The Ultimate Guide to

Cargo Operations for Tankers

www.marineinsight.com
1
Marine Insight©
The Ultimate Guide to Cargo Operations for Tankers

Publication date: December 2012

Author: Abhishek Bhanawat Editor : Raunek Kantharia

Published by: Marine Insight

www.marineinsight.com

Graphic Design: Raunek Kantharia and Anish Wankhede

Copyright 2012 Marine Insight

NOTICE OF RIGHTS
All rights reserved. No part of this book may be rewritten, reproduced, stored in a retrieval
system, transmitted or distributed in any form or means, without prior written permission of
the publisher.

NOTICE OF LIABILITY
The authors and editors have made every effort possible to ensure the accuracy of the
information provided in the book. Neither the authors and Marine Insight, nor editors or
distributors, will be held liable for any damages caused either directly or indirectly by the
instructions contained in this book, or the equipment, tools, or methods described herein.
2
 INDEX
Chapter 1 Port Arrival Preparation ...06
Chapter 2 Ship/Shore Safety Meeting …10
Chapter 3 Cargo Loading Procedure ...24
Chapter 4 Cargo Unloading Procedure …34
Chapter 5 Stripping …44
Chapter 6 Ballasting & Deballasting …53
Chapter 7 Inerting …55
Chapter 8 Purging …58
Chapter 9 Gas Freeing …60
Chapter 10 Crude Oil Washing …64
Chapter 11 Tank Cleaning …68
Chapter 12 Pressure Testing of Cargo & Ballast Lines …76
Chapter 13 Brake Testing of Mooring Winches …80
Chapter 14 Emergency Inerting …84

3
 Oil trade through sea routes has far
reaching impacts on economies
globally. The increasing demand for
oil across the world, along with the
fluctuating oil prices has eventually
resulted in the rapid rise of
transportation of both crude oil and
its refined products. Needless to say,
the number of tanker ships working
at the sea has increased drastically.

The augmentation of oil transfer operations at sea as a result of the aforesaid

reasons is therefore obvious. However, safety and efficiency of these operations
at sea are burning issues with the prime concern of carrying out such processes
without any redundant expenses or losses.

4
Tanker ships carrying hazardous products at sea is a potent hazard to both the
ship’s crew and the marine environment. Considering the amount of threats
involved with transporting oils, chemicals, and liquefied gases through ships,
stringent regulations have been put forth by the International Maritime
Organization (IMO) to carry out tanker operations safely at both seas and
ports.

Comprehensive guidelines are provided in MARPOL 73/78, SOLAS 1974, and

IBC Code for chemical tankers built after July 1986 to ensure that procedures
to carry out tanker operations are introduced in the form of checklists, which
are easy to understand and implement on board ships.

Seafarers are required to follow these checklists before conducting operations

onboard tanker ships or during arrival or departure from a port.
Comprehensive guidelines have been provided in MARPOL
73/78, SOLAS 1974, and IBC Code for chemical tankers built
after July 1986.

5
 Chapter 1
Port Arrival Preparation

Prior arrival to a port, an oil tanker has to ensure readiness in following

aspects:
Questions
Q) What precautions are taken while preparing the ship for
entering a port?

Q) What procedures are followed at the ship’s bridge and

cargo control room before the ship arrives at the port?

Q)Can a tanker enter a port with fouled anchor or with oil

in bilges?

6
 Navigation
 Both the ship’s radars must be fully
operational and working, including all
navigational safety equipment such as
course recorders, auto pilot, engine
controls, echo sounder, Doppler log,
bridge telegraph etc.
 All the relevant charts and nautical
publications onboard must be updated and in correct form
 Generators to be in parallel or power for back must be in standby mode

 Anchors, windlasses, mooring winches, and pilot ladders to be cleared

and ready for use

 All fire fighting equipment to be in state of readiness

 Emergency towing lines should be prepared forward and aft as required by the
the terminal
7
 Cargo Control Room

 Inert gas and crude oil washing systems must be fully operational

 Cargo pumps, valves and other associated equipment must also be fully
operational

 Inert gas recorders, trips, and alarms must be tried out and recording paper
for IG printer should be sufficient for the operation

 There should be no emissions of cargo vapor or inert gas on ship’s deck

 Deck seal and PV Breaker must have liquid levels filled up as indicated

 All the pressure / vacuum valves lever should move freely

8
 If the cargo oil pumps are steam driven, then
the steam turbine for the same must be
prepared; and if the pumps are hydraulic
driven then ensure that sufficient generators Real Life Incident
are running to support the power packs
A tanker arrived at Port of
Avonmouth, UK for
 Ensure that the IG generator is ready for start discharge. During an
and the cargo tanks are in inert condition inspection carried out by
the terminal safety
 Check if the portable gas meters are in good inspector, cargo pump
working conditions and the gas readings in room bilges were found to
tanks have been measured contain oil residues. The
inspector put this as a
remark in the inspection
 Ensure that the deck, all access points to the report and as a result
ship, cargo or ballast pump room is clear of cargo operations were
any oil or slippery substances allowed to commence only
after cleaning up the
 Check if all oil spill equipment tools are in bilges.
state of readiness

9
 Chapter 2
Ship/Shore Safety Meeting

Questions
Q) What happens in a Ship/Shore Safety Meeting?

Q) How Does a Ship Knows What Cargo Terminal it is

Having?

Q)How Many Shore Tanks Will Provide the Cargo to the

Ship?

Q)What Happens to Cargo Operations if the Weather

Deteriorates?

10
Prior commencing the cargo operations for discussing safety and operational
matters, a ship / shore meeting is carried out between the vessel and the
terminal representatives. Following points are discussed before the ship/shore
interface begins:

 Means of safe access have to be provided between the ship and the shore
by ship’s gangway or shore gangway. In case of a ship to ship transfer a
personal transfer basket is often used

 The gangway should be as dry as practicable, obstruction free and devoid of

oil stains or slippery surfaces

 There have been numerous incidents in the past when gangways were not
secured properly onboard, and while boarding them surveyors or crew
members have faced accidents and suffered severe head and spine injuries

11
 The ship has to be
It is very vital for the duty
securely moored
alongside the
officers to understand and
terminal or to a recognize normal and
floating assembly to emergency signals for
ensure it does not communication.
move during the
operation, wherein
the ship can become light and float up or get heavy and settle down
The means and mode of communication between the ship and the shore must
be established and the procedures should be discussed and agreed upon.
Normal means of communication are portable UHF radios or walky-talkies.

It is to note that ship’s VHF radio can also be used as a mode of

communication. A primary and back up channel or mode of communication
must always be defined prior to starting of any kind of cargo operation at the
port.

12
In case of fire onboard or at the terminal,
the vessel is required to rig towing
Real Life Incident
pennants, which are also called Fire Wires. While a tanker was
These wires are rigged on the opposite side berthed at a private jetty
in Kwinan , Australia. It
to which the loading arms are connected.
was an open harbor
Using them, a vessel can be towed and exposed to sea and tidal
immediately taken out of the port limits or waves. During the high
terminal. Most of the terminals require tide the vessel surged due
eyes of the towing pennants to be hanging to the action of waves.
around 1 meter above the water level at all The spring ropes were not
times. able to take the full load
and they parted. As a
The terminal’s and vessel’s firefighting result vessel shifted 5
meters forward thereby
equipment are required to be in readiness
damaging the shore
and the hoses must be rigged at all times. loading arm. Later on
Almost all the tanker terminals require the vessel was moored with
fire main to be charged prior to and during additional ropes.
the cargo operations.

13
 The cargo transfer system should be
sufficiently isolated and drained so as
Real Life Incident
In a busy terminal named
to allow safe removal of blank flanges
Universal, in Singapore, a
duty officer due to oil spill
 Those lines and manifolds which are on deck from cargo
not to be used for cargo transfer should manifold gave signal on
also be blanked and isolated VHF as “ Universal Jetty 2
– Stop Stop Stop ! “ . The
 All the scuppers and save-all trays jetty personnel on jetty 2
should be plugged so as to prevent any immediately stopped the
oil spilled from escaping overboard pump on the shore side.
However the oil still kept
coming on the deck. Later
 Drip trays must be in place on as the senior officers
rushed to the spot they
 It is important to ascertain that the intimated that the vessel
cargo hoses and loading arms are in was berthed at Universal
good condition and properly rigged Jetty 1 and not Jetty 2.

14
Real Life Incident  Ensure that all cargo and bunker
While loading cargo at Port tank openings are closed
Klang, Malaysia during the
month of August, the deck
watch opened the scuppers  The sea and overboard discharge
at the aft to drain the rain valves must not be used during the
water on the deck. In the operation and should be securely
engine control, fuel oil was lashed or sealed
being transferred from one
tank to another. During the
transfer the fuel oil tank  In view of leakage of cargo vapors
overflowed and thus oil or inert gas on deck from vessel or
escaped overboard through terminal, the openings for
the aft scupper. During the accommodation, external doors,
rounds the deck watch ports of stores must be closed and
noticed oil sheen in the the air condition unit should be
water and closed the
put on recirculation
scuppers immediately.

15
 Temporarily opened scupper plugs
should be monitored at regular
intervals of time.

 To assist the shore fire fighting team in an incident of fire onboard, a copy of
ship’s fire plan and cargo stowage plan should be kept near the gangway or
at an external place which is easily accessible

 To avoid fire hazard all cargo tanks should be inerted with positive pressure
and an oxygen content of less than 8 % or less by volume must be
maintained

 The ship should be enabled to move under its power at all times while it is
alongside a terminal. Adequate personnel to be available onboard and
ashore to deal with an emergency

16
 The emergency procedure and shut down signal should be understood and
explained to both ship and shore personnel. The material safety data sheet
for cargo to be transferred is a mandatory requirement

 The hazards and toxicity of various oil cargoes and vapors must be
identified and understood

Various operations such as tank inspection of empty tanks, ullaging and

sampling of loaded tanks should be carried out by closed methods so as to
ensure zero exposure of cargo or IG vapours.

Certain crude oils known as sour crudes contain high

concentrations of H2S in addition to HC vapours. These are
namely Maya and Isthmus crude oils. While sampling these
cargoes or doing ullaging of these cargoes caution should
be exercised as the slightest amount of gas contains high
ppm of H2S which can be fatal for humans. Several crude
oils like Captain Crude from Nigg Bay U.K. is said to produce
severe skin irritations if they come in contact with skin.
17
 The tank venting systems should be agreed prior to carrying out operation.
They can be through mast riser or pressure / vacuum valves

 If a vapor return line is connected, its operating parameters must be agreed

by both the parties

 The High Level Alarms (95%) and Overfill alarms (98%) must be checked to
be fully operational as their malfunction during topping up can lead to oil
spill on deck

 Since the cargo moves at high velocity inside the pipeline, accumulation of
static charges is impending. In order to avoid this, loading arms must be
connected with a bonding plate or cable to dissipate the charges. Suitable
insulation must also be provided. The tools used for this must be NON
SPARK type and No naked lights, mobile phones, cameras must be allowed
on deck or within terminal areas

18
 Smoking should be permitted only at
Real Life Incident
designated smoking places onboard A Pumpman was
hospitalized when he fell
unconscious while doing
 Portable VHF / UHFs must be of
open sampling with the
intrinsically safe type surveyor. While opening the
butterworth hatch for cargo
 The ship’s aerials of radio tanks he was facing directly
transmitters and radars to be towards the tank opening,
switched off as they emit high energy which was full of cargo
electromagnetic waves vapors and high PPM of
H2S. For some time he felt
 If any portable equipment tools are the pungent smell and
eventually was knocked
connected with electrical cables
down due to prolonged
within the hazardous area, they exposure.
should be disconnected

19
 Often high level and overfill alarms are put into
navigation mode or block mode and they remain
blocked even when the vessel arrives in port.
However these must be double checked for
functioning. Specially overfill alarms with a buoyant
float type arrangement are found to be stuck at the
times of testing. These should remain freely moving
at all times.

A positive pressure inside accommodation ensures no vapor from outside

enters the accommodation. Cargo pump room should have sufficient
mechanical ventilation.

The emergency escape from the vessel should be discussed. Mostly one of the
ship’s gang way is kept lowered up to the water level on the side opposite to
which cargo loading arms are connected. This is done so as to allow onboard
personnel to escape in an emergency without being exposed to hazardous
areas.

20
 It is also ascertained during the ship shore meeting that the Inert gas
system is fully operational

 The fixed and portable oxygen analyzers must be calibrated and checked

 Ensure that the relevant cargo tank IG valves are set in correct position and
locked

 The OOW and other personnel to be made aware that in event of I.G.
failure the operation must be stopped

A mate or an OOW should never hesitate to advise

surveyors or terminal personnel to switch off their mobile
phones and other electronic devices while they are on deck
or at other exposed locations . They should never
disregard this and think about it as professional courtesy
for such practices are actually a major compromise with
safety.

21
 If the vessel is planning for crude oil washing or tank cleaning, then prior
permission of the terminal is required, following which a detailed
checklist for both the operations to be followed

 There is an agreed frequency for repetitive checks of all above

mentioned points. The frequency of these checks is recommended to be
every 4 hours

 After the ship shore safety interface the terminal representative will
furnish the relevant information about the cargo e.g. approximate
density, temperature, pour point etc. in order to allow mate to decide
maximum amount of cargo that can be loaded

If the vessel is planning for Crude oil Washing or tank

cleaning, then prior permission of the terminal is required,
following which a detailed checklist for both the operations
to be followed.

22
 A vessel berthed alongside a terminal or at an Single point
Mooring buoy with the help of mooring ropes or SPM chain
can carry out cargo operations safely up to a maximum
force of wind and swell. If wind or swell exceeds these
limits the cargo operation to be suspended and even the
berth might have to be evacuated.

The surveyor then inspects cargo tanks to be dry and empty and issues a dry
tank certificate. The initial rate and the final rate for topping up tanks should
be kept low up to 500 m3/hr.

There is an agreed frequency for repetitive checks to be made

during the whole process. The frequency of these checks is
recommended to be every 4 hours.

23
 Chapter 3
Cargo Loading Procedure

Loading of cargo from shore

can be carried out in many
ways such as

 by gravity
 by shore pump
 through ship to ship
transfer

Before starting the loading

operation, lining up of cargo
tanks nominated for loading
in extremely essential.

24
Let us assume that a tanker vessel ’A’ has a capacity of 50,000 MT of cargo to be
loaded through closed loop system. It has 3 main lines leading from manifold to
deck and 6 set of cargo tanks and 2 slop tanks namely 1W’s, 2W’s, 3W’s, 4W’s,
5W’s, 6W’s, Slop W’s.

The cargo tanks are grouped by three color coded lines on deck namely Red
(1W’s, 4W’s) , Blue(2W’s,5W’s) , and Yellow (3W’s, 6W’s and Slop W’s). The
process is as follows:

First Foot Loading: This stage involves loading up to a foot or more in one of
the tanks or in all tanks. Samples are then taken for analysis and to find out
whether tanks are free of residues of previous cargo and have been cleaned.

Before starting the loading operation, lining up of

cargo tanks nominated for loading in extremely
essential.

25
If it is decided to load the red group first using the red line, the line up procedure
would require all the manifold valves on the deck and other cargo valves of the
system to be closed

 Inert gas deck main isolation valve should be closed

 The drop line valves on deck on the red line must be opened manually

 All the other valves like manifold cross over and MARPOL line valves must be
confirmed shut

 The lines lead directly to the red group tanks and hence preferably 4W’s
cargo tank valves must be kept open for loading

 Set the vent riser for loading all tanks

 As the shore confirms its readiness to commence loading, the vessel can
then open her manifold valves and advise shore to commence the
procedure
26
 The manifold watch must physically confirm the cargo passing through the
red line only

 In cargo control room, the ullage display for 4W’s tanks will show change
upon receiving. However, this should be manually confirmed with the help
of an ullage interface detector tape

 Once the cargo is confirmed flowing into the tanks other manifold
crossovers can be opened so that cargo can enter the remaining lines
namely blue and yellow to enter their respective group of tanks

The maximum loadable rate of a cargo line is decided

by the venting arrangement provided with that
particular group. For e.g. If PV valves of 4Ws can vent
together vapors of 2700m3/Hr then the maximum
loadable rate for 4W’s or red line can be up to
2600m3/Hr. Always refer to the Volatile Organic
compound manual of the vessel to ascertain the
maximum loading rate of a vessel.
27
 The initial rate which was 500 m3/Hr can be increased to the maximum
permissible rate as decided

 As the cargo flows into other lines and fills in to the remaining tanks this
must be confirmed using UTI. The deck, manifold areas, pump room
should be checked for any leakages

 As the loading is in progress, the de-ballasting operation should run

simultaneously to comply with the loading plan, which describes various
stages with cargo and ballast quantities, along with shearing forces,
bending moment, drafts , trim and GM

 While de-ballasting, two ballast pumps can be used to keep the vessel
upright

 Whenever a vessel is loading, as far as practicable, the list and trim must
be adjusted with the help of the cargo

28
 Adjusting the vessel with ballast will lead nowhere as ultimately vessel has
to sail out without any ballast

 All tanks should be loaded evenly. It is preferable to load cargo tanks

evenly as per the topping up sequence

 As the tanks reach level of around 5 meter, the ullages should be

reconfirmed with the CCR display using the UTIs. There from, the tanks
should be loaded in such a sequence that 2 groups are topped up well
before the final group fills up for topping up

 The final group is decided by choosing the manifold line in which the
loading arm is connected

As the tanks reach level of around 5 meter the ullages should be

reconfirmed with the CCR display using the UTIs. There from, the
tanks should be loaded in such a sequence that 2 groups are
topped up well before the final group fills up for topping up.

29
 A good combination for loading can be topping
up 1W’s ,6 W’s and Slop W’s , followed by 3W’s, 4
W’s and lastly 2W’s and 5W’s. Keep 2 and 5 wing
tanks in the end as loading these 4 tanks will
require one line only and also there won’t be any
drastic changes in list and trim, keeping the
vessel upright at all times.

Finally as the tanks come to topping up levels they should be manually confirmed
after every 5 or 10 cm for last 50 cms. and every 1 or 2 cm for last 20 cms. Once 2
groups are finished and only 4 tanks of a group remain, the rate can be reduced
to 500 m3/hr.

 When all the cargo has been loaded and all the ballast has been discharged,
the cargo left in top lines can be drained via bottom crossovers into tanks

30
 Real Life Incident
 The cargo quantities are It is very important to keep a check while
then ascertained by the opening and closing various tank valves
mate and the cargo during a topping up operation. The tanks
surveyor. The cargo hoses which have been topped up, their valves
are then disconnected must be completely shut and valve
switches to be covered with a protective
cover. While a topping up operations
Never load a tank more were carried out on a tanker at Vopak
Terminal, Singapore. The duty officer
than 98% by volume. As the accidentally opened valve of 3W’s Cargo
remaining 2 % volume has tank instead of 4W’s Cargo tank. 3W’s
to accommodate the was already topped up to 98%. In few
minutes before mate could realize the
expansion of cargo due to mix up cargo spilled on deck from PV
variation in temperatures valve of 3 Port Cargo Tank. The
during voyage. operation was suspended and resumed
after transfer of excess oil from No. 3 W’s
to buffer tanks.

31
 Real Life Incident
It is very important for a mate to check the
ullages daily after sailing out from loading A vessel loaded Condensate as
port. The bottom lines of some tankers which cargo from Mellitah, Libya. As
run through the tanks have often been found the vessel sailed out and the
with broken flanges. The inappropriate next day reached Suez Canal,
material used for fabricating nut and bolts in during afternoon the deck crew
some new ships has been the reason for such noticed cargo leaking from
cause. As a result during rough weather manifolds and drop valves. The
conditions at sea often the bottom line is line was highly pressurized up
subjected to excessive pressure and thus the to 10 bars. Immediately the
nuts and bolts give way, opening the flanges tank valves were opened and
and making separate groups common with the pressure built up in the line
each other . Due to a difference in head of was released into cargo tanks.
various tanks cargo flowed from one tank to Mellitah Condensate is a highly
another by gravity and equalizes. This can volatile cargo, after loading as
prove to be a commercial disaster when the lines were drained the
carrying 2 different parcels or different grades remaining cargo in lines
and getting them mixed amongst each other expanded due to heat and thus
due to material failure. pressurized the line.

32
 While loading from an
independent line system, each
line leads to a particular set of
tanks. However, all these lines
Upon completion of are connected to each other on
loading , during sailing all the deck with the help of
the cargo line crossovers , crossover valves. Thus using the
drop valves and manifold crossovers on deck one line can
cross-overs must be kept be used to load all tanks.
open to accommodate
any excess pressure built
up in the line due to The operational procedure for
change of temperature. loading in this kind of system is
quite similar to the closed loop
system with only difference that
the former uses deck crossovers
and the later uses bottom
crossovers.

33
 Chapter 4
Cargo Unloading Procedure
Generally it is mentioned in the “Voyage Orders” that the vessel should
maintain a pressure of 100 Psi at the manifold or complete the discharge
operations within 24 hours. These instructions are very important with regards
to the pumping capacity of the vessel. Also, the discharging plan has to be
prepared accordingly to ensure compliance with them and to avoid undue
claims arising due to delay.

Questions
Q) What happens when a sample bottle gets stuck inside
the pump casing and seizes it ?

Q) How was the cargo then discharged from that tank ?

34
The above mentioned plans imply that bulk discharge, stripping or crude oil
washing ,educting of cargo tanks, and line stripping have to be planned
effectively and chronologically in such an order that there is no time lag
between these operations.

A mate should be very careful while a surveyor uses his own

sampler. Often surveyors take cargo samples at the discharge port
and send them for analysis before commencing discharge to verify
that no discrepancies are observed between load port sample and
discharge port samples. For sampling they use ship’s sampler or
their own samplers. Often their samplers are found with loose
ends and as a result sample bottles fall down inside the tank.
These bottles during trim can reach the aft section of the tank and
near the suction well of the pump. Sometimes these bottles get
trapped inside a deep well pump’s casing, thereby seizing the
pump.

35
 Unloading can be carried out using the cargo oil pumps located in the
pump room in a closed loop system and in a independent line system
using individual deep well pumps mounted inside all tanks
 Inert gas plant should be fully operational and running before starting any
cargo pumps

 All branch IG valves for tanks must be opened and the deck main isolating
valve should also be fully open

 Before starting discharge using steam driven COPs, always ensure that the
separators of the pump to be used are filled with liquid cargo. If not, they
can be filled by opening the bottom cargo lines of the tanks to the pumps

 Initially the line up should be made to recirculate the cargo in a loop i.e. to
take suction from 4Ws and pass the cargo through the pump which
makes it pass through deck line master valve and drops back into the cargo
tank 4Ws via the drop valves. This should be done at minimum RPM

36
 As the recirculation is confirmed in
order, the vessel can advise the
If pumps are running idle for
terminal about her readiness to
sometime before
commence the discharge. Once the commencing discharge or in
terminal confirms its readiness the between, re-circulating
manifold valve can be opened cargo within the line is a
slowly and the drop valves of the better method of keeping
same line can be closed. the pumps idle than closing
the discharge valve. Keeping
Once the drop lines are closed, the the discharge valve closed
cargo starts passing to the manifold with the pump running can
lead to churning of cargo,
and over to the terminal. This
which raises casing and
should be confirmed by a deck bearing temperature above
watch who would then confirm allowable limits.
cargo passing through the line and
the pressure at the manifold.

37
As the cargo passes through the manifold, the deck watch should confirm the
manifold surroundings and the pump room area to be clear of any unwanted oil
discharge or leaks.

The engine room then can be notified to increase the steam pressure so as to
increase the RPM of COPs or to start more pumps in order to comply with the
required discharge rate. As more pumps are required more tanks can be
opened or pumps can be made common using the pump crossovers in the
pump room. At the same time open bottom crossovers in tanks to ensure that
the fluid keeps flowing to the pump.

Once both the pumps have started, they must be run at same discharge
pressure and their pressure must be increased slowly and deliberately in order
to avoid pressure surges. The cargo tank ullages must be monitored frequently
during the initial stages to ensure that the cargo is getting discharged only from
the required tank and not getting transferred to other tanks.

38
As the initial stage starts to settle down with pumps running normally, pressure
is kept to minimum and the cargo is discharged through required tanks only.
The connections are thus proved and the pumps can be increased to maximum
required RPM’s so as to attain bulk discharge rate.

All the joints and flanges on the

deck and in pump room must be If all tanks are 95% full
checked visually to ensure no or above, always de-
leaks are present when pumps bottom all the tanks up
are running at maximum load. to 90% or less and then
Simultaneously, ballast pumps commence bulk
must be started to contain discharge or group wise
shearing forces and bending segregation to avoid
moments within the permissible cargo overflowing on
deck in cases where trim
limits.
or list exceeds extreme
values.

39
As the initial stage starts to settle down with pumps running
normally, pressure is kept to minimum and the cargo is
discharged through required tanks only. The connections are
thus proved and the pumps can be increased to maximum
required RPM’s so as to attain bulk discharge rate.
keep around 350 – 400 m3 of oil in one of the slop tank before stripping
?
A good discharge plan will always maintain group
wise segregation between tanks so that when cargo
levels are low, individual pumps can be run in
respective groups and staggered in such a way that
as the stripping of one group is done the next 2
groups are running at their maximum rate.

40
A portable Framo pump is provided
onboard in case any of the pumps While stripping cargo with high
malfunctions. The hydraulic lines on deck vapor pressure and very low
are provided with manifolds to connect to viscosity like condensate,
the portable pump. In case of an motor spirits etc. churning of
emergency the following procedure to be cargo takes place even during
used. the discharge and as a result of
cargo converting frequently
into vapor, the casing becomes
empty which results in
cavitations inside the pump. It
is therefore prudent to reduce
the RPM of the pump if
cavitations occur. Huge
amount of air is displaced by
vacuum pumps and gas
extraction valves with a
gurgling noise from the pump
casing is a good indication of
cavitations.

41
Procedure for Staring Portable Framo Pump
1. Connect the hydraulic manifolds
provided in the deck hydraulic
lines (They are running from
forward to aft to provide
hydraulic oil to the cargo pumps
).Keep the inlet and return valves
provided near the hydraulic
manifold closed

2. Connect the flexible suction

and discharge hoses to the
portable Framo pump

42
 3. Rig the assembly over
the tank hatch using a
tripod and lower it
slowly into the liquid
and fix it firmly

4. Slowly open the inlet

and return valves.
Initially, keep the
hydraulic system
pressure low up to 60
bars
5. As the pump starts running, check all hydraulic hoses, suction and
discharge hoses are capable to withstand the operation

6. If all is confirmed in order slowly increase the system pressure as

required
43
 Chapter 5
Stripping
Stripping is the process of completely draining down the cargo tanks during
discharging. A proper understanding of the ship’s pumping system is
essential to achieve maximum cargo outturn and minimum discharge time.

As the tank sounding reaches to 2 meters or less, switch on the auto-

unloading system, set the vacuum pumps to auto, open gas extraction valve,
and put the pneumatic discharge valve on auto. Thus, the auto unloading
system maintains the level of cargo in the separator by throttling the
pneumatic discharge valve and also by using vacuum pumps to remove air
trapped in the line.

Cargo eductor can be lined up as one of the three groups nears completion.

For driving the eductor through slop tank in a closed cycle one of the
slop tank is required to hold cargo of about 350 -400m3 .

44
The remaining pumps can be run into their respective groups.

The COP re-circulates cargo into slop tank at high discharge pressure of
approximately 8 bars and a vacuum is created by the cargo eductor which is
used to educt the group red using the stripping line connected at the bottom
of the tank to the main cargo line. Thus, the eductor strips the group and
discharges the cargo in to slop tank.

Similarly, groups blue and yellow along with the lines are educted and the
cargo in slop tank is finally discharged ashore.

As the eductor removes remaining cargo from the tanks, if the

cargo heating is in progress, it should be shut down as soon as
the tank gets empty or the cargo level will fall below the heating
coils inside the tank. The main steam valve should be throttled as
the demand for steam reduces.

45
 As the eductor develops vacuum in the line, a
compound gauge for suction indicates the
suction pressure. As the suction pressure
becomes zero it indicates no or very less cargo.
If the suction pressure is slightly negative, it
indicates that cargo is still there. Developing
high negative pressure i.e. more than 1 bar
inside the line by keeping valves closed is not
recommended as on some old ships it has
resulted in buckling of lines.

By the time group yellow is being educted the engine room can be notified to
prepare steam for the stripper pump in order to warm up and render it ready
to use as the last group is being stripped. Before starting the stripper pump for
line stripping, the suction and discharge line up for stripper pump should be
confirmed. This is because as the pump is a positive displacement pump it can
develop enormous pressure in the discharge line.

46
The stripper pump then with the
help of controlled strokes from CCR
strips the main cargo line and
The last group or line to be
discharges the cargo through a
stripped should preferably
smaller line known as Stripping Line. be the one in which manifold
arm is connected. The lesser
All the bottom and top crossovers to are the number of turns and
be kept open in order to strip the bends in a line the better is
pump casings, separators, drain lines the performance of the
of COPs, bottom lines, and sections pump. Hence keeping the
of bottom cross-overs. manifold line as last one
enables pump to strip tanks
directly ashore without
While carrying out line stripping, a
circulating them through
gooseneck valve arrangement is manifold crossovers.
provided on the cross over section.

47
The purpose of this assembly is
that as the cargo in the line
flows to the pump the air
enters through the gooseneck
assembly and fills the vacuum
created by the pump. Thus, air
coming in from gooseneck
assembly is a good indication
that the stripper pump is
working satisfactorily.

Finally as the cargo lines are

stripped the pump can be
stopped slowly and steam to
the system can be shut.

48
Coming to the independent line system the initial process is as follows:
 The feed pumps for the hydraulic power packs are started from the control
panel

 As the feed pumps stabilize, the engine room can be advised to start the
generators for using power packs. (Power packs are electrically driven
pumps which drive hydraulic fluid into the pumps to run them.)
 Generally all 4 power packs can be used to run 6 pumps at a time

 As the engine room confirms to use power packs, the start button for the
power pack can be pressed on the panel above. As the power pack starts,
the green LED flickers and then stabilizes

 Similar procedure to be followed for the remaining three power packs

49
 The tanks can now be lined up for
commencing discharge When changing over pumps, reduce
hydraulic pressure of all pumps to
minimum or 120 bars, close the
 After starting the power packs, discharge valve of the pumps and
the system pressure is set for the reduce their pressure to 0 bars. Slowly
hydraulic oil which is running in increase the pressure of the pumps
the system. The system pressure which are to be started keeping their
discharge valves closed. As the
decides the maximum pressure to
discharge pressure of these pumps
be supplied to drive the pumps. exceeds the manifold discharge
System pressure is to be kept 15 - pressure, open the discharge valves.
20 bars higher than the required As the valves are fully open, all the
pressure for pumps. Thus, pumps which are running can again
accordingly to increased pump’s be increased to resume bulk
driving pressure the system discharge.
pressure should be raised first and
then the pump’s driving pressure DO NOT FORGET to increase system
pressure before increasing the pump’s
should be increased
pressure.

50
As the power packs are now running, the deep well pumps can be started by
moving the lever for the respective tanks which are planned for discharge
initially. ( Refer the image below)

As the bulk discharge nears completion for stripping, the tanks’ pumps can be
run at low pressure of up to 120 bars and then by throttling the discharge valve
the tank can be stripped.

51
The pump assembly on deck is provided with a speed torque controller valve,
which can be used to control the pump pressure locally. This is also used to
strip the cargo tanks from deck.

To transfer control locally on deck, set the system pressure to 120 bars and
then reduce the pump pressure in CCR to 0 bars. Using the speed torque
assembly, pump can now be controlled locally to strip the tanks.

After starting the power packs, the system pressure is set for
the hydraulic oil which is running in the system. The system
pressure decides the maximum pressure to be supplied to drive
the pumps. System pressure is to be kept 15 -20 bars higher
than the required pressure for pumps.

52
 Chapter 6
Ballasting & Deballasting
Before starting de-ballasting the
sighting ports of all ballast tanks must
be opened and water surface must be
checked for any oil sheen. Once the
ballast tanks are sighted and checked,
deballasting can be commenced using
both the pumps or using single ballast
pump.

The pump should be primed with

seawater by opening the tank valve.
As the pump starts the discharge valve
should be opened slowly. The rate of
deballasting depends on the loading
rate, if loading rate is faster vessel
should deballast using both the
pumps.
53
During initial stages of loading, deballasting can be used to keep vessel upright.
The final stage of deballasting includes stripping of ballast tanks.

Ballast eductor is driven by ballast pump and the discharge goes overboard. The
suction created in eductor is led to ballast tanks via a thin line known as
stripping line.

The stripping line is totally separate and independent from the cargo stripping
line. The drive pressure for this line is usually up to 4 -5 bars .

On some ships instead of ballast pump, fire pump is also used.

For ballasting cargo tanks initially by gravity, sea chest valve is opened and
water is led into the ballast tanks by opening the tank valve. Later on when the
rate by gravity decreases pumps can be lined up to take suction from the sea
chest and discharge it into the ballast tanks.

54
 Chapter 7
Inerting
Inerting is done so as to reduce the content of oxygen in the tanks. All tanks
must be inerted to make them free of cargo residues. The following procedure
is to be followed:
 All openings to cargo tanks
to be closed and Branch Inert
Gas valves to be opened

 Open the gas freeing port

lids on the PV valves

 After opening the deck main

isolation valve the inert gas
generator must be started.
The control for generator is
to be taken in cargo control
room

55
Real Life Incident  Once the line is set to deliver
Mellitah condensate is a highly volatile inert gas into tanks, the inert
cargo with peculiar properties. Its gas delivery to deck should be
viscosity is very low. One of the tankers pressed
loaded Mellitah condensate from Libya.
The vessel topped up 2 tanks in the end
using 2 independent lines for 3P and 4P  Monitor the oxygen content of
cargo tanks. As the loading stopped and the inert gas and set the
the manifold draining commenced, the pressure into the tanks to
crossover valve, which was at least 3 700mm WG
meters above the level of cargo in tanks
between the lines of 3P and 4P, was also Keep monitoring the oxygen content
opened. After some time it was noticed of the inert gas, which is delivered
that the siphon effect between the tanks by the sampling from sample points
3P and 4P has been created and it has
provided on the line. The tank O2
transferred almost 30m3 of cargo from
3P to 4P. This could have proved a levels to be monitored continuously
horrendous mistake if it would have to ascertain if the oxygen content is
been 2 different parcels or 2 different reducing to 8% or less.
grades.

56
As the oxygen content reduces to 8% or less, reduce the inert gas pressure to
150 mm WG and close the gas freeing lid.

When inerting for all tanks is completed, raise the line and tank inert gas
pressure to 700mm WG, shut down the plant, and close the main deck
isolation valve. Confirm that all the gas freeing lids are closed.

After opening the deck main isolation valve the inert gas
generator must be started. The control for generator is to be
taken in cargo control room.

57
 Chapter 8
Purging
Purging is carried out to remove hydrocarbon vapors present inside the tank for
eliminating any risk of fire. It is also used to remove flammable mixture formed
inside the tanks whenever oxygen is introduced in the tanks. Procedure for
purging is as follows:
 Ensure that all the cargo tank openings on deck are closed and secured

 Open the gas freeing ports on the first set of tanks to be purged. For
e.g. 1 Port and 1 Starboard

 Open the inert gas inlet valve only for the same set, and inlets to rest all
tanks should be closed

 Start the IG plant and open the deck main isolation valve

 Check that the inert gas supplied should have oxygen less than 8%

58
 Keep checking the gas readings of the tank to ensure that the hydro
carbon (HC) concentration is reduced to 2% or less and the oxygen content
of the tanks is less than 8%

 Upon achieving the above readings, shut the gas freeing lid of 1 Port and
Starboard

 Close the Inert gas inlet to the tanks and open them for the next set of
tanks to be purged

 This procedure can be followed to purge the remaining tanks

When Should We Enter a Tank Which was Filled With Fuel Oil
Keep checking the gas readings of the tank to ensure that
Previously?
the HC concentration is reduced to 2% or less and the
oxygen content of the tanks is less than 8%.

59
 Chapter 9
Gas Freeing
A cargo oil tank should never be entered in “inert” condition. Gas freeing as
the name suggests is to remove all hydro carbons (HC) and inert gases from the
tank to make it fit for “man entry” i.e. oxygen content to be 21%. A cargo tank
which has hydrocarbon level up to 2 % or less can only be gas freed.

Fresh air is introduced into the tank using Inert Gas blowers through the Inert
gas main line itself.

Gas Freeing Procedure

Let us assume that gas freeing is to be carried out for one tank i.e. 1 Port. The
said tank has HC content less than 2 % and it is decided to blow air into the
tank in order to “gas free” it.

For this, ensure all those tanks which are not to be gas freed are isolated
except 1 Port.

60
 All the cargo tanks, which are not to be gas freed ,their pressure should be
lowered up to 50 mm WG

 The IG system is set up in the engine room and the control is handed over
to the cargo control room (CCR)

 Now, ensure that the IG deck main isolation valve is open

 Fresh air is to be supplied to the deck by pressing the air venting push
button

 Open the inert gas inlet to 1 Port

 The pressure of the air can be controlled by the pressure regulator button
to deliver the desired pressure

 As the air enters the tank via the inert gas line the pressure or velocity of
the air should be sufficient to force its way through the bottom of the tank
as it has to dilute the whole tank’s atmosphere
61
 Initially, for some time the tank atmosphere can be vented by the gas
freeing port. However, after some time the tank hatches also can be
opened for venting

 Keep monitoring the oxygen inside the tank at all levels until it rises up to
21 % O2
 A thorough check should be carried
out for lower explosion limit (LEL), To ensure good velocity of
which should be 0, and H2S air entering the tanks,
concentration if present should be ensure lesser tanks are
within permissible limits gas freed simultaneously,
may be one or two at a
 Once a tank is gas freed, the time. This results in air
process can be changed over to entering with good
another tank by closing the air inlet velocity hence faster
dilution and gas freeing
and vent openings for previous
becomes a speedy
tank, and opening the inert gas inlet process.
valve for the next tank
62
 To ensure good velocity of air entering
the tanks, ensure lesser tanks are gas
freed simultaneously, may be one or two
at a time. This results in air entering with
good velocity, resulting in faster dilution
and making gas freeing process speedier.

Gas freeing can also be carried out using portable hydro blowers onboard.
They are of exhaust type and can be fitted over top of the tank cleaning
hatches by opening the cover. Once fitted they can be run continuously by
water hoses and used in assisting in gas freeing in addition to the Inert gas
blowers.
A thorough check should be carried out for LEL which should be
0, and H2S concentration if present should be within
permissible limits.

63
 Chapter 10
Crude Oil Washing
Crude oil washing is carried out to ensure that the sludge and clingage (A term
used to refer cargo residues sticking to the tank walls and surfaces) are
minimum and to ensure maximum outturn of cargo.

Cargo tanks are crude oil washed during the discharge operation using one of
the deep well pumps.

Before commencing crude oil washing it is necessary to de-bottom all tanks as

this removes water present in the crude oil.

The removal of water helps in reducing static charges generated during washing.
During the discharging operation, prior to crude oil washing, slop tank should be
emptied and recharged with fresh crude from other tanks using bottom lines.

Generally, a good aft trim of up to 3 meters or more must be maintained during

COW and Stripping.

64
Cargo Washing Procedure

Let us assume that we have to do COW for cargo tank no 2 W’s, as it has reached
stripping levels, using slop starboard tank through an OPEN CYCLE WASH.

 Line up the slop pump to discharge into the tank cleaning main line. Ensure
at least 7-8 meters of head of cargo is present in the slop starboard tank

 The tank cleaning pump to the tank cleaning line should be blanked off
using a spool piece. Blank the line leading to tank cleaning heater as well

 Set the tank cleaning machines of 2 W’s for a full wash cycle of 60 minutes.
The bulk discharge from 1W’s and 4w’s can be resumed

 Start the deep well pump for slop starboard and pressurize the COW main
line by slowly opening the pump discharge valve up to 9 bars

 As the pressure in the line builds up, open the valves of the COW machines

65
 Simultaneously, start the No. 2 Ws’ Deep well pumps and open their
discharge valves so as to strip the tank washings and pump directly ashore

 Similarly, cycles of COW can be run into remaining tanks. It may be

required to reduce the speed of other pumps while COW is in progress

 In a CLOSED CYCLE WASH, the discharge of the pump is lined up to return

the cargo back into slop starboard tank

 As the COW cycle is finished, the discharge valve of the slop starboard
pump to be closed first and the 2W’s cargo tanks to be stripped fully
ashore

 The COW main line to be drained into slop starboard tank

 After stripping 2W’s the valves for COW machines for these tanks should
be closed

66
 Often during tank cleaning or crude oil washing,
machines are found to be working but they do not
rotate through the full cycle. Always ensure all
machines are rotating satisfactorily , if not then
on a running line, close the COW machine inlet
valve and then open it slowly. It can also be turned
manually using the portable lever provided.

For Crude oil washing and tank cleaning the same machines and the same line
is used. On crude oil tankers it is named as COW line and on Product tankers it
is named as Tank Cleaning Line.

During the discharging operation, prior to crude oil washing,

slop tank should be emptied and recharged with fresh crude
from other tanks using bottom lines.

67
 Chapter 11
Tank Cleaning
Present day tankers require tank cleaning for several purposes namely :

 Change of grades of cargo e.g. to carry jet oil after gasoline

 Man entry for repairs or inspection

 Prior dry docking

The following procedure to be followed for 3 stages of tank cleaning:

For this, let us assume 2 W’s cargo tanks have to be cleaned.

Cold Sea Water Wash

 Fill around 250 – 300 m3 of sea water into slop starboard tank using fire
pump or via ballast to cargo line or using the cargo sea chest

68
 After the water is filled in the slop tank, open the tank cleaning line
machine valves and branch valves for all tanks to drain any cargo
remaining into the tank

 After the lines have been drained, close all the valves on the cargo and
tank cleaning system

 Line up the slop starboard pump to discharge the sea water into the tank
cleaning main line

 Line up the pumps of 2W’s to pump the wash water into slop starboard
tank via manifold crossovers

 Set the tank cleaning machines for a full cycle and open the branch
valves of 2W’s

 Start the slop starboard pump with discharge valve closed

69
 Raise the pressure to around 9 -10 bars, as the pressure builds up open the
discharge valve slowly to pressurize the tank cleaning main line

 When the line pressure reaches up to 8 – 9 bars, open individual tank

cleaning machine valves

 The machines will run for a full cycle of 60 minutes

 Simultaneously, start the deep well pumps of 2W’s tanks to strip the tank
washing and keep its discharge valve open to discharge the same into slop
starboard tanks

 After the washing cycle is complete, stop the slop starboard pump and
close it‘s discharge valve

 Keep running 2W’s pumps till they strip the respective tanks dry into slop
starboard

 As the tanks are dry stop the pumps and close their discharge valve

70
 The same procedure can be followed for the remaining tanks

 The ullage of slop tank should be monitored continuously since wash

water being stripped is mixed with oil residue from tanks. Therefore, it is
important that an increase in ullage of slop tank is to be observed

 During the tank washing the lines can be washed by re-circulating the
cargo through the lines back into the tanks
On a closed loop system, a COP takes suction from a slop tank and the
discharge is used to drive the wash water into the tank cleaning main line,
which bifurcates into two lines - one of them feeds the tank cleaning line on
deck for tank cleaning and the other is used to drive the cargo eductor, which
strips the tank washing back into the slop tank.

Hot Water Wash

For Hot water washing it is important to ascertain the maximum permissible
temperature for tank coating, as washing tanks with higher temperatures can
cause extensive damage to expensive tank coatings.

71
The same wash water in the slop starboard tank can be heated in 2 ways:

1. Firstly by heating the water into slop tank using steam heating coils. Steam
can be circulated inside the steam coils of slop starboard tank and
subsequently the steam can be used to heat water inside the slop tank

2. Secondly by circulating the cargo through the tank cleaning heater. The
tank cleaning line has an arrangement of a line up through which it can be
circulated through tank cleaning heater before it enters the tank cleaning
line on the deck. Tank cleaning heater has an inlet and an outlet
temperature gauge for wash water entering and leaving the heater

Once the water is heated up to the required temperature it can be used for
washing the tanks similar to the cold water washing.

After completion of hot water washing the steam inlet and return line valves
should be secured.

72
The tank, which has been washed, shall be allowed to drain wash water and
stripped into slop tanks which is used for washing.

Once the tanks are stripped dry, the tank cleaning and machine valves for the
same tank can be shut and the pump’s discharge valves should be closed.

Fresh Water Rinsing

Fresh water rinsing is carried Always ensure your

out to remove the sea water estimates of tank
from the tanks which contains cleaning for sea water,
chlorides and salts. fresh water and oil so
that it is easily collected
in the residue tanks and
Chlorides and salts might alter accommodated within
cargo properties of sensitive residual tanks capacity
cargo such as diesel, jet fuel, or any other tank
motor spirits etc. designated to hold
residue. .

73
Procedure for Fresh Water Rinsing

 Line up the tank cleaning pump to take suction from a fresh water tank or
tank cleaning fresh water tank

 Open the blank on the tank cleaning main line to join the tank cleaning
main line to the tank cleaning pump

 Keep the branch valves of a pair of tanks open and set their tank cleaning
machines

 Start the tank cleaning pump and pressurize the discharge sides to 7 or 8
bars and then open the discharge valve of the pump

As the water enters the tank cleaning machines, ensure that at least two full
cycles are run covering the whole tank area. This generally takes approximately
5 minutes.

74
 Real Life Incident
Similarly rinsing to be carried out
for all remaining tanks by A vessel was bound to load gas oil in Ventspils,
Latvia. For tank cleaning it was estimated that
switching over through the
200 m3 of water, oil collected during tank
branch valves one by one. cleaning would be 30 m3, and fresh water to
be additional 50 m3.
After rinsing is finished for all the All this washing was planned to be
tanks, stop the pump and keep all accommodated in a residual oil tank which
valves of the cargo and tank had a capacity of 320 m3, and contained 30m3
cleaning machines open to allow of oily water from previous voyage. As the
them to drain into the tanks. tank cleaning was completed, the oil collected
was found to be 50 m3. Thus oily water
mixture totaled to 300 m3 and exceeded the
After 5 - 6 hours of draining,
capacity of residual tank to hold. Thus for
start stripping the tanks using merely 10m3 extra one slop tank had to
individual pumps and discharging contain the balance of residue which
the wash water into slop tank, decreased the loadable tanks from 14 to 13
which contains previous and cargo carrying capacity of the vessel by
washings. 1200 tones, thus altering the maximum
loadable cargo which the vessel had
committed earlier.
75
 Chapter 12
Pressure Testing of Cargo & Ballast Lines
Various lines such as cargo, bunker, ballast, fire, and foam lines onboard tanker
are required to be pressure tested to the prescribed pressures once in a year.

A hydraulic pump is provided with a flexible hose, level for compressing the
hydraulic fluid inside a hose, a three way valve connection and a pressure gauge.

Procedure for Pressure Testing

 Fill the required line with water

 Open the discharge side valves of the pump

 Open the cargo sea chest and take suction through it

 Start the pump and open the main deck cross over valve and let the water
reach the manifold

76
 Keep the manifold valve closed

 Run the pump until it develops a steady pressure in the line and not
increase further

 Normally it is about 12-13 bars for centrifugal pumps

 As the pressure is steady close the pump discharge valve and stop the
pump

 Close all the valves on the suction side

 Open the pressure gauge on the manifold, which is located outboard after
the manifold valve

 Connect the three way valve of the pump into it

77
 As the valves are connected firmly, pressurize the pump above the line
pressure using the compression lever so as to avoid any back flow of water
from the line

 Slowly open the manifold valve

 The line and the pressure gauge of the pump will now show a common
pressure

 The compression of the lever will be used to increase the pressure in the
line

 Slowly raise the pressure of the system to the test levels and hold it there
for some time

 As the pressure is maintained steadily in the line, take a good round

throughout the line to inspect flange, joints, expansion joints, and valves for
any leaks or structural failure

78
 As the result is satisfactory, close the three way valve on the pump and
depressurize the hydraulic fluid by opening the relief valve slowly

 Open the tank valves of any tank and release the line pressure by opening
the drop valves on the line

Disconnect the pump assembly from the manifold and fix the pressure gauge
firmly back.

As the pressure is maintained steadily in the line, take a good

round throughout the line to inspect flange, joints, expansion
joints, and valves for any leaks or structural failure.

79
 Chapter 13
Brake Testing of Mooring Winches

Mooring winches and

windlasses on ships are
required to be tested for
brake holding capacity,
every yearly, during dry
dock or whenever the
brake liners have been
replaced. The brake
holding capacity test is
done to determine if the
winch brakes are
rendering the required
force to hold the ropes or
wires tightly.

80
 The equipment used for this process are a hydraulic jack of retracting –
extending type, 4 set of nut bolts, and a fixture extending approximately
10 cms.

 The winch cover plate is provided with a small hole. The fixture piece with
the help of nut bolts is attached to the winch body at the hole

 The hydraulic jack and ram assembly is placed vertically below the fixture
plate facing face to face horizontally

 The hydraulic jack applies force on the fixture which in turn applies the
torque on the winch cover plate and tries to rotate it against the action of
the winch brakes

It is of utmost importance to ensure that the

fixture is exactly perpendicular to the hydraulic
jack and also parallel to the deck plating and
hole in the winch cover plate as well.

81
 The brake holding capacity of the
Real Life Incident
winch is determined in terms of
hydraulic pressure. The winch brake There have been numerous
is then applied full tight incidents in the past when the
symmetry between fixtures ,
 Pressurize the hydraulic jack up to jack and deck plating was not
as required and due to
the calculated pressure manually
enormous force applied by the
using the lever jack the fixture broke loose
from the cover plate and went
 Upon applying the required flying, causing severe head and
pressure, hold it for some time, say face injuries to the crew
approximately 5 – 6 minutes members.

82
 Observe the winch carefully for any movement. If no movement is
observed it implies that the calculated force rendered by the ram on the
fixture has been countered by the winch brake. Thus, the brake is holding
efficiently as per its marked holding capacity

 Slowly depressurize the ram and jack assembly

 As the pressure reduces to zero, open the nut bolts of the fixture, remove
the fixture and open the brakes of the winch to normal

Observe the winch carefully for any movement. If no movement

is observed it implies that the calculated force rendered by the
ram on the fixture has been countered by the winch brake. Thus,
the brake is holding efficiently as per its marked holding
capacity.

83
 Chapter 14
Emergency Inerting
Emergency inerting method is used when the main intering method fails. The
ballast tanks are provided with a hatch type of arrangement, which has a
removable cover plate to connect flexible hoses is case of an emergency. Similar
size flanges are provided on the inert gas main line to connect flexible hoses to
them. An another arrangement consists of a spool piece between inert gas
main and ballast line, which can be turned to connect both the lines.

Inerting via Flexible Hose

 Check the condition and the electrical continuity of the hose before using it

 Remove the cover plate of the hatch cover and connect flexible hose on the
end

84
 Close all the inert gas branch valves and open the flange end cover
provided in the inert gas main

 Connect another end of the flexible hose to the inert gas main line

 The hose should be grounded prior use

 Start the inert gas plant and select the delivery to the deck and open the
deck main isolating valve

 Purge the line for hydrocarbon via the vent riser

 As the hydrocarbons in line are removed the gas can now be put into
ballast tanks

 Commence purging of ballast tanks via the ballast tank vents

 Monitor the tank atmosphere until oxygen (O2)comes below 8%

85
Inerting through Ballast line to IG main

 Close all the IG branch valves to tanks to isolate tanks from the IG main line

 Open the deck main IG isolation valve

 Turn the spool piece between the ballast lines and join it with inert gas
main line

 Set up the ballast line to deliver inert gas to the required tanks by opening
any valve on the line, along with the tank valves

 Start the inert gas plant and commence inerting the required ballast tank

 Monitor the oxygen content

 Monitor the tank atmosphere until the oxygen content reaches 8% and the
tank pressure is within safe structural limits

86
The Ultimate Guide to Cargo Operations for Tankers explains all the
important operations that are required for safe cargo operation of
tanker ships, considering necessary safety features and regulations.

This guide is a useful resource for maritime professionals who are

pursuing a career on tanker ships and also for those who are looking
forward to have one.

The insights, tricks of the trade, real life incidences, and other practical
tips featured in the eBook have been provided by experienced seagoing
deck officers having several years of experience working on oil and
product tankers.

If you have any doubt regarding the eBook or any specific topic, please
feel free to contact us at [email protected]

87