of cargo tanks, as well
as the conventions there are codes and guides adopted by the International
Maritime Organization created for the same purpose. Such as the International
Guide for Tanks and Terminals, known as ISGOTT, This guide in Chapter 7
describes in a general way how the ship's systems should be composed

The construction of the vessel teseo for loading and discharging system
consists of 8 centre cargo tanks and two slop tanks located aft of (COT) (port and
starboard) also intended for that purpose and retain waste generated on board
during the voyages, a system of lines that transport the cargo from cargo tanks to
terminal with a combination of three centrifugal pumps powered by steam turbines,
a bilge pump, two eductors, a set of manual and hydraulic valves to control the flow
of cargo.

The pipeline system is design and distributed in three plots. Plot 1 is

composed of tanks 1C, 4C, 7C. Plot two, consisting of tanks 2C, 5C, 8C and plot
three, is made up of tanks 3C, 6C and slop tanks.

The design and distribution of these cargo tanks allow the m/v Teseo to load
three different types of cargo in a segregated manner, as well as in the case of
carrying a single type of cargo, it can be loaded or unloaded in a way unified by
means of the system of lines that allow to realize the operation.

The capacity of the load lines is an important factor in the operations, and that they
store a certain amount of load representing a percentage of the difference with
respect to the earth figures. For this reason the capacities of the lines presented
below must be known

Line 1 Line 2 Line 3

COT 1 COT 2 COT 3

COT 4 COT 5 COT 6

 COT 7 COT 8 SLOP (P&S)

Color and distribution line

Cargo Pumps

On board motor vessel Teseo we count with a system of three centrifugal

pumps to make the operation of discharge, driven by a steam turbine with a vertical
axis, this are located in the pump room.. The centrifugal pumps consist
essentially of a vane impeller, mounted on a vertical rotating shaft, which is located
inside a fixed crankcase, the whole set in turn housed inside a housing.

The oil is delivered to the impeller via the suction line of the pump, and is then
pushed by the impeller blades. The liquid then exits the impeller at a relatively high
velocity, to the discharge manifold; which is a series of diffusion passages, which
convert pressure to the kinetic energy of the driven oil at the same time that it is
channeled towards the discharge line of the pump.

The main features of the m/v Teseo discharge pumps found in the manual
are as follows:
2500 m3 / h
Capacity
130 m
Drive height
5m
Suction height -
1560 rpm (3%)
Speed
Dextrorotational
Rotation
26 kg / cm2
Hydrostatic test pressure

Vapour line

These lines come from the engine room. There is a main supply line, a main
return and a series of bifurcations that are destined to the cargo tanks. The vapour
is supplied by the auxiliary boilers and is used when the product is required to be
maintained at a set temperature.
 Each cargo tank has a vapour line that is drawn into a series of coils that
occupy much of the bottom of the tank to ensure that the product is maintained at
the same temperature. In turn, the vapour from the engine room plays a
fundamental role in the discharge operations, because the bilge pump is operated
by vapour. As well as for the cleaning of tanks with water, since it must be passed
water by the heater, located in the pump room, to increase its temperature by a
series of coils that are in its interior

Through valves

Valves located at the height of the central tank 6 are used to allow the flow path
of the charge which is driven by the charge pumps from the pump room to the load
manifolds during discharge operations. It is important to note that during loading
operations these valves must be completely closed to prevent the fluid from
reaching the pump room

Drop Valves

They are a group of valves that allow the product to flow from the load
manifolds to the tanks during the loading operations. There is down payment for
each line identified respectively with its corresponding color. When the ship is in
discharge operations these valves must remain closed to prevent the fluid from
recirculating to the cargo tanks.

Crossover

The pipeline for loading and discharging procedures count with a system of
hydraulic and manual valves whose function is the communication or isolation of
the Load Lines, depending on the characteristics of the operations to be
performed. There are three different groups of crossover:

 Deck crossover valves: They are arranged in the middle of the vessel,
they are manual, and there are two for each line, to guarantee the seal of
the cargo in case one fails.
 Pump room crossover valves: They are positioned on the last cover of
the pump room, they are also of manual type each line counts with two to
avoid possible leaks.
 Bottom-crossover valves: They are located inside the central tank 3 and
because of their location they operate hydraulically, so they are controlled
from the cargo control room.

Dimensions and capacities of COT

 Tank Capacity 100 % Capacity 98 % Bbls
1 10520.0 10309.6 64844.3
2 13729 13454.4 84624.1
3 13932.1 13653.4 858875.8
4 13932.1 13653.4 858875.8
5 13932.1 13653.4 858875.8
6 13932.1 13653.4 858875.8
7 13917.4 13639 85785.2
8 13108.9 12846.7 80801.9
Slop Babor 1483.4 1453.7 9143.3
Slop Estribor 1483.4 1453.7 9143.3
Total 109970.5 107770.7 677847.3

Loading Procedure

Cargo operations begin upon receipt of appropriate instructions (received via

e-mail) from the Ship's Operators or Charterers. Once informed of the type and
quantity of product to be loaded, the amount to be transported is calculated
according to the instructions and cargo data provided by the company or the ship's
files (the cargo data is normally the temperature and the density).

The quantity of product to be loaded will depend on the area (s) to be transited
by the ship between the loading port and the destination port, as well as possible
draft restrictions on the vessel, considering the daily fuel consumption for the port
of destination, water density in both, among others.

Due to the possible expansion of the cargo during the voyage, due to the
increase in temperature of the sea or the environment, tanks will never be charged
to more than 98% of their total capacity.

Prior to the loading operation, it will be checked:

1. Proper reductions are placed on the manifold.

2. Scuppers are in place.

3. The fire and spill containment equipment is near the manifold and ready for use.

4. All valves in the system are closed.

5. The atmosphere of the tanks contains less than 8% oxygen per volume.

6. Perform high-level testing of cargo tanks and gas detection test in the pump
room
7. Check the correct operation of the pressure / vacuum valves.

When the activities described above have been carried out and the port of
loading is reached, a document known as "NORA" (Notice of Readiness) is issued,
which indicates that the ship is ready to enter loading operations and / or discharge
(depending on the case). Signed by the Captain of the vessel and directed to the
cargo terminal.

Once docked and with the Representatives of the cargo and the Terminal on
board a meeting called "Key Meeting" is held where the following aspects are
confirmed:

1. Load specifications (API - American Petroleum Institute, temperature, amount

and loading procedure).

2. Maximum flow (maximum rat).

3. Warning time required to stop the load, and to reduce the flow rate at the time of
tank filling.

4. Amount of cargo to be taken on board between the final stop order and the
actual moment at which it ceases to flow on board.

5. Means of communication between the ship and the terminal.

6. Special regulations of the terminal, especially those in relation to safety and

discharge of ballast.

7. Inspection is performed on the cargo tanks, verifying that they are dry and ready
to receive the product.

Once the low parameters have been established which are to govern the load,
the necessary valves are aligned so that the product reaches the tanks; In this way
the terminal is informed that the ship is ready to start loading the product.

Simultaneously with the crude cargo, the ship's ballast must be discharged.
This will be done with the greatest possible diligence, since usually the time of
shedding will condition the flow that the ship can accept.

The stability and stresses to which the ship is subjected are periodically checked,
paying particular attention to the last stages of ballast discharge, when the
moments of free surface increase considerably in these tanks.

Procedure for the Download

Before arriving at the port of discharge, the Chief Officr will prepare the "Plan of
Discharge and Washing with Crude", which will include:

 Discharge procedure, time to be used, tanks to be washed.

 Seat, heel, draft and maximum stresses during the different stages of the
plan.
 Manifolds and reductions to be used.
 Maximum permissible discharge pressure and flow rate.
 Ship weighting scheme.
 Emergency stop procedures, spill containment, etc.
 Other considerations, such as taking of provisions or fuel, system of guards,
risk of piracy, etc.

Prior to arriving at port, the relevant checklists will be completed, including the
following actions:

 Pressure test of all lines of the system, to prevent leakage in port.

 Checking the operation of the inert gas system and its alarms.
 Place the necessary reductions in the manifold.
 Check the operation and condition of the Pressure / Vacuum valves.
 Place the scuppers.
 Place near the manifold fire extinguishers and fire hoses, ready for use. Also
place means of containment and collection of spills.
 Check atmosphere of cargo tanks. If it exceeds 5% by volume (for North
American ports), inert them again until reaching the appropriate content.
 Reduce the pressure in the cargo tanks to the minimum permissible, for
purposes of the sampling and probe of the load

Once the representatives of the terminal are on board, check:

 The manifolds to be used.

 Discharge procedure.
 Capacity of tanks on the ground, counter-pressure to be experienced,
maximum permissible pressure in the manifold.
 Maximum discharge flow, estimated time to complete.
 Means of communication with the terminal.
 Particular regulations of the terminal, especially with regard to crude
washing operations.

During the process, the pumps are primed and the pipelines for the
discharge are aligned, opening the tank valves, insulation, suctioning and
discharge of the pumps, and cross-overs for deck, pump room and bottom.
 During the discharge, constant vigilance will be maintained in the pump
room, manifold and load lines. Once the maximum flow rate is reached, the
pump room will be checked every hour, paying particular attention to the
temperature of the pumps and to any oil leakage. The manifold and the
cargo control room will not be abandoned by your personnel under any
circumstances.

The unloading operation shall be carried out simultaneously with the

ballasting of the ship. Both shall be made in accordance with the normal
practice of the industry, maintaining periodic controls of the stability, depths
and stresses to which the ship is subject.