References:
Ship Design & Construction Vol. I
Ship Design & Construction Vol. II
International Maritime Organization (IMO)
Introduction to Marine Engineering
Marine Auxiliary Machinery
Maritime Engineering Reference Handbook
Ship Construction
Sistem Pelayanan di Kapal
Sistem Perkapalan
Bilge System
MARPOL 73/78 annex 1
Equipment for the storage
Handling & disposal of oil residue
Water containing 15 ppm or below
MPEC ( Marine environment Protection
Committee)
Guidelines for system for handling oily waste in
machinery spaces of ships
Bilge well
Volume max 0,57 m
Tinggi bilge well minimum
0,5 tinggi double bottom
Waste oil transfers & storage
3 primary waste streams have been collected in:
1.
Fuel Oil Sludge Tank
2.
Lube Oil Sludge Tank
3.
Stuffing Box Drain Tank
Fuel Oil Sludge Tank
Lube Oil Sludge Tank
Stuffing Box Drain Tank
Separated Bilge
Oil Tank (SBOT)
Waste oil disposal
There are 2 approved methods of disposal either by incineration, or landing
it ashore for disposal at a shore side reception facility.
An Oil Record Book (ORB) entry must be made at this time for the transfer
AND the disposal method.
Shore disposal can be expensive and time consuming
Ashore
Separated
Bilge Oil Tank
(SBOT)
Waste Oil Tank
Incinerator
Bilge water transfers
Drain &
leakage
Tank over flow
Incident
Cleaning &
maintenance
Water from
purifier sludge
tanks
Water from
wash oil tank
Condensate
from air cooler
Port Bilge Well
Aft Bilge Well
Starboard Bilge Well
Bilge Water
Tank
Bilge Water Disposal
The effluent overboard will be monitored by an Oil Content Monitor (OCM).
Water less than 15 Parts per Million (ppm) of oil will be allowed to go
overboard.
If the effluent oil content is greater that 15 ppm, the bilge pump will stop,
securing the operation, or, if fitted with a 3-way valve, the effluent will be
diverted back to the Bilge Water Tank.
Oil that has been separated out, will be diverted to the Separated Bilge Oil
Tank.
Oily Water
Separator
Overboard
Bilge Water
Tank
Separated Bilge
Oil Tank (SBOT)
Bilge Water Disposal
Oily Water
Separator
Oil water
content
15 ppm
Overboard
Bilge Water
Tank
Waste Oil Disposal
Ashore
Separated Bilge Oil
Tank (SBOT)
Waste Oil
Tank
Incinerator
Oil sludge incinerator
Steam boiler/heater (60-70)
Oil burner
Oil sludge processing system
Main pipe & branch pipe
13
14
BALLAST SYSTEM
A ballast tank is a compartment
within a boat or ship that holds water.
A vessel may have a single ballast
tank near its center or multiple
ballast tanks typically on either
side.
Adding ballast to a vessel lowers its
center of gravity, and increases
the draft of the vessel. Increase
draft may be required for proper
propeller immersion.
Ballast water is absolutely essential
to the safe and efficient operation of
modern merchant ships, providing
balance and stability to unloaded
ships
ballast water may also pose a serious
ecological, economic and health
threat due to invasive aquatic
species
A large vessel typically will have
several ballast tanks including double
bottom tanks, wing tanks as well as
forepeak and aftpeak tanks.
Component of tank
Filling pipe
Discharge pipe
Drain pipe
Vent pipe
Sounding pipe
Overflow pipe
manhole
System Design & Construction
Sea chest & Shipside opening
Ballast valve arrangement
Sea suction line is to permit cleaning of
strainer
To be provide isolating valve to control
the movement of ballast water
Discharge opening overboard ( T +
0,75m)
For vessel (operating low temperature
environment) heating arrangement
For oil tanker has been examined
either visually before discharge verify
contamination
Ballast piping
Discharge arrangement is to be made
to avoid over pressurization and over
flowing
Ballast pump
2 independent power driven ballast
pump
The capacity of the ballast water system
is to be capable of providing ballast
water exchange
BWE normally to be completed
within 24 hours
Control features
Provide with a means of remote
operation from a central ballast control
Tank leveling
Draft & trim indicating
Valve position indicating
Local control A manually operated
independent means of control of all
valves required for WBE
Type of ballast
Ballast Water Management System
Before
After
IMO Assembly Resolution A.868(20) Guidelines for control and management
of ships ballast water to minimize the
transfer of harmful aquatic organisms and
pathogens.
Mechanical treatment methods
such as filtration and separation.
Physical treatment methods such
as sterilization by ozone, ultra-violet
light, electric currents and heat
treatment.
Chemical treatment methods
such adding biocides to ballast water
to kill organisms.
Fire Fighting On Board Ship
Class A Normal Combustible
Wood,Paper,Cloths etc
Class B Flammable Liquids
Flammable liquids gasoline, oil,
grease, grease, paint etc.,
Class C Electrical Fires
Class D Combustible metal
24
Electrical cables and electrical
motors, switchboards, heater etc
Potassium, magnesium etc
Dedi Budi P ST MT
Fire Main system
Fire hoses should not have a length greater than:
15 meters (49 feet) in machinery spaces
20 meters (66 feet) in other spaces and open decks
25 meters (82 feet) on open decks with a maximum breadth in excess of 30
meter (98 feet)
Standard nozzle sizes are to be 12 mm (0.5 in.), 16 mm (0.625 in.) and 19 mm
(0.75 in.) or as near there to as possible
25
Fire pumps must not be connected to
any oil piping connection to the
bilge system is permitted for
emergency dewatering
May be used for other service bilge,
ballast, sea water cooling 1 pump
is kept immediately available for
firemain
Capacity fire pumps depends on the
ship size and service
Minimum flow rate based on ship
size number of fire hose
Total required capacity pump
need not exceed 180 m3/hr
Individual Pump Capacity 25 m3/hr
Required hose nozzle size (1,5 or
2,5 inch)
Pressure fire pumps ( 1psi = 0,069
bar)
Minimum pressure for nontankers= 50 psi
Minimum pressure for tankers=
75 psi
Superstructure 100~150 psi
Shore connection to the fire main
must be provided and installed
both sides of the ship
Emergency fire pump
Capacity For cargo vessels of 2000
gross tonnage and upward: 25 m3/h
Capacity For cargo vessels less than
2000 gross tonnage: 15 m3/h
emergency fire pump is to be of
the self-priming type
27
Fixed Gas Fire Extinguishing Systems
Typically suppress fires by reducing the available oxygen
The most common fixed gas extinguishing systems encountered are
either high/low pressure CO2 systems or those utilizing Halon
alternatives.
Reducing the oxygen content from the normal 21% in air to 15%
40% of the total volume of the largest machinery spaces that is
protected by the CO2system
If the CO2 system is installed in the cargo spaces, the quantity of CO2
available should be sufficient enough to give at least a minimum of 30%
of the total volume of the largest space that is protected by the CO2
system
requires that the fixed piping systems for machinery spaces is to be such
that 85% of the gas can be discharged into the space within 2 minutes.
CO2 Distribution Piping The design pressure at the nozzle is not to
be less than 10 bar
Fixed Water Fire Extinguishing Systems
water spray
pump(s)
fixed piping system
distributed array of nozzles
water sprinkler
fixed supply piping
overhead nozzles
automatic activation
water mist systems
Low pressure, P < 12,5 bar
Medium pressure, 12,5 < P < 35 bar
High pressures, 35 < P < 120 bar
Requires the system to be capable of providing water application at a rate of
at least 3.5 L/min/m2 for spaces with a deck height not exceeding 2.5 meters
and a capacity of at least 5 L/min/m2 (for spaces with a deck height of 2.5
meters or more.
Foam Fire
Extinguishing
Systems
Low Expansion Foams
expansion ratio of 12:1
12 volumes of foam.
Pressure in the lines range
12 bar
Mid Low Expansion Foams
expansion ratio of between
about 20:1 to 100:1.
High-Expansion Foams
33
expand in ratios of over
100:1.
Pressure in the lines range
4-5 bar
Portable/Semi-portable Fire Extinguishers
extinguishers onboard a vessel include
Mechanical
Foam
Extinguishers
Stored-Pressure
Water
Extinguishers
34
POWDER
CartridgeOperated Water
Extinguisher
Dry powder
CO2
Chemical Foam
Portable Fire
Extinguishers
Dry chemical
WATER
Soda-Acid
Extinguishers
Carbon-dioxide
FOAM
Foam
Dry Chemical
Water
Fuel Oil System
Fuel Oil Storage & Transfer
stoge tk heater transfer pump settl tk (HFO)
Fuel Oil Storage Tanks
Fuel Oil
Settling Tank
Fuel Oil Purification & Supply
Fuel Oil Settling
Tank
Feed system:
settlg tk filter heater centrifuge service tk (HFO)
stoge tk filter heater centrfuge service tk (MDO)
Supply system:
service tk supply pump circltng pump
Circulating system:
circltng pump heater filter M/E venting box
Fuel Oil
Purifier
Fuel Oil Service
Tank
Fuel Oil Sludge Tank
FO Transfer System
FO storage tank
Tangki FO selama pelayaran (antar
bungkering)
Vol = f (sfoc, BHP, wkt antar
bungkering) + allowance (typically 3 ~
5 %)
Vol tank MDO ditambah utk kebt A/E
Heater
Pemanas dlm tank agar HFO bisa
dipompa
Daya= f [debit transf pump, T (up to
50 C)]
Sistem: steam heater (coil pipes) dg
boiler sbg pensuplai steam
Letak: di sekitar suction pompa
Ukuran pipa
Q = f (Vol settl tank, Wkt pengisian)
Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
Din pipa = f (Q,Valiran)
Tebal pipa: klas N atau M (tabel 11.4.
BKI)
Bahan baja, utk HFO perlu insulasi
Dilarang lewat: L.O, F.W, Cargo tanks,
living quarter
FO settling tank
FO transfer pump
Q = f (vol settl tk, wkt pengisian)
Mengendapkan f.o dari kontaminan
(terutama HFO)
Valiran = Ref to project guide (typically
0.6 m/s utk HFO, dan 1.0 m/s utk
Jumlah 2 units, dipakai bergantian
MDO)
(rules BKI)
Head total = head statis + head loss
Letak: sebaiknya selevel dg separator
total
dan service tank (constraint head
separator)
Head statis = elevasi (settlg tk stoge
Vol: f.o harus mengendap min 24 jam
tk)
Head loss :
Vol = f (sfoc, BHP, 24 jam) + allowance
Friction = f (L pipa, D pipa, Valiran,
faktor friksi)
Accessories = K (V)2/2g (fittings,
valves, heater, filter, etc)
Letak: tanktop NPSH constraint
(stoge thd pompa)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi
FO Feed System
Ukuran pipa
FO Feed Pump
Q = f (Vol service tk, Wkt pengisian)
Q dan Valiran = Ref to above
Valiran = Ref to project guide (typically
Head total = head statis + head loss
0.6 m/s utk HFO dan 1.0 m/s utk
total
MDO)
Head statis = elevasi (service tk
settlg tk)
Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
Letak: platform constraint head dari
Tebal pipa: klas N atau M (tabel 11.4.
centrifuge
BKI)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi
FO Pre-Heater
Memanaskan FO agar mudah di
separasi
Heat capcty = f (BHP) ref to proj
guide
Type: plate or tube heat exchanger
FO service tank
FO separator
Memisahkan HFO dari campuran air
Mensuplai f.o setelah dipurifikasi ke
dan impurities lain
M/E
Q = f (BHP) ref to proj. guide
Letak: ref to proj. guide (elevasi dischg
(typically 0.2 lt/BHP-h)
thd inlet di M/E) sebaiknya di platform
Letak: sebaiknya selevel dg settling tank
Vol = f (sfoc, BHP, wkt) + allowance
(constraint head yg dimiliki separator)
Wkt: by desain (8, 10 atau 12 jam)
Jumlah: 2 (HFO) atau 1 (MDO) but not
a must
FO Supply System
Ukuran pipa
FO Supply Pump
Q = f (BHP) ref to proj guide +
Q dan Valiran Ref to the above
tolerance 0% to 15% to cover back Head total = Hz + Hp + Head loss
flushing of filter
total
Valiran = Ref to project guide (typically
Hz = elevasi (circl pump service tk)
0.6 m/s utk HFO dan 1.0 m/s utk
Hp = delivery pressure (ref to proj
MDO)
guide ~ 4 bar)
Din pipa = f (Q,Valiran) untuk HFO perlu
H loss tot = H friction + H loss
insulasi
accessories
Tebal pipa: klas N atau M (tabel 11.4.
Letak: tanktop
BKI)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi
FO Circulating System
Ukuran pipa
Q = f (BHP) ref to proj guide + tolerance up
to 15% to cover back-flushing of filter
Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
Tebal pipa: klas N atau M (tabel 11.4.
BKI)
FO Circulating Pump
Q dan Valiran Ref to the above
Head total = Hz + Hp + head loss
total
Hz = elevasi (supply pump inlet f.o.
M/E)
Hp = (disch-suct) press (ref to proj
guide (10-4) = 6bar)
H loss tot = Hfriction + H loss
accessories (incl press drop pd heater
& filter)
Letak: tanktop
Jenis: screw atau gear pump dg Q dan
H yg memenuhi
FO heater
Memanaskan FO viscositas FO pd
M/E
Recommended setting: 10 15 cST
Venting Box
Memisahkan uap dan minyak akibat
penurunan tekanan f.o. (10 bar ke 4
bar)
T in = 100 C dan T out = 150 C
Detail desain ref to proj guide
Type: tube or plate heater
Letak: dipasang pd main engine
Press drop: 1 bar (head loss) working
press: 10 bar
Uap: ke service tank
Minyak: ke suction circltg pump
Full Flow Filter
Final Filter sebelum masuk M/E
Automatic back-flushing atau duplex
filter
Press drop: 0.5 bar max
Mess size: 50 micron mtr
D
C
A.
B.
C.
D.
Transfer system
Feed system
Supply system
Circulating system
Lubricating Oil System
1.
UNI-LUBRICATING SYSTEM (M/E):
Lubricating oil System
Cooling, filtering, and supplying l.o. to M/E (bearings, camshaft, exh. valve
actuator, piston)
Sump tank l.o. pump l.o. cooler full-flow filter Engine
sump tank
Lubricating Oil Purifying System
Purifying l.o. for recirculation
Sump tank filter l.o. pump pre-heater purifier sump tank
or l.o. service tank
2.
CYLINDER OIL SYSTEM:
Supplying l.o. to eng cylindre (only for 2-stroke eng)
Cyl oil tank pump service tank engine
Fungsi Minyak Pelumas
Mengeliminasi Gesekan
Tgt : viskositas, kecepatan, temperatur, beban
Mengurangi keausan
DETERJENSI: Pelunak & penyapu kotoran
PENETRAL ASAM: Kandungan Sulfur f.o. asam
(korosif)
Pemindah panas
Memindahkan panas dari komponen panas ke dingin
Membentuk sekat
Sekat antar parts: Tgt viskositas, putaran, beban
Pembersih kotoran
Sifat deterjensi: pelunak dan penyapu
Engine condition monitoring
Indikator awal kerusakan, keausan, dan kelainan
diesel
Component LO
LO Bottom tank (sump tank)
Location: below m/e
Volume: ref to project guide, f(no.
of cyl)
Drain location: engine
Cofferdams must be provided
surroundings
LO Pipes
Schedule no: 40 or 80 (3rd or 2nd
class)
Diam: acc to Q (proj guide) and V
(typically 1.5 m/s)
No passing through: ballast, f.w.,
and feedwater tanks
Usually galvanized
(recommended)
LO Pumps
Jenis: screw atau gear pump with
sufficient Q and Pressure
Location: tanktop (closest possible
to l.o. tank)
Q = Ref to project guide
(depends upon BHP)
Vflow = ref to proj guide (typically
max 1.8 m/s)
Head total = Hz + Hp + total
Head loss
Hz = elevation of (tank inlet on
eng)
Hp = delivery pressure (ref to
proj guide, typically 4 bar)
H loss tot = H friction + H loss
accessories
Accessories incl fittings, valves,
filter (HL typically 0.5 bar),
cooler (typically 0.3 bar)
Lub oil Purifier
What is the purpose of Separation?
1. To free a liquid of solid particles or
2. To separate two mutually insoluble liquids with
different densities, & remove any solids present at
the same time.
Purifiers operate continuously, whether in port or at sea
Lube Oil Purifier
Lube Oil Sludge Tank
CYLINDER OIL SYSTEM:
Crosshead Engine
Independent cylinder oil
system for lubrication of
piston ring pack
Consumable
High viscosity with a TBN
matched to the anticipated
sulfur content
Cylinder oil is stored in a
Storage Tank & is
transferred daily to a small
capacity measuring tank,
where it gravity flows to
the cylinder lubricators on
the engine itself.
Cylinder Oil
Day Tank
Cylinder
Lubricators
Stuffing Box
Drain Tank
B
A.
LO System
B.
LO purifying system
Uni l.o. system
Cooling System
Closed System
a)
F.w. side: fw pump central cooler charge air
& lub oil coolers jacket cooler fw pump
Open System
b)
Sea water sea chest s.w. pump
charge air & lub oil coolers jacket cooler
o/b
Semi Closed System
c)
S.w. side: s/c s.w. pump central cooler
o/b
F.w. side: fw pump central cooler
charge air & lub oil coolers jacket cooler
fw pump
Component Sea Water Cooling System
Sea Chest
Sebaiknya s/c tersendiri
Ukuran f ( debit s.w yg di
butuhkan)
Letak: tank top, atau di dinding e/r,
atau di luar hull (utk grid cooler)
Press drop: ref to project guide (utk
perhitungan headloss) typically 0.2
bar (sisi yg mendinginkan) dan 1 bar
(sisi yg didinginkan)
S.W & FW pump
Kapasitas ; ref to project guide
Jenis ; centrifugal pump
Letak; tank top
Head/tekanan; sesuai perhitungan
Bisa menggunakan G.S pump
Pipa
Jenis: steel pipe katagory M atau D
(BKI)
Ketebalan : tgt katagori pipa dan
diameter
Type shell & tube atau plate heat
exchanger atau grid cooler
Diameter = f (kapasitas,V aliran)
Kapasitas: ref to project guide
S.w. sbg pendingin berada di sisi shell,
atau outer plate, atau diluar grid
cooler
V aliran: typically 3 m/s atau ref to
proj guide
Central cooler
Grid cooler fitted on bottom plate
Central cooler
SW cooling pump and its filter
FW cooling pump
A.
Sea water
B.
Fresh water
Central cooling water syst
Starting System
Peralatan start listrik
kapasitas batterai start untuk motor induk
paling sedikit 8 kali olah gerak selama 30 menit
roda gaya mesin yang distart dengan motor starter dipasang roda gigi
Peralatan start dengan udara tekan
tekanan 30 Bar
udara dikompresikan dari compressor
Udara tekan mempunyai tekanan yang harus lebih besar dari tekanan kompresi
Udara tekan diberikan pada salah satu silinder dimana toraknya sedang berada
pada langkah kompresi
Peralatan start manual
roda gaya (flywhell) yang berfungsi Sebagai gudang energi
Rule untuk sistem starting udara tekan
Dilengkapi dengan paling tidak dua
kompresor. Satu diantaranya
berpenggerak independen dari main
engine, dan harus mampu mensuplai
50% dari total kapasitas yang
diperlukan.
Kapasitas total tabung harus
memperhatikan paling tidak dapat
digunakan 12x start baik maju atau
mundur untuk engine yang reversibel
dan tidak kurang dari 6x start untuk
engine non-reversibel.
Kapasitas total udara start dalam
tabung harus dapat diisi dari tekanan
atmosfir sampai tekanan kerja 30 bar
dalam waktu 1 jam.
Tabung udara disediakan dua dengan
ukuran yang sama dan dapat digunakan
secara independen.
Jika sistem udara start digunakan
untuk starting auxilary engine,
mensuplai peralatan pneumatic,
peralatan manoeuvering, maka harus
dipertimbangkan dalam perhitungan
kapasitas tabung udara.
Compressor
To start main propulsion engine
To start Auxiliary diesel engine(power generation)
For Engine Room general service and cleaning.
For the operation of pneumatic tools
For Automation & Instrumentation of various machineries,
For fresh & sea water hydrophores,
Fire alarms & operation of Quick closing Valves,
For Soot Blowing Exhaust Gas Economizer
Domestic Water System
59
Dedi Budi P ST MT
Fresh water supply system
The compressed air provides the head or pressure to supply the water when
required
The pump is started automatically by a pressure switch
Water supply systems
Cold water system.
Drinking purpose.
Cooking purpose.
Sanitary purpose.
Washing purpose.
Hot water system.
Bathing.
Space heating.
Washing.
60
Dedi Budi P ST MT
Water Storage Heaters
Even the smallest water-cooled marine engine discharges large amounts of
'waste' heat ideal for heating domestic fresh water supply
Arrangement potable water tank
water treatment methods
Condensate system
is the most effective, slowest, most
expensive, and requires electricity or
other energy source
Reverse osmosis system
is effective against most inorganic
contaminants but requires activated
carbon to reduce some organics. RO
requires water pressure, is fairly slow
and typically wastes more water than
it treats
Sewage Treatment
Black Water
Human body waste and waste from
toilets, urinals, soil drains, also
referred to as sewage
Waste drains
Drains which collect wastewater
(gray water) from showers, laundry
and galley, etc
Gray Water
Refers to ship generated
wastewater which originates from
culinary activities, bathing, laundry
facilities, deck drains and other
waste drain
Soil drain
Drains which collect sewage from
toilets and urinals
Wastewater
Combination of the liquid and
water carried waste from soil &
waste drains of ship
Sewage
Wastes of human origin from water
closets and urinals, drainage from
space containing living animals
Requirement sewage system
Discharge
pipeline
Approved sewage treatment plant
or
Disinfecting system with temporary of storage
or
Holding tank
Capacity holding tank will depend on
several variable factors, such as:
The type flushing system
The number of people on board
The time interval before discharge
can be carried out
66
Dedi Budi P ST MT
Treatment black water
Treatment waste water
Sewage Treatment Technology
Physical
remove solids from wastewater
Biological
remove organic material from wastewater
Chemical
increase the removal of these new forms by physical processes
The sewage treatment is usually a
combination of the three principal methods,
such as:
mechanical-chemical,
mechanical-biological and
chemical-biological
69
The treatment of sewage includes the following stages:
1)
Waste water accumulation and
management
In this stage of process waste
water (black water, grey water and
galley water has been collected in
holding tanks before processing.
Waste water pre-treatment
2)
reduces the amount of solids in the
waste water
reduces the need for oxidation
The pre-treatment is mechanical
and consists of sieving and
sedimentation units
70
3)
Waste water oxidation
4)
The mechanical filtering results in a
maximum of 50% reduction in
organic load. The remaining organic
compounds have to be oxidized,
either chemically or biologically.
Waste water clarification and
filtration
The clarification and filtration
processes used in the ships are
membrane filtration, dissolved air
flotation and settling
71
5)
Waste water disinfection
The last phase in the wastewater
purification process is disinfection
the disinfection is performed with
UV-light.
6)
Sludge treatment
The sludge production depends on
the treatment process.
The sludge that comes straight
from the process is centrifuged.
After the decanter centrifuge, the
possible sludge handling techniques
are holding, incinerator, steam
dryer, filter press or an alternative
sludge conditioning process so that
combustion is possible.
Dedi Budi P ST MT
Liquid Cargo Handling System
The design of tanker cargo piping
systems is predicated on
minimizing turn around time at the
unloading terminal,
handling the required number of
cargo grades,
providing for safe handling of the
combustible cargo, and preventing
oil pollution.
The total cargo pump capacity must
be sufficient to discharge cargo in the
required unloading time
The unloading time economics,
capacity of the terminal, and the
power available to operate the pumps.
The unloading time is typically 12 to
14 hours
The cargo pumps discharges port
and starboard hose manifold on the
main deck
The size of the discharge piping is
based on the total pump head and the
required minimum pressure at the
deck manifold
The stripping pump should be
arranged to discharge this
residual oil through a smaller
separate line
As an alternative to the systems
configuration described,
particularly on product tankers,
which often carry many grades of
cargo, deep well or submersible
pump may be used
one deep well or submersible
pump may be installed in each
cargo tank.
Cargo pump may be driven by; steam turbines, diesel engines, or electric motors.
The drivers may not be located in the pump room of a crude oil carrier because of
the potential for an explosion of the cargo vaporous
73
Dedi Budi P ST MT
for vapor recovery should have the following additional safety feature :
A remote cargo tank level indicating systems operable without openings the tank
(required 98% level )
A cargo tank high levels alarm systems (required 98% level )
A Cargo tank overfill indicating systems, which is independent of the high level
alarm and is timed to allow the operator to prevent an overflow
Tank pressure vacuum relief valves, which will open in the event of failure the
vapor recovery system and are of sufficient size to discharge a volume of vapor
corresponding to 1.25 times the maximum cargo loading rate without causing
pressure in the cargo tanks to exceed the design value.
74
Dedi Budi P ST MT
Loading-unloading arrangement
75
Dedi Budi P ST MT
Ring main system
Advantage
Any tank can be discharge by any
pump
Thus different grade of the cargo can
be loaded
76
Disadvantage
Expensive extra length of the piping
required
Extra bend is required
Risk of leakage from radius bend
exists
Direct line system
Advantage
Quick loading unloading
Short pipe line, less bend, leak is
minimized
Better suction, less loss of pressure
77
Disadvantage
Control leakage is difficult
System is very inflexibility
Inert Gas System
78
Dedi Budi P ST MT
Main sources of
ignition on tankers:
Smoking
Electrical equipment
Sparks
Lighting
Metal
Galley
Static electricity
Domestic equipment
Ship to shore electric
Spontaneous
combustion
Inert Gas System
The inert gas system is used to
prevent the atmosphere in cargo tanks
or bunkers from coming into the
explosive range
Inert gas is produced on board crude
oil carriers (above 20,000 tones) by
using either a flue gas system or by
burning kerosene in a dedicated inert
gas generator
Purified nitrogen and argon gases are
most commonly used as inert gases
due to their high natural abundance
(78% N2, 1% Ar in air) and low
relative cost
79
Inerting empty cargo tank by reducing
the oxygen content of the atmosphere
Maintaining the atmosphere in any
part of any cargo tank with an oxygen
content not exceeding 8% by volume
and at a positive pressure at all times
The system shall be capable of
delivering inert gas with an oxygen
content of not more than 5% by
volume in the inert gas supply main to
the cargo tanks at any required rate
flow
The system shall be capable of
delivering inert gas to the cargo tank
at a rate of at least 125% of the
maximum rate of discharge capacity
Dedi Budi P ST MT
Scrubber
Effectively cool the volume of gas
and remove (at least 90%) solids
and sulfur combustion product
direct contact between the flue gas
and large quantities of sea water
Internal part should be constructed
of corrosion resistant (rubber, glass
fiber epoxy resin, etc.
Demister Units
Removed entrained water from the
IGS gas stream
80
Dedi Budi P ST MT
Blowers
At least 2 blowers are required
125% of the maximum rate of
discharge capacity
Suitable shutoff arrangement shall
be provided on the suction and
discharge connections of each
blower
If the blowers are to be used for
gas freeing, their air inlet shall be
provided with blanking
arrangement
Operational models :
Inerting of empty tanks
Inerting during loading &
Discharge
82
Inerting during loaded sea voyage
Inerting during tank cleaning
Dedi Budi P ST MT
Crude Oil Washing
A system for hot or cold water
washing of the cargo tank should
also be provided required
cleaned inspection/docking/
changing product from one grade to
another grade
25% of the cargo tank are usually
washed during each discharge
The fluid velocity in the COW main
line should not exceed 4-5 m/s
Capacity of the tank cleaning pump
should normally be about 25% to 35%
of the capacity of a cargo pump
The fluid velocity in the branch line
should not exceed 5-6 m/s
COW is mandatory on new tanker
under the International Convention
for the Prevention Pollution by Ships
(MARPOL 73/78)
Standard tank washing and stripping
within 24 hours
The main type of washing machines COW
Single nozzle machines ( Q up to about 200 m/h)
Concentrated on the area where the jet is most
needed-less consumption of crude oil
Higher jet impact force
More complicated probably more maintenance
More time consuming/labour demand operation
Dual nozzle machines ( Q up to about 250 m/h)
low price
Simple operation
Less weight easier to handle and transport
Higher consumption of crude oil
Drainage arrangement
Clean ballast tank Flushing
Segregated ballast tank (SBT) No Flushing
Slop tank
Annex I requirement :
1 slop tank Less than 70000 tonnes DWT
2 slop tank More than 70000 tonnes DWT
Capacity minimum 3% cargo carrying
capacity but depend on the washing method
used ;
A large capacity is required for open cycle
washing than for washing in the recirculation
SBT and COW tankers and combination
carriers also have smaller slop tank
Recovered fuel oil should be heated to not
more than 60C and recovered crude oil
(except some heavy crude oils), to not more
than 43C after removal of free water
Main principles for oil supply COW
Bleed off from main
Separate pump(dedicated COW pump)
Nozzle diameter
Usually between 20 and 40 mm
COW machines to be operated
simultaneously has been decided ;
Size of the tank covered by
machine
Pumping & stripping capacities
Dimension of piping (pressure
drop)
Top washing
It is recommended to
start, asap when
about of the tank
discharged
Bottom washing
Usually start with a
small amount of
cargo in the tank
Advantages with COW
Reduction: pollution potential,
cost and time of tank cleaning,
corrosion.
Increased out-turn of cargo
More time for maintenance
work at sea, since no additional
tank cleaning is required
Disadvantages with COW
Increase workload during
discharging
Cost for extra personnel
Cost for COW equipment
more equipment maintenance
Prolonged time for discharging
