Hadi Cargo Systems Operating Manual

List of Contents: 1.4.3 Oxygen Analyser Section 2: Cargo Handling Procedures

Issues and Updates 1.4.4 Inert Gas Generator System
Machinery Symbols and Colour Scheme 1.4.5 High Velocity Pressure/Vacuum Valves
2.1 Cargo Handling Operation Sequence Diagrams
Introduction Illustrations
2.1.1 Loading
1.4.1a Inert Gas System on Deck 2.1.2 Discharging
Section 1: Cargo System Description 1.4.1b Inert Gas System in Engine Room
1.4.1c Inert Gas Deck Water Seal
2.2 Inerting Cargo Tanks
1.4.2a Inert Gas Generator Graphic Panel in Engine
1.1 Cargo Tanks Layout 2.2.1 Initial Inerting
Control Room
1.4.2b Inert Gas Control Panel 2.2.2 Use With/Without Vapour Emission Control (VEC)
Illustrations
1.4.2c Inert Gas Generator Graphic Panel in Cargo 2.2.3 Inert Gas Operations During Loading
1.1.1a Cargo Tanks Grouping Control Room 2.2.4 Inert Gas Operations During Discharge

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1.4.2d Inert Gas Sub-Panels 2.2.5 Minimising Inert Gas Pollution
1.2 Cargo Piping System 1.4.3a Oxygen Analyser Unit Illustrations
1.4.4a Topping-Up Inert Gas Generator Mimic Panel

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1.2.1 System Description 1.4.5a High Velocity Pressure/Vacuum Valve 2.2.1a Initial Inerting of Cargo Wing Tanks
1.2.2 Cargo Measuring and Sampling 2.2.1b Displacement Inerting
1.2.3 Slop Tank Usage 2.2.2a Vapour Emission Control Monitoring and Alarm System
1.2.4 Slop Tank Heating 1.5 Crude Oil Wash and Tank Cleaning System 2.2.2b Inert Gas Return to Shore (VEC)
Illustrations 1.5.1 System Description 2.2.2c Vapour Manifold
1.5.2 Deck Mounted Tank Cleaning Units
1.2.1a Cargo Oil System

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1.5.3 Methods of Tank Cleaning 2.3 Loading Cargo
1.2.1b Details of Suction Mouth
1.2.2a Cargo Measuring and Sampling Illustrations 2.3.1 Loading Single and Multiple Grade Cargoes
1.2.2b Hermetic UTI Measuring Device 1.5.1a Tank Cleaning System 2.3.2 Loading a Single Grade Cargo
1.2.2c Hermetic UTI Operation 1.5.2a Tank Cleaning Machine 2.332 Loading a Two and Three Grade Cargo
1.2.2d Hermetic Instruments 1.5.2b Deck Mounted Tank Cleaning Machine Illustrations

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1.2.3a Slop Tank Cross-Section 1.5.3a Flammability Composition
1.2.4a Slop Tank Heating System 2.3.1a Cargo Oil System
2.3.2a Loading a Single Grade to the Cargo Wing Tanks
1.6 Deck Hydraulic Valve System
1.3 Cargo Pumps
1.3.1 Main Cargo Oil Pumps
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Illustrations
2.3.3a
2.3.3b
Loading Cargo - Two Grades
Loading Cargo - Three Grades

1.3.2 Stripping Pump and Eductors 1.6a Cargo Valve Remote Control System
2.4 Discharging Cargo
1.3.3 Automatic Unloading System
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1.3.4 Cargo Valves 2.4.1 Full Discharge
1.7 Ballast System
2.4.2 Line Draining via the MARPOL Line
Illustrations
1.7.1 System Description 2.4.3 Full Discharge of a Single Grade Cargo with Crude
1.3.1a Main Cargo Pumps 1.7.2 Ballast Management Plan Oil Washing
1.3.1b Cargo Oil Pump Characteristic Graph 1.7.3 Ballast Vent System
Illustrations
1.3.2a Stripping Pump System
Illustrations
1.3.2b Cargo and Ballast Stripping Eductor 2.4.1a Cargo Oil System
1.3.3a Automatic Cargo Stripping System 1.7.1a Ballast System 2.4.1b Discharging a Single Grade from the Cargo Wing Tanks
1.3.3b AUS Control Panel 1.7.2a Sequential Ballast Exchange Plan 2.4.1c Discharging a Single Grade from the Cargo Centre Tanks
1.3.3c AUS Controls 1.7.3a Ballast Winel Vent 2.4.2a Line Draining via the MARPOL Line
2.4.3a Initial Discharge
2.4.3b COW No.2 Port Wing Tank and Port Slop Tank
1.4 Inert Gas System - Main and Top-up
2.4.3c Final Discharge
1.4.1 System Description
1.4.2 Operation of the Main System

Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 1 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
2.5 Crude Oil Washing and Tank Cleaning System 3.1.4a Main Window with Cargo Tanks Table
3.1.4b Load Tool Window
2.5.1 Crude Oil Washing (COW)
3.1.4c Cargo and Ballast Window with Edit Tanks
2.5.2 Water Wash (Cold or Hot)
3.1.4d Emergency (MARPOL) Direct Damage Stability Window
2.5.3 Slop Tank Heating
3.1.4e Draught Survey Window
Illustrations
2.5.1a Tank Cleaning System 3.2 Cargo Control Room, Console and Panels
2.5.1b Tank Cleaning Closed Cycle
3.2.1 Cargo Control Room Layout and Controls
Illustrations
2.6 Gas Freeing
3.2.1a Cargo Control Room
2.6.1 Gas Freeing for Entry
3.2.1b Cargo Control Console
2.6.2 Tank Entry Procedure

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2.6.3 Gas Freeing for Hot Work
3.3 Cargo Tank Instrumentation System
Illustrations

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3.3.1 Tank Level Measurement System
2.6a Gas Freeing
3.3.2 Remote Sounding and Draught Gauge System
3.3.3 Tank Overfill Alarm System
2.7 Ballasting and Deballasting Operations 3.3.4 Gas Detection System
2.7.1 Ballast Operations 3.3.5 Portable Gas Detection Equipment
2.7.2 Heavy Weather Ballasting Illustrations

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2.7.3 Line Cleaning
3.3.1a Tank Level Measurement and Alarms
2.7.4 Oil Discharge Monitoring Equipment (ODME)
3.3.1b Saab Tank Display
Illustrations 3.3.1c Cargo Grade Display
2.7.1a Ballasting Nos.4 and 5 Ballast Tanks 3.3.1d Tank Channel Data Window
2.7.1b Deballasting Nos.4 and 5 Ballast Tanks 3.3.1e Saab Ballast Tank Display

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2.7.2a Heavy Weather Ballasting of No.3 Centre Tank 3.3.2a Remote Sounding and Draught Gauge System
2.7.2b Deballasting Heavy Weather Ballast from No.3 Centre 3.3.3a Overfill Alarm System
Tank
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2.7.3a Line Cleaning with No.1 Cargo Pump 3.3.4b Ballast Tank Gas Detection Panel
2.7.3b Flushing the Cargo Manifolds 3.3.4c Pump Room Gas Detection Panel
2.7.4a Oil Discharge Monitoring System (ODME) 3.3.4d Gas Indicators

Section 4: Emergency Systems and Procedures

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Section 3: Cargo Operations - Control and Instrumentation

3.1 Control Systems 4.1 Emergency Procedures - Deck

3.1.1 Control System Overview 4.1.1 Cargo Spillage and Discharge of Cargo from a
3.1.2 Cargo and Ballast Mimic Panels Damaged Tank
3.1.3 Control of Valves and Pumps 4.1.2 Oil Spill and Pollution Prevention
3.1.4 Loading Computer 4.1.3 Emergency Inerting

Illustrations Illustrations

3.1.2a Cargo and Ballast Mimic Panel (i) 4.1.1a Cargo Spillage
3.1.2b Cargo and Ballast Mimic Panel (ii) 4.1.3a Emergency Inerting No.1 Port WBT
3.1.3a Valve Mimic Control
3.1.3b Cargo Pump Speed Controller
3.1.3c Cargo Pump Monitoring Panel

Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 2 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Issue and Updates This manual was produced by:

This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel; WMT Technical Office
Dee House
• Each document or update to a document is approved before Parkway
issue; Zone 2, Deeside Industrial Park
Deeside, Flintshire
CH5 2NS, UK

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• A history of updates is maintained;
E-Mail: manuals@wmtmarine.com
• Updates are issued to all registered holders of documents;

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• Sections are removed from circulation when obsolete.

Document control is achieved by the use of the footer provided on every page
and the issue and update table below.

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In the right-hand corner of each footer are details of the page’s section number
and title followed by the page number of the section. In the left-hand corner of
each footer is the issue number.

Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the

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original document and any subsequent updated sections are located.

The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
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the professional judgement of such competent officers must be immediately
resolved by reference to the company’s Technical Operations Office.
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Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 3 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Issue and Update Table to go here

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Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 4 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Issue and Update Table to go here

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Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 5 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Machinery Symbols and Colour Scheme Systems Colour Scheme Instrumentation
Sounding Head with Self-
Stop Valve Foot Valve Diaphragm Operated Closing Cap and Sampling Not Connected Piston Cargo Grade -1 PI Pressure Indicator
Valve Crossing Pipe PX Pressure Transmitter
Cock (Self-Closing)
PC Pressure Controller
Cargo Grade -2
PS Pressure Switch
Angle Stop Valve Needle Valve Diaphragm Operated Valve Orifice Connected M Electric Motor Driven PAH Pressure Alarm (High)
(3-Way Control) Crossing Pipe Cargo Grade -3 PAL Pressure Alarm (Low)
PR Pressure Recorder
Diaphragm Operated Domestic DPI Differential Pressure
3-Way Valve Angle Needle Valve Valve With Positioner Hand Pump T Pipe A Air Motor Driven Fresh Water Indicator
(3-Way Control) DPX Differential Pressure
HT Cooling Water Transmitter
DPS Differential Pressure Switch
Lift Check Valve Two-Way Cock Storm Valve Positive Displacement Flexible Hose Joint S Solenoid Driven VI Vacuum Indicator
Pump LT Cooling Water VX Vacuum Transmitter
VA Vacuum Alarm
Sea Water CI Compound Indicator
Gear or Screw

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Screw Down Non-Return Three-Way Cock (L-Type) Angle Storm Valve Blind (Blank) Flange Hopper Without Cover Ballast Water RI Revolution Indicator
Valve Type Pump
Hydraulic Oil RCO Revolution Counter
Slops RX Revolution Transmitter
RCO Revolution Controller

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Screw Down Non-Return Three-Way Cock (T-Type) Rose Box Centrifugal Pump Spectacle Flange Hopper With Cover Fire/Deck Water
LCG Local Content Gauge
Valve ( Open, Shut) CO2
Condensate VAH Viscosity High Alarm
VAL Viscosity Low Alarm
Sounding Head with Marine Diesel Oil TI Temperature Indicator
Swing Check Valve Locked Cock Mud Box Ejector (Eductor Injector) Spool Piece
Filling Cap TX Temperature Transmitter
TC Temperature Controller
Fuel Oil
TS Temperature Switch
P1 P2 Cylinder with Positioner TAH Temperature Alarm (High)
Pressure Regulating Valve Overboard Discharge Discharge/Drain Float Type Air Pipe Head
(3-way Control Rotary Saturated Steam TAL Temperature Alarm (Low)
(with Insect Screen)

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Plug Type) Duplex Oil Strainer TR Temperature Recorder
LI Level Indicator
Exhaust Steam
Safety / Relief Valve Remote Operated Valve Sight Glass Tank Penetration Float Type Air Pipe Head LX Level Transmitter
(with Flame Proof Screen) LC Level Controller
Air LAH Level Alarm (High)
LAL Level Alarm (Low)
Angle Safety / Relief Valve Emergency Shut Off Valve Flow Meter LR Level Recorder
Hand Operated Ball Valve Bilges
(Wire Operated) LS Level Switch

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Duplex Auto Back VR Viscosity Indicator
Flushing Oil Strainer Electrical Signal VC Viscosity Controller
Self-Closing Valve Emergency Shut Off Valve Goose Neck Diaphragm Auto Vent Valve X Transmitter
(Air Operated) FLG Float Type Level Gauge
Instrumentation WD Water Detector

Angle Self-Closing Valve Emergency Shut Off Valve

(Hydraulically Operated)
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Simplex Oil Strainer Goose Neck Type Air Pipe
Head (Without Wire Net)
Diaphragm
with Positioner Filter Regulating Valve
Foam
Lubricating Oil

Inert Gas
FI
FCO
FX
FCO
Flow Indicator
Flow Counter
Flow Transmitter
Flow Controller
A FS Flow Switch
Regulating Valve Air Motor Valve Separator Goose Neck Type Air Pipe Float FA Flow Alarm
Head (With Wire Net) SX Salinity Transmitter
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SI Salinity Indicator
M SA Salinity Alarm
Butterfly Valve Electric Motor Valve Y-Type Strainer Suction Bellmouth Weight TAHLI Temperature Alarm High/
Low Indicator
PAHLI Pressure Alarm High/
S Low Indicator
Gate Valve Solenoid Valve Drain Trap Scupper Spring SMX Smoke Detector
MS Limit Switch
TM Torque Meter
W HY Hydrazine Detector or
Breathing Valve Wax Expansion Type Simplex Water Strainer HB Fire Hose Box Cylinder with Positioner
Meter
Control Valve Ph Ph Detector
μu μu Detector or Meter
Hose Valve Piston Valve Simplex Auto Back Air Horn Hand Operated SM Smoke Indicator
A O2 Oxygen Meter
Flushing Filter (Locked Shut)
CO2 Carbon Dioxide Meter
H20 Hydrometer
Angle Hose Valve Flap Check Valve Steam Horn Hand Operated M Motor
U Ullage Stand with Cover S
(Locked Open)

Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 6 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Introduction Safe Operation Illustrations

The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions covers several pages, the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual all times. Where flows are detailed in an illustration, these are shown in colour. A
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform key of all colours and line styles used in an illustration is provided on the
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
illustration.
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Details of colour coding used in the illustrations are given in the Mechanical
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Symbols and Colour Scheme which is detailed on earlier pages in this Front

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is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. Matter section.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. Symbols given in the manual adhere to international standards and keys to the

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Orders and in no way replaces or supersedes these publications, all of which symbols used throughout the manual are also given on previous pages in this
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major Front Matter section.
Information relevant to the operation of this vessel has been carefully collated in failure occurs.
relation to the systems of the vessel and is presented in four on board volumes, • Never underestimate the fire hazard of petroleum products, Notices
a BRIDGE OPERATING MANUAL, a CARGO OPERATING MANUAL, whether fuel oil or cargo vapour.

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MACHINERY OPERATING MANUAL and a SAFETY SYSTEMS AND The following notices occur throughout this manual:
• Never start a machine remotely from the cargo and engine
SOLAS TRAINING MANUAL.
control room without confirming visually that the machine is
able to operate satisfactorily. WARNING
The vessel is constructed to comply with MARPOL 73/78. These regulations Warnings are given to draw reader’s attention to operation where
can be found in the Consolidated Edition, 1991 and in the Amendments dated DANGER TO LIFE OR LIMB MAY OCCUR.
In the design of equipment, protection devices have been included to ensure
1992, 1994 and 1995.

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that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function CAUTION
The information, procedures, specifications and illustrations in this manual
without danger to personnel or damage to the machine. If any of these safety Cautions are given to draw reader’s attention to operations where
have been compiled by WMT personnel by reference to shipyard drawings and
manufacturer’s publications that were made available to WMT and believed to
be correct at the time of publication. The systems and procedures have been
verified as far as is practicable in conjunction with competent ship’s staff under
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devices are bypassed, overridden or neglected, then the operation of any
machinery in this condition is potentially dangerous.
DAMAGE TO EQUIPMENT MAY OCCUR.

Note: Notes are given to draw reader’s attention to points of interest or to

operating conditions. Description supply supplementary information.
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It is impossible to anticipate every circumstance that might involve a potential The concept of this manual is to provide information to technically competent
hazard, therefore, warnings and cautions used throughout this manual are ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible, Safety Notice
provided to inform of perceived dangers to ship’s staff or equipment. In many thus aiding their understanding and knowledge of the specific vessel. Special
cases, the best operating practice can only be learned by experience. attention is drawn to emergency procedures and fire fighting systems. It has been recorded by International Accident Investigation Commissions
that a disproportionate number of deaths and serious injuries occur on ships
The manual consists of a number of parts and sections which describe the each year during drills involving lifesaving craft. It is therefore essential that
If any information in these manuals is believed to be inaccurate or incomplete, all officers and crew make themselves fully conversant with the launching,
the officer must use his professional judgement and other information available systems and equipment fitted and their method of operation related to a
schematic diagram where applicable. retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
on board to proceed. Any such errors or omissions or modifications to the
ship’s installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the company’s Technical The valves and fittings identifications and symbols used in this manual are the
Operations Office, who should inform WMT so that a revised document may be same as those used by the shipbuilder.
issued to this ship and in some cases, others of the same class.

Issue: Final Draft - March 2009 IMO No: 9362073 Front Matter - Page 7 of 7
Produced by: WMT Limited, UK
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Section 1: Cargo System Description

1.1 Cargo Tanks Layout

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Illustrations

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1.1.1a Cargo Tanks Grouping

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Hadi Cargo Systems Operating Manual
Illustration 1.1.1a Cargo Tank Grouping
Three Grade Segregation, No.1 Group 49.05%, No.2 Group 26.62%, No.3 Group 24.33% Split

Port
No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port
Slop

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No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre

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Stb'd No.5 No.4 No.3 No.2 No.1
Slop Starboard Starboard Starboard Starboard Starboard

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Key

Cargo Group 1

Cargo Group 2

Cargo Group 3 Two Grade Segregation, No.1 Group 49.05%, (No.2 and No.3) Group 50.95% Split

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Port
Slop
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No.5 Port No.4 Port No.3 Port No.2 Port No.1 Port
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No.5 Centre No.4 Centre No.3 Centre No.2 Centre No.1 Centre

Stb'd No.5 No.4 No.3 No.2 No.1

Slop Starboard Starboard Starboard Starboard Starboard

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.1 - Page 1 of 2
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.1 Cargo Tank Layout
The cargo tank area consists of five sets of main cargo oil tanks (port, centre
and starboard). Located adjacent to No.5 centre and aft of No.5 wing COTs are
a pair of slop tanks. The total combined capacity of these cargo tanks including
the slop tanks is 343,112m3 at 98% full.

1.1.1 Cargo Tank Grouping

Three Grade Segregation

Number 1 Group:

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Nos.1, 2, 4 and 5 centre COTs and No.3 wing COTs giving a total of 168,289m3
at 98% capacity; 49.05% total ship capacity.

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Number 2 Group:
Nos.1 and 5 wing COTs, No.3 centre COT and the starboard slop tank giving a
total of 91.321m3 at 98% capacity; 26.62% total ship capacity.

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Number 3 Group:
Nos.2 and 4 wing COTs and the port slop tank giving a total of 83,501m3 at
98% capacity; 24.34% total ship capacity.

Two Grade Segregation

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The cargo tanks can also be divided into two groups to give an approximate ra
67/33% split as indicated below.

Number 1 Group
Nos.1, 2, 4 and 5 centre COTs and No.3 wing COTs giving a total of 168,289m3
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at 98% capacity; 49.05% total ship capacity.

Number 2 Group
Nos.1, 2, 4 and 5 wing COTs, No.3 centre COT and both slop tanks giving a
total of 174,823m3 at 98% capacity; 50.95% total ship capacity.

Note: The above possible configurations are based purely on tank segregation
and capacities only. The actual loading quantities are to be determined by the
cargo specific gravity, resulting stress and stability figures obtained from the
loading computer.

Five pairs of ballast tanks are situated outboard of and underneath the cargo oil
tanks. The total capacity of the ballast tanks, including the fore peak, aft peak
and engine room side ballast tanks, is 103,284.9m3 at 100% capacity.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.1 - Page 2 of 2
Produced by: WMT Limited, UK
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1.2 Cargo Piping System

1.2.1 System Description

1.2.2 Cargo Measuring and Sampling

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1.2.3 Slop Tank Usage

1.2.4 Slop Tank Heating

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Illustrations

1.2.1a Cargo Oil System

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1.2.1b Details of Suction Mouth

1.2.2a Cargo Measuring and Sampling

1.2.2b Hermetic UTI Measuring Device

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1.2.2c Hermetic UTI Operation

1.2.2d Hermetic Instruments

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1.2.3a Slop Tank Cross-Section

1.2.4a Slop Tank Heating System

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Hadi Cargo Systems Operating Manual
25
Illustration 1.2.1a Cargo Oil System OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312
L
Cargo Stripping Line To Tank
Cleaning L OD336 60 L L
Sample Point 200 700
700 700
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L 337
Eductors L

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200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

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250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
A 125 600 Room Bilges
700
OP283 OP242 OP241 To No.4 Cargo 700
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

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Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

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No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235
LO
OP287
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OP286
LO
OP222

750
450

OP
221
OT OT
149 154

700
OT157
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
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OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Group - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Cargo Group - 2 Sea Water
Sea OP228 No.1 HFO Tank
OP223
Cargo Group - 3 Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Cargo Stripping Line OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 1 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.2 Cargo Piping System to each wing tank are of 500mm, the centre tanks 650mm and the slop tanks Illustration 1.2.1b Details of Suction Mouth
450mm.
1.2.1 System Description 250A Striping Pump
The bottom suction lines of 750mm in the pump room are interconnected on Inner Bottom
the pump suction side through a crossover line of 750mm with a connection to
Cargo System the main sea chest. The connection to the sea chest is kept closed during normal
loading/discharging and sea passage by the two sea chest isolation valves, a
The cargo space consists of five centre tanks, five paired wing cargo tanks spectacle flange and a non-return valve. A drain test cock is fitted between the
and one pair of slop tanks. The after most wing tanks, one to port and one to ship’s side valve and the intermediate sea valve.
starboard, are the slop tanks.
The cargo suction crossover is also capable of being connected to the ballast
The cargo oil tanks (COT) are divided into three main segregation groups and
main suction line, isolated in normal condition by a non-return valve and Suction Mouth 55mm
the tank groups are separated by double isolation valves. A separate stripping
double isolating valves with a blank and removable spool piece between the
line is connected to all of the cargo tanks and are separated by double valves.

y
Tank Top Doubling Plate
isolating valves.
This allows a maximum of three grades to be loaded without contamination.
The delivery side of the pumps is interconnected through a crossover line of

op
500A Cargo Oil Main Suction Pipe for
• Group (1) No.1, 2, 4 and 5 centre COT and No.3 wing COT. 650mm. A number of lines are branched off this interconnection crossover, Cargo Oil Wing Tank

• Group (2) No.1 and 5 wing COT, No.3 centre COT and the one line feeds the cargo tank cleaning system while another line is used to feed
starboard slop tank. the driving fluid for the cargo stripping eductor or to discharge directly into
either slop tank. The last branch is directed to overboard via the oil discharge
• Group (3) No.2 and 4 wing COT and the port slop tank. monitoring equipment terminating in a high overboard discharge outlet on
Inner Bottom

the starboard side and approximately 500mm above the deepest water ballast

C
The ship design also allows for a two grade configuration to be carried with draught. In the event that the discharge overboard is above the allowable limit
separation by double isolation valves. This allows two grades to be loaded as measured by the oil discharge monitoring equipment, then the discharge
without contamination, for example. is redirected to either slop tank. This discharge connection to overboard is Suction Mouth
• Group (1) No.1, 2, 4 and 5 centre COT and No.3 wing COT, normally kept closed by a spectacle blank between double isolating valves. 350mm
49.05% capacity.
The port and starboard slop tanks are interconnected by a levelling line and

ft
• Group (2) and (3) No.1, 2, 4 and 5 wing COT, No.3 centre COT
valve. Both slop tanks have separate stripping suctions connected to the cargo
and both the port and starboard slop tanks, 50.95% capacity. Tank Top Doubling Plate
oil stripping pump and eductor crossover.
ra
Discharge of the cargo tanks is via three steam turbine-driven centrifugal cargo
oil pumps, each of 5,500m3/h capacity and situated in the cargo pump room, The crossover line on the cargo suction main and discharge main lines in the
discharging to the respective manifolds on deck. cargo pump room are provided for the flexibility of cargo handling and tank
cleaning with sea water. Similarly, crossover lines are provided at the forward 650A Cargo Oil Main Suction Pipe for
Centre Cargo Oil Tank
Each cargo pump is connected to an automatic cargo stripping unit consisting end of the tank bottom lines in No.1 centre COT with two valve separation.
of gas separators and vacuum pumping units. The lines from the tanks to the
D
pumps are of a nominal 750mm diameter. A separate stripping line of 450mm is fitted to permit stripping of the cargo
tanks while discharging from the same group of tanks. The suctions are located
A dedicated steam turbine-driven centrifugal tank cleaning pump of 3,000m3/h in the suction wells and are situated approximately 55mm above the tank top,
Inner Bottom
capacity is provided. The pump provides the drive fluid to the eductors and each suction is fitted with a cone type bellmouth.
tank washing machines, taking suction from either slop tank or No.5 centre
COT. Each cargo tank has a cone type bellmouth also located in the suction well in
which the pipe is situated approximately 350mm above the tank top.
The cargo lines are drained using a steam-driven reciprocating stripping pump Suction Mouth
rated at 450/150m3/h, situated in the pump room, discharging via the 200mm Ballast is not carried in the cargo tanks under normal circumstances, but if it
350mm
line (commonly called the MARPOL Line), to the manifolds outboard of the is considered that additional ballast in a cargo tank or tanks may be required
manifold valves. during the ballast voyage, under the conditions and provisions specified in
Regulation 13 (3) of Annex I in MARPOL 73/78, such ballast water can be
Tank Top Doubling Plate
Loading is carried out via direct loading drops to each cargo group. Each cargo handled by the cargo pumping and piping system.
top line of 700mm has its own drop line of 700mm which bypasses the pump
room and is connected to the respective bottom line of 750mm. Branch lines

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 2 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
25
Illustration 1.2.1a Cargo Oil System OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312
L
Cargo Stripping Line To Tank
Cleaning L OD336 60 L L
Sample Point 200 700
700 700
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L 337
Eductors L

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
A 125 600 Room Bilges
700
OP283 OP242 OP241 To No.4 Cargo 700
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235
LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154

700
OT157
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Group - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Cargo Group - 2 Sea Water
Sea OP228 No.1 HFO Tank
OP223
Cargo Group - 3 Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Cargo Stripping Line OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 3 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Both slop tanks are fitted with heating coils, none of the cargo tanks have been Cargo Transfer Limitations Pump Theoretical Maximum Discharging Rates
fitted with heating coils.
Cargo oil pumps No.1, 2 and 3 5,500m3/h
The following is provided for guidance only with regard to flow rates. Three
There is a connection from the inert gas (IG) system to allow inert gas or fresh segregated grades of cargo may be loaded simultaneously via the individual Total 16,500m3/h
air to be introduced into the bottom of the cargo tanks via No.3 cargo top line top lines to their designated group of cargo oil tanks. This must be done in
during gas freeing or inerting operations. accordance with the requirements laid down in the company Safety Management Pipeline Fluid Flow Rates
System and with due regard to the design limitations of the vessel.
A vacuum breaker is provided at No.3 centre cargo oil tank. Pipeline ND mm Flow Rates in m/sec
Individual PV valves of 300 are adequate for loading a single centre tank at 1 6
a loading rate of 6,840m3/h, 250 for a single wing tank at a loading rate of 125 44 265
Cargo Stripping System 4,000m3/h and 200 for a single slop tank at a loading rate of 3,160m³/h.
200 113 679
The cargo stripping is performed by the cargo pumps with an automatic 250 177 1,060
Where the vessel is loading, it should be noted that the slop tanks are relatively

y
stripping system, cargo stripping eductor and cargo stripping pump. 300 255 1,527
small and will fill quickly, the branch line to the loading valves are of 450mm,
which would give a maximum rate of 3,436m3/h per slop tank. The maximum 350 346 2,078
Three cargo oil pumps are fitted with an automatic stripping system consisting
flow rate through the forward riser without operating the tank PV valves is

op
of four vacuum pumps, one sealing water tank and three gas separators. Gas 400 452 2,715
30,000m3/h. Venting should not therefore pose any problems during loading,
and condensate from the automatic cargo stripping system are extracted to the 450 573 3,436
providing that the system is in good condition and the vent valves correctly set
port slop tank by means of vacuum pumps. 500 707 4,242
up.
550 855 5,132
Twin 700m3/h stripping eductors are installed to take suction from each of the
The maximum liquid velocity permitted in any part of the pipeline system is 600 1,018 6,108
cargo bottom lines, via the eductor/stripping pump crossover, and discharging
6m/s due to the design of the cargo valves. 650 1195 7168

C
to the port or starboard slop tanks and No.5 centre COT. The eductor drive can
be supplied by any of the main cargo pumps or the tank cleaning pump. 700 1,386 8314
The maximum cargo loading rate while using a vapour recovery system must
not exceed the lowest of the three following limitations: 750 1,591 9544
The manifold area is fitted with drip trays on either side for the collection
of any spillage from the shore connections. The respective drip trays can be • As outlined in the Oil Transfer Procedures.
Loading Rates for COTs
drained down to the No.4 wing cargo oil tanks via a pneumatic pump and a • At no time should the pressure in any cargo tank exceed

ft
drain line fitted with a ‘U’ bend of at least 2.5 metres length. 112mbar. Tanks Loading Rate m3/h at 6m/sec
• The terminal vapour recovery system. One Top Line Two Top Lines Three Top Lines
Two pneumatic pumps are fitted aft, one to port and one to starboard, for One Bottom One Bottom One Bottom
discharge of any deck spillage to the port or starboard slop tanks respectively.

One cargo stripping discharge line with a diameter of 200mm, as required

ra • The shipboard vapour recovery piping gives a maximum vapour
discharge rate of 30,000m3/h. This figure corresponds to a
loading rate of 24,000m3/h, allowing for a vapour growth rate of
One Wing Tank
Line
4,000
Line
4,000
Line
4,000
by MARPOL 73/78, is led to the upper deck and connected outboard of the 1.25 providing all PV valves are operational and the tank inert Two Wing Tanks 8,000 8,000 8,000
manifold valves on each side. gas isolating valves open to the system. One Centre Tank 6,840 6,840 6,840
D
Two Centre Tanks 8,314 9,544 9,544
The cargo stripping pump is used for discharging the contents of the cargo The maximum loading rate for segregated ballast is dependent on the ballast
pump room bilge to the port or starboard slop tank, or directly overboard via pump rate. The pipeline system size is sufficient to cope with the maximum
the ODME line. See Section 2.9.2 Pump Room Bilge System in the Machinery Loading Rates for Cargo Pipelines
pumping rate.
Operating Manual for full details of the configuration and operation for
pumping out the pump room bilges. Maximum loading rate all three top and bottom lines 24,000m3/h
With regard to maximum loading rates, the time required for deballasting must
also be taken into account, where loading to maximum deadweight/draught
deballasting must be completed well before finish of loading to allow the Note: The nominal diameter for each top line is 700mm, which equates to a
ballast tanks to be properly drained. maximum flow rate of 8,300m3/h at 6m/sec per top line while the flow rate
to a single wing tank is 4,000m3/h and a single centre tank 6,840m3/h.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 4 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 1.2.2a Cargo Measuring and Sampling

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) Ballast Tank (Port) (Port)
(Port)

Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) No.3 Cargo No.2 Cargo Oil Tank (Port) No.1 Cargo
Oil Tank (Port) Oil Tank (Port)

R R R R R R

y
No.5 Cargo Oil Tank No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
(Centre) Oil Tank Oil Tank (Centre) Oil Tank (Centre) Oil Tank
(Centre) (Centre)

op
R R R R
R Void Forward
Peak Tank

C
ft
R R ra R R R R

No.3 Cargo
Slop Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard)

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) Ballast Tank (Starboard) (Starboard)
(Starboard)
D
Ullage Zero Level

2" Seal Valve Key

50A Vapour Control Valve

Hatch
25A Vapour Control Valve
Cap
Detail Of 1" Seal Valve
R Radar Beam Type Level Gauge
Hatch
Detail Of 2" Seal Valve

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 5 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.2.2 Cargo Measuring and Sampling • A single control beep is emitted every 2 seconds when the Illustration 1.2.2b Hermetic UTI Measuring Device
sensing probe is in contact with air.
Cargo and slop tank levels, with high level alarms, are relayed to the Cargo • A continuous beep is emitted when the probe is in contact with
Control Room (CCR) by Saab TankRadar radar beam type transmitters and petroleum products.
displayed on a CRT monitor. A Hanla independent high level and overfill alarm
is fitted to each cargo and slop tank, designed to alarm at 95% and 98.0% of • An intermittent beep is emitted when the probe is in contact
each tank’s volume. Each cargo and slop tank is fitted with a temperature with water.
measuring device, readings from each tank are displayed in the CCR on the
Saab TankRadar screens and are given at three levels in the cargo tanks, 10%, The instrument is powered by a 9 volt battery stored in the electronic terminal
50% and 90%, with only two levels in the slop tanks. Ballast and fuel oil tank housing. Electronic power consumption is very low, ensuring long operation
levels are also displayed in the CCR on the Saab TankRadar screens. without the need for battery replacement. The instrument is fitted with a HERMetic UTImeter
low battery continuous tone indicator signal, making the operator aware of Ullage - Temperature - Interface Detector

Two C1SS (25mm) seal valves plus one C2SS (50mm) seal valve are fitted to the battery condition which may lead to erroneous readings if not replaced 1

y
each cargo oil tank, and one C1SS plus one C2SS to each slop tank. These seal immediately. 5
valves provide hand dipping points, independent ullage checks, temperatures Buzzer
On/Off
enter ON OFF

Designed for easy maintenance, the MMC sensing probe consists of a stainless
and oil/water interface readings using the Hermetic UTI portable cargo Signals: Backlight

op
Air / Vapour
Cerification:

steel tube terminated by a ‘PEEK’ head, the probe incorporating an ultrasonic

KEMA 02ATEX 1097X

monitoring device. The seal valve allows for the connection and disconnection
Hydrocarbon = continuous
4
liquid level sensor, temperature sensor and conductivity electrode. The
Water = intermittent

of the portable cargo monitoring devices without having to compromise the 2

‘ULTRA’ sensor is designed for use in low and high viscous liquids and the 3
integrity of the inert gas in the cargo tanks.
sensitivity for ullage and interface measurement does not require adjustment.
The sensor is factory calibrated and requires no further calibration.
Sufficient hand dipping points are fitted for checking the dryness (retained on
board value) of the cargo oil tanks in accordance with the requirements of the The ullage detector consists of two piezoceramic plates and electronic

C
imO. circuits. When the sensor head is immersed in a non-conductive liquid (oil or
petroleum), the emitted ultrasonic signal is detected by the receiver, coded and
Prior to cargo operations, the Hanla high level alarms are tested by removing sent to the instrument unit, which activates a buzzer with a continuous beep.
the cap nut and pulling up the test rod on each individual unit. The first alarm
is the 95% alarm and then there is a 10~15 second time delay prior to the Interface detection is possible using the principle of measuring the conductivity
activation of the overfill level alarm after lifting the test rod.

ft
between an active electrode and a grounded electrode. When the liquid in
which the probe is immersed is conductive (water), the ullage sensor detects
the presence of the water as well as the oil, and the conductivity electrodes
Portable Measuring Equipment and associated electronic circuits modulate the coded signal to generate the

Manufacturer: Enraf Tanksystems

ra
intermittent beep.

Type: Hermetic UTImeter Rtex The sensing element used to detect temperature is a semi-conductor, the current
output of which is proportional to the absolute temperature. One conductor of
Model: SS1-Q1
D
the measuring tape is used as a power line for the temperature sensor and the
Number of sets: 4 other as the return conductor.
Tape length: 35 metres Key

1 - Digital Temperature Display

Instrument Description 2 - Speaker Unit
The Enraf sonic tape is a gas tight portable, multi-function gauging instrument 3 - Tape Cleaner
designed to measure the ullage, temperature and interface of liquid cargoes
under closed gauging conditions. 4 - Reading Index

5 - Locking/Winding Handle
Each instrument is individually identified with the letters TS followed by a 5
digit serial number enabling instrument records to be easily maintained and
cross referenced.

Fitted with a UTI sensing probe, the unit emits three different audible beeps to
alert the user as to the measuring medium in contact with the probe:

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 6 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 1.2.2c Hermetic UTI Operation

HERMetic UTImeter
Ullage - Temperature - Interface Detector

Buzzer enter ON OFF

On/Off

Signals:
Air / Vapour

Hydrocarbon = continuous
Backlight Cerification:
KEMA 02ATEX 1097X Reading Index
Water = intermittent

Digital Display

y
Tape Cleaner

op
C
Vapour Seal Valve

ft
Tank Top
ra
VAPOUR
D
Ullage Level

Ultrasonic Level Sensor PRODUCT

Interface Sensor Temperature Sensor

Interface Level
WATER

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 7 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Operation of the Ullage/Water Interface Mode Operation in the Temperature Mode

a) Ensure that the Hermetic 2'' sounding pipe isolating valve is The unit should already be switched on after completing the above operations.
closed. Toggle the mode pushbutton to T, the temperature reading will now be
displayed on the LCD in °C/°F. The probe should be allowed to soak for
b) Remove the sounding pipe cap. With the Hermetic UTI gauging approximately two minutes to give an accurate indication. A temperature
tape completely wound onto the hub and in the lock mode, fit reading should be taken from the bottom, middle and top levels of the product
the UTI barrel onto the sounding pipe and secure it in place with to give an average overall reading. The sensor range is -40°C to +90°C, with
the push-on collar. an accuracy of ±0.2°C.

Note: It should be noted that no earthing wire is required with this unit when
fitted correctly onto the C2SS seal valve.

y
c) Switch on the power unit via the ON pushbutton on the hub face
(hold down until LCD display is activated) and a two second

op
beep is emitted.

d) Open the sounding pipe isolating valve and ensure the wiping
device is set to DOWN. Slowly lower the tape into the tank by
releasing the tape locking device and wind down.

C
e) Lower the tape fully until the unit begins to emit a continuous
beep. At this point, slowly raise then lower the tape a number
of times until the noise just begins, so giving an indication of
the ullage. The Hermetic UTI unit when operated diligently can
give an accuracy of ±3mm under calm conditions with the ship
not moving in a seaway.

ft
f) After the ullage has been established by reading the tape through
the sight window, continue to lower the tape. If there is an oil/
water interface, the unit will emit an intermittent bleep when the
probe is passed into water. At this point, again slowly raise then
lower the probe a number of times to give an accurate position
ra
of the interface. From these two sets of figures, ie, ullage and
water interface, an accurate product height can be established,
D
again allowing for correction of height.

g) When winding the tape back in, the wiper device should be set
to UP and switch off the power unit via the OFF pushbutton
on the hub face (hold down until LCD display is deactivated)
and no audible beeps. When the tape is fully housed, apply
the locking device. Close the sounding pipe isolating valve,
unscrew the locking ring and remove the UTI unit. Replace the
sounding cap.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 8 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 1.2.2d Hermetic Instruments 8 3

Key

1 - Female Quick Coupler Gasket

3
2 - Tube 9
9

3 - Winder Holder
12 12 8
5 4 - Washer Holder

5 - Wing Screw 13

6 - Pivot

y
7 - Slotted Cheese Head Machinery Screw
10
8 - Winder Tape 30m Metric/Inch
15

op
4 10 6
9 - Hex Cap Screw

10 - Tape Wiper Assembly

7
11 - Zone Bottle

12 - Handle

C
13 - Flat Washer

14 - Dipping Rod Assembly

15 - Socket Set Screw

16 - O-Ring

ft
ra 2
D
14 14
2 11

16

Sampler A-2 Dip - 2

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 9 of 14
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Portable Sampling Unit Portable Hand Dipping Unit

Manufacturer: Enraf Tanksystems Manufacturer: Enraf Tanksystems

Type: Hermetic Sampler Type: Hermetic Dipping Unit
Model: A-2 0.5 litre Model: Dip2
Number of sets: 2 Number of sets: 2
Tape length: 40 metres Tape length: 40 metres

The unit is supplied fitted with a ‘zone bottle’ for sampling the upper cargo The Hermetic Dip 2 unit is designed for checking that the bottom of closed
level. ‘Spot bottles’ are available for sampling at a predetermined ullage, and inerted tanks are dry and free of deposits. Each unit consists of a graduated
‘running bottles’ for sampling throughout the liquid, and finally ‘bottom brass/stainless steel weight with graduated stainless steel tape on a reel.
bottles’ for tank bottom sampling. It is important to identify the correct device

y
for the task in hand.
Operation

op
Operation for Zone Sampling a) Fit the Hermetic dipping unit to the sounding pipe as described
previously for the ullage/interface unit.
a) Fit the zone sample bottle to the tape and retract it into the
Hermetic sampler barrel, locking the reel with the locking b) Open the Hermetic 2" sounding pipe isolating valve and lower
screw. the dipping rod to the tank bottom by means of the attached
graduated stainless steel tape.

C
b) Remove the sounding pipe cap. With the Hermetic UTI sampler
tape completely wound up, fit the sampler barrel onto the c) The operator will know when the tank bottom has been reached
sounding pipe and secure it in place with the lock clip. by feeling the weight drop off the tape unit. The tape should then
be further slackened out a few centimetres before retrieving.
c) With the Hermetic sampler secured to the sounding pipe, open
the sounding pipe isolating valve. Lower the sampler at about d) Wind the tape all the way back up until it has reached the

ft
0.5 metres per second to ensure the release will be correctly stowage position.
released.
e) Shut the Hermetic 2" isolating valve and remove the dipping
d) At the liquid level hold the sampler and allow the bottle to fill.
When complete, wind the tape back in.
ra f)
unit from the tank.

The innage (sounding) can be read from the graduated dipping

e) Close the valve and remove the sampler unit. rod.
D
f) Transfer the liquid sample into the sampling bottle. Note: Oil or water detecting paste can be applied to the dipping rod to help
identify the residues.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 10 of 14
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Hadi Cargo Systems Operating Manual
Illustration 1.2.3a Slop Tank Cross-Section

Deck Spill Deck Spill

Drain Valve Drain Valve
30mm Bilge Eductor Bilge Eductor 30mm
Discharge 65mm Discharge 65mm

150 150

2.532m 2.532m

y
op
Eductor Eductor
650 650
Discharge 2.35m No.5 Centre 2.35m Discharge
Cargo Oil Tank

C
Port Starboard
Slop Tank Slop Tank

ft
700
ra 16.00m

CO No.3 Tank No.2 CO

D
Stripping CO Cleaning Gravity CO Stripping
Line Line Line Line Line Line

Cargo Pump
500 Direct Suction

700

450 450

2.00m
250 250

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 11 of 14
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Hadi Cargo Systems Operating Manual
1.2.3 Slop Tank Usage

There are two slop tanks with four uses as follows:

• Cargo carrying tanks.
• Crude oil washing (COW) when utilising the eductors.
• Water washing prior to tank inspection or refit.
• As part of the Odme system, the flow is automatically diverted,
as necessary, to the dirty slop tank when decanting slops or
discharging heavy weather ballast to sea.

Loading of the both slop tanks is completed in the normal manner from No.3

y
cargo main bottom line for the port slop tank and No.2 cargo main bottom line
for the starboard slop tank.

op
Emptying of the slop tanks is normally via the main suctions during bulk
discharge and from the stripping suctions in the pump room during draining.

During COW, fresh crude oil can be drawn from the starboard slop tank via
valves OT144 and OT145, pumped up the COW line and through the eductor
system simultaneously using the tank cleaning pump. The eductors can

C
discharge to either slop tank or No5. COT depending on grade segregation.
During water washing, both slop tanks are normally utilised. Clean water
is drawn from the starboard slop tank and the drainings from the eductor
discharge are directed to the port slop tank. Clean water flows across to the
starboard slop tank via the gravity line (balance line). Careful management of
the slop tanks is essential at all times. The following useful guidelines should

ft
be noted:

1) The slop tanks are aft and of relatively small volume. Care must

2)
be taken when loading these tanks as they fill quickly.

Prior to COW, it is necessary to decant the free water from

ra
all cargo oil tanks, including the slop tanks, subject to grade
segregation. Slop tanks are to be discharged and refilled with
D
dry crude oil prior to the commencement of COW. During
COW, fresh crude oil can be drawn from the starboard slop
tank via a direct suction from the pump room, valve OP203.
The levels to which the slop tanks are recharged are arbitrary,
but sufficient ullage is required in the clean slop tank to allow
for the cargo pump to maintain suction and the balance line to
remain covered if both slop tanks are used.

3) Oxygen content readings of the slop tank atmospheres and cargo

oil tanks to be crude oil washed must be taken prior to cOw
or water washing and monitored at regular intervals. Readings
must not exceed 8%.

Issue: Final Draft - March 2009 IMO No: 9362073 SSection 1.2 - Page 12 of 14
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Hadi Cargo Systems Operating Manual

Illustration 1.2.4a Slop Tank Heating System

Deck Seal
HC44
15
125
HC50
50 50 50 50 50 50 50

HC40 HC34 HC26 HC22 HC16 HC10 HC04

Pump Room

25
Sea Chest AUS
(Port) 25 Drain Tank Slop Tank (Port)

y
HC56
25 HC54
HC42 HC36 HC30 HC24 HC18 HC12 HC06
HC68 125
HC69 HC53

op
Steam Supply
from Engine Room 250 200
HC52

250
HC02 HC08 HC14 HC20 HC26 HC32 HC38

HC55
25 25 25 25 25 25 25 25

C
Condensate Return 100 100
HC48
to Engine Room 125 125
HC46

To Engine Room

HC60 HC58

ft
125
HC47
HC43 50 50 50 50 50 50 50

Sea Chest
HC67 HC59
ra HC57

HC51
HC01 HC07 HC13 HC19 HC35 HC31 HC37

(Starboard)
Tank Cleaning
D
Heater Slop Tank (Starboard)

100 HC41 HC35 HC29 HC23 HC17 HC11 HC05

Key HC03 HC09 HC15 HC21 HC27 HC35 HC39

Condensate
25 25 25 25 25 25 25

100 100
Saturated Steam HC49
HC45

Exhaust Steam

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 13 of 14
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Hadi Cargo Systems Operating Manual
1.2.4 Slop Tank Heating

The port and starboard slop tanks are fitted with grid type heating coils, both
the slop tanks have seven coils.

It is possible to isolate each section of coils as required. The coils are supplied
with 8.4g/cm2 saturated steam from the engine room and the condensate return
passes through steam traps back to the atmospheric condenser and subsequently
back to the feed filter tank.

The heating coils inside the slop tanks are made from steel (grade STPG370
schedule 80) material to increase their durability when in contact with salt
water (slop tanks) and the possible corrosive nature of the crude oils.

y
The heating system for the slop tanks is designed to heat the slop tanks from
44°C to 66°C within 24 hours at an ambient air temperature of 2°C and sea

op
water temperature of 5°C.

Contamination
If contamination should occur at the observation tank, proceed as follows:

C
a) Check the condensate drains on each slop tank and locate the
defective coil.

b) Isolate the defective tank heating coil and insert blanks in the
steam inlet and condensate outlet lines.

ft
c) Proceed to heat the tank using the other coils.

Testing the Coils

The modern materials and the continuous welded construction used in the
heating coils tend to offer reliable service. Routine testing by checking the
ra
condensate outlet when putting the system into use will normally suffice.
However, pin holes can develop at welds and loose pipe brackets can cause
D
fretting.

If contamination occurs, test the defective coil at the next possible opportunity.
This is carried out by applying a fresh water hydraulic test on the coil with the
outlet valve closed, entering the tank when it is gas free and locating the leak.

A permanent repair will, in most cases, require welding. This would be carried
out during refit. A near permanent repair can be carried out by cutting the coil
in way of the defect and inserting a ‘Yorkshire’ coupling.

Tank Tank Volume Heating Ratio Number of Steam Inlet Steam Return Required Surface Required Length Length of Heating Coil
m³ (98%) m³/m³ Groups Dia. (mm) Dia. (mm) (m²) Area (m) (metres)
Slop (P) 5,083 0.037 7 50 25 990 142 1,060
Slop (S) 5,083 0.037 7 50 25 990 142 1,060

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.2 - Page 14 of 14
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1.3 Cargo Pumps

1.3.1 Main Cargo Oil Pumps

1.3.2 Stripping Pump and Eductors

y
1.3.3 Automatic Unloading System

1.3.4 Cargo Valves

op
Illustrations

1.3.1a Main Cargo Pumps

C
1.3.1b Cargo Oil Pump Characteristic Graph

1.3.2a Stripping Pump System

1.3.2b Cargo and Ballast Stripping Eductor

ft
1.3.3a Automatic Cargo Stripping Eductor

1.3.3b AUS Control Panel

1.3.3c AUS Controls

ra
D
Hadi Cargo Systems Operating Manual
Illustration 1.3.1a Main Cargo Pumps

PI Governor
PI COC PI MS
Combined Steam Regulating 650 Exhaust Steam
and Emergency Shut Off Valve to COPT Vacuum
Condenser
ESD
PI

Steam Supply PS
150
15

y
15

op
15 15

To Scupper

C
Engine Room

Pump Room

ft
Temperature Gas Tight
Sensor Shaft Seal
ra
D
1
1 Upper Bearing and Seal
Temperature Sensor Pump Discharge
2
Pump Casing
2
Temperature Sensor Pump Suction

3 Lower Bearing and Seal

Temperature Sensor
3
Pump Seal Leakage
4 Collection Chamber
with High Level Alarm
LA
4

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 1 of 13
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Hadi Cargo Systems Operating Manual
1.3 Cargo Pumps Procedure for the Operation of Cargo Oil Pumps d) The duty engineer will trip the turbine(s) by operating the hand
trip knob to confirm that the governor control valve closes
1.3.1 Main Cargo Oil Pumps immediately. The trip will then be reset. The pump discharge
Pre-Operation Checks valve should be shut before the pump is run up again. The COP
a) The chief officer/duty deck officer should notify the duty should also be tested from the CCR.
Cargo Oil Pumps
engineer of cargo pump requirements. The duty engineer will
Manufacturer: Shinko Industries Ltd then make the cargo oil pumps ready for operation. e) When all of the COP trips have been tested, initiate the
Type: Steam turbine-driven vertical centrifugal pump WARMING UP again on the required pumps to be used. As the
b) Before the cargo pumps, including the tank cleaning pump, are turbines are already in a warmed-up condition, the warming-
No. of sets : 3
run up the duty cargo officer is to: up phase will only take approximately one minute. When the
Capacity: 5,500m3/h pump discharge pressure rises above 4kg/cm2, open the pump
Model (Pump): KV 500-2 • Ensure the pump discharge valves are closed
discharge valve gradually.
(Turbine): RVR-2 • Open the pump and line suction valves fully

y
Speed (Pump): 1,090 rpm ±3% f) When the warming-up operation is complete, the pumps can
• Ensure the pump volute casings are vented until liquid
be set to minimum speed by pressing the START button on the
(Turbine): 6,983 rpm appears
faceplate with the mouse cursor. The pump’s speed will now run

op
Rating: 2,680kW up to the minimum governor setting.
Starting
When the auxiliary systems for the operation of the cargo oil pump turbines g) The INC. (increase speed) and DEC. (decrease speed) buttons
Tank Cleaning Pump
are in operation and steam lines are fully warmed through and the drains clear, on the COP faceplate are used to regulate the pump speed; the
Manufacturer: Shinko Industries Ltd control can be passed to the CCR. At the local control panel(s) at the turbine pump speed is increased or decreased by 10 rpm for every click
Type: Steam turbine-driven vertical centrifugal pump side, the control selection switch(s) must be set to REMOTE. The steam inlet of the corresponding button.

C
No. of sets : 1 and exhaust valve on each turbine will now be fully open. The warming through
Capacity: 3,000m3/h operation of the turbines will now be performed from the panels in the CCR. Stopping
Model (Pump): KV450-3 a) Decrease the turbine speed gradually from the COP faceplate
a) From the Cargo Pump Turbine mimic screen select the cargo oil
(Turbine): RX2-2 using the on-screen DEC. button.
pump (COP) to be warmed through ready for operation. Place

ft
Speed (Pump): 1,410 rpm ±3% the mouse cursor over the COP icon and right-click with the b) Stopping is possible by operating either the remote stop(s) or the
(Turbine): 6,936 rpm mouse button, the pump command faceplate will now open. The hand trip on the turbine. The pump discharge valve should be
Rating: 1,470kW
ra top left-hand corner will indicate the control mode the COP is shut before the pump turbine is stopped.
in, either MANUAL, LOCAL or REMOTE. For control of the
COP from the CCR, the system must be set in REMOTE at the c) Close the pump suction valves.
General local control panel.
If a COP is stopped for more than 30 minutes, then a full warm-up cycle must
The main cargo oil pump system consists of three vertical centrifugal single b) With the cursor click on the WARMING UP button on the COP be completed.
D
stage cargo pumps. They are situated at the bottom of the pump room and are faceplate. This will initiate the warming-up cycle, the pump
driven by a three stage impulse steam turbine and intermediate shaft passing speed will be maintained at approximately 250 rpm during this
into the pump room through a bulkhead gland. The pumps are each equipped period and the WARMING UP button will flash. On completion Emergency Stopping
with an automatic unloading system. of the warming-up phase, the WARMING UP button will go to
a steady light. Local Stopping
The tank cleaning pump is a vertical, centrifugal single-stage pump. It is
situated at the bottom of the pump room and is driven by a three-stage impulse c) During the warm-up period, if the discharge pressure rises Pull the hand trip knob so that the spindle moves outward and the governor
steam turbine and intermediate shaft passing into the pump room through a above 4kg/cm2, open the pump discharge valve gradually. valve closes through activation of the trip mechanism causing the turbine to
bulkhead gland stop.
The duty engineer will check that there is no abnormal noise or
vibration in the turbine and the reduction gear. If an abnormal Remote Stopping
state is noticed, the turbine will be stopped immediately and the Press the REMOTE STOP buttons provided at the remote stop station in the
problem investigated. pump room and at the midship manifolds so that the trip mechanism activates
to close the governor valve and stop the turbine.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 2 of 13
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Hadi Cargo Systems Operating Manual
Illustration 1.3.1b Cargo Oil Pump Characteristic Graph

90

70

200 70

y
180 60
Key

op
160 H~Q 50 Pump Efficiency ηp

Total Head H (m) Pump Efficiency ηp (%) Shaft Horse Power P

140 40 Total Head H

120 30

C
100 20 Pump:
Capacity: 5500m³/h
1
Total Head: 150m
Suction Head: -5m
0

ft
Revolution: 1090 (±3%) min-1
Driver
ra Output: 2680 kW

3000 Revolution: 1090 (±3%) min-1

Normal

2000 Shaft Horse Power 2679 kW

Shaft Horse Power P (kW) Pump Efficiency 86%
D
1000

0 1000 2000 3000 4000 5000 6000 7000

Capacity Q (m³/h)

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 3 of 13
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Hadi Cargo Systems Operating Manual
Resetting the Emergency Trip • Wheelhouse.
Before resetting the emergency trip, ensure the following conditions are
fulfilled: CAUTION
The manufacturer’s casing temperature set point of 80ºC will be suitable
• The pump is at the minimum load, ie, the pump discharge valve
for cargoes of all temperatures, but if a non-heated cargo is carried, it is
is fully closed.
advisable to reduce the set point to some 20ºC above the ambient cargo
• The governor speed setting is at the minimum speed. temperature. This will give early warning of system abnormalities and
• The turbine steam inlet valve is fully closed and the turbine is lessen the likelihood of damage to the pump seals.
stopped.

Alarm and trips for the cargo, tank cleaning and ballast pump turbines are as
follows:

y
• Overspeed trip (1,210-1,232rpm).
• LO low pressure trip (0.5kg/cm2).

op
• LO low pressure alarm (0.6kg/cm2).
• LO tank low level alarm.
• High exhaust steam back-pressure trip (1.0kg/cm2).
• High exhaust steam back-pressure alarm (0.7kg/cm2).

C
• Pump casing high temperature trip (80°C).
• Pump bearing high temperature trip (90°C).
• Pump pressure discharge high trip (10% above rated total
head).
• Bulkhead stuffing box high temperature trip (90°C).

ft
• Low inert gas pressure trip.
• Pump shaft seal leakage detection alarm.

Indication is given on each pump turbine faceplate of the pump speed, discharge
pressure and suction pressure.
ra
The pump is normally stopped by reducing the speed to minimum setting and
D
pressing the STOP button on the faceplate panel.

Resets for trip and alarm functions are provided at the turbine side.

Electric pushbutton emergency stops are situated at the following locations for
the cargo pumps and tank cleaning pump:
• Cargo control room.
• Pump room lower level.
• Pump room entrance.
• Cargo manifolds at the deck stores, port and starboard.
• Steam turbine side.
• Engine control room.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 4 of 13
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Hadi Cargo Systems Operating Manual
Illustration 1.3.2a Stripping Pump System

Pump Stroke Counter

Cargo Control Room
Control Cargo Control Console
Air
Master Steam 0.50 1.00 STRIPPING PUMP
Valve Control Pressure 0 MPa 1.50 0.50 1.00 STROKE COUNTER
On/Off Switch K4
kg/cm2

0 MPa 1.50
kg/cm2

STRIPPING PUMP
STROKE COUNTER
rpm

K10 STROKE
rpm

Suction
MEAS

IN

RUN
STROKE
LOWER RAISE SET
0.50 1.00

Speed K5 Pump 30 rpm

CALL

0 MPa 1.50
kg/cm2

Setter Stroke

y
SOURCE REST

MEAS
C.O. STRIP.P.
Counter SHINKO IND. LTD.
KM-300

Discharge IN

op
RUN

SET

Steam Steam Engine Room

Exhaust Supply
I K8
P CALL

30 rpm

C
SOURCE REST

K1 Pump Room

K14 SHINKO IND. LTD.

KM-300

ft
HC63 HC62

HC66
'MARPOL' Line
Discharge To

HC64
HC61
ra K7
Manifold

OP307

To Slop Tanks
D
via ODME Line
OP305
From Pump Accumulator
Room Bilges
OP290 PI
OP303
Key
Cargo
PI Stripping OP304 Cargo Group 1
Pump
450m3/h PT PT PT
From Slop Tanks Control Air
OP293 Steam Pressure Discharge Suction Saturated Steam 18kg/cm2
From AUS Transmitter Transmitter Transmitter
Drain Tank
OP292 Exhaust Steam
From Cargo
Pump Filter
and Casings OP298 Sea Water

Control Air

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 5 of 13
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Hadi Cargo Systems Operating Manual
1.3.2 Stripping Pump and Eductors Stripping Pump j) Ensure that the speed setter control, on the cargo control
console, is set at the minimum setting.
Manufacturer: Shinko Industries Ltd
Introduction k) Ensure that an adequate steam supply is available from the
Model: KPH425
engine room and that the main steam isolating valve in the
No. of sets: 1 The stripping pump is a steam-driven, double-stroke, reciprocating type pump, engine room is open.
Capacity: 450m³/h at 150mth controlled from the cargo console in the CCR. The stripping pump can be used
Speed rating: 33 double strokes to drain the cargo lines and the pump room bilges to the port slop tank, to l) Open the speed setting bypass warming through valve.
shore via the 200mm line (MARPOL line), or if necessary to overboard via the
ODME line with the ODME in operation. m) Open the master steam inlet isolating valve by means of the
Cargo Oil Stripping Eductor
On/Off switch on the console.
Manufacturer: Teamtec AS, Tvedestand, Norway The MARPOL line connects to the manifolds outboard of the manifold valves.
It may also be used as a back-up alternative stripping device, along with a
No. of sets: 2 n) After the warm-up process, the pump can be started remotely

y
single stripping eductor.
Type: 10-12-14 from the cargo console in the CCR.
Capacity: 700m3/h The stripping pump maximum working pressure is 18kg/cm² and has a
o) Close the speed setting bypass valve and all drain valves, then

op
Driving fluid: Water 1030m3/h at 11 bar consumption rating of 7,300 kh/h.
open the steam inlet isolating valve. Bring the pump up to speed
using the speed setter control on the cargo console.
Water Ballast Stripping Eductors Operation
Manufacturer: Teamtec AS, Tvedestand, Norway p) The speed is monitored by use of the stroke counter on the cargo
No. of sets: 2 console. The speed of the pump should not be taken above a
Refer to illustration 1.3.2a.
maximum of 33 strokes/minute.

C
Type: 14-14-18
Capacity: 500m3/h a) Ensure the stripping pump automatic lubricator is topped-up
with oil. Note: Under no load conditions the speed of the pump will increase,
Driving water: 2,1500m3/h at 3.7 bar therefore a good watch should be kept on the pump when it is coming to the
b) Slightly open the four drain valves on the steam chest and end of suction.
Bosun’s Store/Chain Locker/Void Space Bilge Eductor exhaust casing of the stripping pump.

ft
Manufacturer: Teamtec AS, Tvedestand, Norway Instrumentation
c) Warm-up the steam cylinder by opening the steam valve a small
No. of sets: 2 amount. Indication of the suction and discharge pressure are available in the cargo
Type:
Capacity:
1½-2-2½
11m3/h at 2.0 bar
ra d) When the drain stops completely, close the drain valve.
control room. A stroke transmitter is fitted to the pump. The air signal is sent
to a stroke converter in the engine room, where the signal is converted to an
Driving water: Fire main 13m3/h at 9 bar electrical signal and passed to the stroke counter on the cargo control room
e) Open the test valve provided on the valve box cover and expel console. The pump can be stopped quickly by closing the steam inlet valve
the air inside. by means of the master steam control switch on the cargo console. On closing
D
the steam inlet valve, the stroke counter will continue to show the stroke at the
f) Open the pump discharge valve OP307 to the MARPOL line if time of closing for approximately 20 seconds after which it will show zero. The
stripping to ashore plus the required manifold valves, or pump stroke counter will not display a count of less than 3 rpm.
discharge isolating valve OP305, OP291, OP215 and OP216 to
the port slop tank.

g) Open the pump suction valve OP293 and pump room suction
valves required to the cargo tank.

h) If stripping the bilges, open OP290 and the bilge suctions as

required.

i) Ensure the exhaust return valve in the engine room is open.

Open the steam exhaust valve at the pump chest.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 6 of 13
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Hadi Cargo Systems Operating Manual

Illustration 1.3.2b Cargo and Ballast Stripping Eductor

Type: 10-12-14 (Cargo Eductor)

1100
Driving Water Driving
1000 Water
Consumption
(m3/hr)
900
1 4 5 7 2 4 6 3

800
Suction Capacity
700

y
600 Suction Discharge
Suction
Capacity 500

op
(m3/hr)
400

300
Driving
200
Suction Lift: 5 mWC
100 Discharge Head: 25 mWC

C
Total Head: 30 mWC
Key
8 9 10 11 12
Driving Water Pressure (kg/cm2) 1 - Body
2 - Throat
Type: 14-14-18 (Ballast Eductor)

ft
2500 3 - Diffuser
Driving
4 - Gasket
Driving Water 2250 Water
Consumption 5 - Stud B/N
(m3/hr)

600
ra 2000 6 -
7 -
Hex B/N
Nozzle

Suction Capacity
Service Condition
D
Suction 1 - Quanity: 1 Set / Ship
Capacity 400 2 - Driving Pressure: 13kg/cm2
(m3/hr)
3 - Driving Capacity: 800m3/hr
4 - Suction Head: -5m Aq
5 - Suction Capacity: 500m3/hr
6 - Discharge Head: 25m Aq
200

Suction Lift: 5 mWC

Discharge Head: 20 mWC
Total Head: 25 mWC

3 3.5 4 4.5
Driving Water Pressure (kg/cm2)

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 7 of 13
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Hadi Cargo Systems Operating Manual
Cargo and Ballast Stripping Eductors Position Description Valve
Open Eductor suction valves OP299, OP300
The cargo oil and ballast stripping eductors are used for final stripping of
tanks, although in normal operations, the Automatic Unloading System (AUS) Open Eductor discharge valve to port slop tank OP215, OP216
should be able to bring the cargo oil tanks to an almost dry condition utilising Open Eductor drive valves OP301, OP302
the stripping suctions in each tank which are located in sunken wells, including Open No.1 cargo pump top crossover line OP275, OP276
the slop tanks. However, to maximise the out turn figure, the stripping eductor
would normally be used until completion of the discharge. The cargo eductor e) Increase the cargo oil pump speed and open the discharge valve
is also used to keep the cargo oil tanks that are being crude oil washed almost until a pressure of 11 bar is shown on the eductor drive gauge.
dry. Ensure a suction pressure reading is obtained on the eductor
suction gauge, then open the line valves to the tank to be
Essentially the operating procedure for both eductors is the same, except stripped.
that the supply comes from a different source and that the cargo oil eductor

y
discharges to either of the port slop tank or starboard slop tank, while the It is important to monitor at all times the level in the slop tanks, and if it is
ballast eductor discharges directly overboard. necessary to reduce the level in the slop tank, then this can be achieved in a
number of ways. The slop tank can be discharged with any bulk cargo directly,

op
Operation or the level line can be opened between the slops and suction taken from the
starboard slop and continue the discharge to the port slop.
The following text refers only to the cargo stripping eductor, the setting up of
the ballast eductor is covered in Section 1.7. Note: It is possible to drive the eductor and continue discharge ashore,
providing there is an adequate supply to the cargo pump. The cargo pump
The driving fluid for the cargo oil stripping eductor can be supplied by any top crossover valves and discharge valves can be adjusted to control the flow

C
of the main cargo pumps. During COW operations, the main cargo oil pump capacity and pressures.
supplying the eductor will also be supplying a number of COW machines. The
cargo oil pumps are each rated to be able to supply the eductor and an effective
maximum number of 8 COW machines.

ft
It is important that there is effective drive pressure so that the suction pressure
is always maintained. There is a possibility that the drive fluid may flow back
to the tank through the eductor lines via the suction valve. ra
Procedure to Supply Driving Fluid to the Cargo Eductor

a) When the point is reached to use the stripping eductor, the cargo
pump (or tank cleaning pump) selected for the drive should be
D
reduced in speed or stopped to allow for effective changeover
from bulk discharge to eductor operations.

b) When the pump is ready for operations, set the line suction
valves and eductor discharge lines to the port slop tank. The port
slop tank is designated as the dirty tank, and the starboard as the
clean tank.

c) Open the eductor drive valves to the eductor.

d) Do not open the suction valve on the tank to be stripped by

the eductor, until suction pressure is achieved at the eductor
suction.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 8 of 13
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Hadi Cargo Systems Operating Manual
Illustration 1.3.3a Automatic Cargo Stripping System
No.1
C30 NO.3 AUS NO.2 AUS NO.1 AUS NO.2 VP UNIT NO.1 VP UNIT

No.2 C30 FINISH FINISH FINISH WORKING WORKING

LOW SEP LVL LOW SEP LVL LOW SEP LVL
OF STRIP OF STRIP OF STRIP VP UNIT VP UNIT

No.3
C30 VLV POSITION VLV POSITION VLV POSITION
& SEP LVL & SEP LVL & SEP LVL VACUUM VACUUM

To No.2 AUS Unit

From No.2 AUS Unit OP284
OP310
OP285 50 100 50 100 50 100

OD378
C1 J8
0 150 0 150 0 150
Sealing C10
OP311 Fresh Water C132 PI
VP Unit C6
C9-1
GEV GEV GEV

C22 C2 CLOSE NOR CLOSE NOR CLOSE NOR

NO.4 BH.S. NO.3 BH.S. NO.2 BH.S. NO.1 BH.S.

C9
BOX OVERHEAT BOX OVERHEAT BOX OVERHEAT BOX OVERHEAT

C5 C3

y
C8 No.1 No.1 NO.4 VP
STOP
NO.3 VP
STOP
NO.2 VP
STOP
NO.1 VP
STOP
Vacuum START AUT START AUT START AUT START AUT

Pump Motor
C16 C12 DISCH VLV AFTER AUS
COP
FINISH
COP
DISCH VLV AFTER AUS
COP
FINISH
COP
DISCH VLV AFTER AUS
COP
FINISH
COP

SE

SE

SE
O

O
PE

PE

PE
LO

LO

LO
STOP RUN STOP RUN STOP RUN

To Port Slop

N
C

C
C17 C67

op
Tank VP START WORKING
VP UNIT
VP START
NO.2 NO.1
3 4 4 3 UNIT UNIT 1 2 2 1

DISCH VLV DISCH VLV DISCH VLV

AUTO FINISH AUTO FINISH AUTO FINISH
MAN AUTO OFF ON MAN AUTO OFF ON MAN AUTO OFF ON

C2 C109
No.2 No.2
Vacuum DRAIN TK LEVEL

Pump Motor
C16 C12 VP & GEV
INTERLOCK
VP & GEV
INTERLOCK
VP & GEV
INTERLOCK DRAIN TANK
RESET RESET RESET
HIGH LEVEL

C67 50 100

C
SOURCE SOURCE
DC AC
C20 OFF ON OFF ON

C35 C109 0 150

SHINKO IND.LTD.

ft
OP243
From No.2 AUS Unit

Control Signal
H1

LAH
ra LP

A8
A1
(A5)
Main
Cargo Line
Tank Cleaning
Line
H4 A9
Drain Tank J2 No.1 OP272 OP276
2.0m³ Manhole
D
A3 Separator
J3 4.86m3
A12
OP275
JT1 HP A11
JT2
Test/ Key
A13 A20
Adjustment PI A17
JT3 B1
A10 A4 Fresh Water
JT4 A OP268
Cargo Oil
F1 No.1
Cargo Tanks Cargo Oil Cargo Vapour
OP229 Mudhole Pump OP260
Pneumatic Line
Stripping Pump
OP292
OP246 OP256 OP264 Valve Normally Closed

Normally Open

To Stripping Pump

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 9 of 13
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.3.3 Automatic Unloading System The vapour collects at the top of the separator where it is extracted by the The gas extraction valves (C30) are pneumatically operated piston type valves.
vacuum pump system (C1). A level transmitter (A3) is mounted on the side of The three valves, one from each separator are located at the pump room entrance
Manufacturer: Shinko Industries Ltd. each separator. The transmitter converts the liquid level to a pneumatic signal, level. Each valve is installed in the gas extraction line leading from the top of
Model: AUS502-34 which controls the discharge valve (b1), vacuum pump (c2) and gas extraction the separator (A1), and is opened and closed by a solenoid valve controlled
valve (c30). through a pressure switch, which is operated from the level transmitter (S2).
A series of crossover valves after the gas extraction valves allow for a degree
of redundancy in the vacuum pump units while still maintaining the AVSS
Introduction Discharge Control Valve (B1)
operations on any single cargo pump.
No. of sets: 3
The automatic unloading system (AUS) is provided to improve the efficiency of
Type: Pneumatically operated, non-tight butterfly valve The extraction valve opens when the separator level is less than 50% and closes
stripping the cargo oil tanks and to assist in the maintenance of high bulk rate
when it returns to 80% or more.
discharge. It utilises the cargo oil pumps to complete the stripping operation
which reduces unloading time. The operation is fully automated. The discharge control valve (B1) is a butterfly type valve driven by a pneumatic
Sealing Water Tank (C6)

y
cylinder and controls the pump capacity. The valve is controlled remotely
The basic principle of the system is to automatically prevent the suction of either by the automatic control signal from the level transmitter (A3) on the Capacity: 0.29m³
gas into the pump, thus enabling the cargo oil pump to complete the discharge separator, or by the manual control signal from the manual loader on the

op
without using a conventional small capacity reciprocating pump. control panel in the CCR. The selector switch is used to select automatic or
manual control of the discharge valve. Three-way cocks are situated locally to This is a tank to separate the gas from the sealing water which is discharged
The gas drawn in from the bellmouth tank suction and the cargo oil vapour enable the discharge valve to be opened in an emergency. from the vacuum pumps (P2) and to hold the sealing water necessary for the
produced in the suction line are separated from the cargo oil in the separator, vacuum pump function.
on the suction side of the cargo oil pump. The gases gather at the top of the A valve position gauge (black indication needle) which is integrated with the
separator from where they are extracted by the vacuum pump system. Each separator level gauge (red indication needle) is located on the AUS control Drain Tank (H1)
pump has its own individual vacuum unit, although there are crossover valves panel in the cargo control console and indicates the position of this valve.

C
located after the pneumatically operated gas extraction valves, which allow a Any liquid (fresh water or cargo oil) which overflows or is drained down from
unit to draw on another pump’s separator. the vacuum pump unit is stored in this tank. The tank is emptied by the stripping
Vacuum Pump Unit (C1) and Vacuum Pumps (C2) pump via a non-return valve. A high level alarm unit is fitted on the tank and is
When a large volume of gas enters the separator during the stripping stage, the Capacity handling of vacuum pump unit: 630m3/h/set indicated on the cargo control console AUS control panel, additionally, there is
liquid level in the separator drops. This would normally cause the pump to lose Maximum vacuum: 550mmHg a local sight glass and sounding pipe. The drain tank has a capacity of 2.0m3.

ft
suction and stop pumping. To prevent this condition, the discharge valve of the
No. of pumps 2
cargo oil pump is throttled in proportion to the liquid level of the separator and Separator Level Transmitter (A3)
adjusts the flow rate accordingly. The lower the liquid level falls, the more the
There is a single vacuum pump unit associated with the main cargo pumps
discharge valve closes. For this operation, the discharge valve (switch DISCH
VALVE MAN AUTO) must be set in automatic mode and the gas extraction
valve set to normal operation (switch GEV CLOSE. NOR) on the AUS control
ra
which draws off vapour from the pump separators. The vacuum pumps are
of the horizontal water ring type, each driven by an electric motor through an
intermediate shaft, which passes through the bulkhead from the engine room.
The separator level is detected by this unit and transmitted into a pnuematic
signal to AUS unit, which is then interpreted to control the automatic operation
of the unit.
panel. When a preset level is reached in the separator (50%), the vapour vacuum
extraction pumps cut-in to draw off the vapour in the separator, this will then
The pumps extract the gas from the top of the separators (A1) and discharge it Operating Procedure for the Automatic Vacuum Stripping
D
cause the liquid level to rise and the discharge valve is opened accordingly.
to the port slop tank. The pumps (C2) are automatically started and stopped by System
a pressure switch which is operated by the pneumatic signal from each level
Component Description transmitter (A3). The pumps can also be started and stopped by means of the After starting the cargo oil pump (COP) on the AUS panel (D1A) the following
control switches on the control panel in the CCR. are set:
Separator (A1)
Each pump is equipped with a screw-down non-return suction valve (c16) to 1. The gas extraction valve normal/close selector (COS2) set to
No. of sets: 3 prevent sealing water and gases from flowing back to the gas extraction line. NOR.
Capacity: 4.86m3 The sealing water tank (C6) separates the gas from the sealing water and acts
as a reservoir for the supply of sealing water to the vacuum pumps. 2. The vacuum pump control selector (CS1,2) is set to AUTO.
The separator is a tank on the suction side of the cargo oil pump. It contains an
integrated lattice screen (A20), which assists in the separation of the gas from Gas Extraction Valve (C30) 3. The auto/manual selector (D8) for discharge control valve (B1)
the liquid and protects the pump from damage by ingress of debris. is set to AUTO.
No. of sets: 3 (one fitted to each separator)
4. The auto completion on/off selector (COS1) is set to ON.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page10 of 13
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.3.3b AUS Control Panel

NO.3 AUS NO.2 AUS NO.1 AUS NO.2 VP UNIT NO.1 VP UNIT

FINISH FINISH FINISH WORKING WORKING

LOW SEP LVL LOW SEP LVL LOW SEP LVL
OF STRIP OF STRIP OF STRIP VP UNIT VP UNIT

VLV POSITION VLV POSITION VLV POSITION

& SEP LVL & SEP LVL & SEP LVL VACUUM VACUUM

y
50 100 50 100 50 100

op
0 150 0 150 0 150

GEV GEV GEV

NO.4 BH.S. NO.3 BH.S. NO.2 BH.S. NO.1 BH.S.
CLOSE NOR CLOSE NOR CLOSE NOR
BOX OVERHEAT BOX OVERHEAT BOX OVERHEAT BOX OVERHEAT

C
NO.4 VP NO.3 VP NO.2 VP NO.1 VP
STOP STOP STOP STOP
START AUT START AUT START AUT START AUT

DISCH VLV AFTER AUS DISCH VLV AFTER AUS DISCH VLV AFTER AUS
FINISH FINISH FINISH
COP COP COP COP COP COP
SE

SE

SE
O

O
PE

PE

PE
LO

LO

LO
STOP RUN STOP RUN STOP RUN
N

N
C

ft
VP START WORKING VP START
VP UNIT
NO.2 NO.1
3 4 4 3 UNIT UNIT 1 2 2 1

DISCH VLV DISCH VLV DISCH VLV

AUTO FINISH AUTO FINISH AUTO FINISH
MAN AUTO OFF ON MAN
ra AUTO OFF ON MAN AUTO OFF ON

DRAIN TK LEVEL

VP & GEV VP & GEV VP & GEV

INTERLOCK INTERLOCK INTERLOCK DRAIN TANK
D
RESET RESET RESET
HIGH LEVEL
50 100
SOURCE SOURCE
DC AC
OFF ON OFF ON

0 150

SHINKO IND.LTD.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 11 of 13
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
5. The after stripping completion COP stop/run selector (COS3) is If it is decided that further stripping is necessary, then follow the subsequent Illustration 1.3.3c AUS Controls
set to COP STOP or COP RUN. procedure:

6. The vacuum pump start sequence selector (COS4) is set to 1-->2 a) Change the auto/manual selector (D8) for discharge control
or 2-->1 valve (B1) is set to MANUAL and slightly open it by the
manual loader (D9).
Whilst the liquid level in the cargo tank is high, the COP performs efficiently NO.3 AUS
without the AUS in operation. The gas extraction valve (C30) should be closed b) Set the auto completion on/off selector (COS1) to OFF.
to prevent cargo overflowing from the separator. As the liquid level falls, the FINISH
suction pressure decreases and suction at the bellmouth will draw in vapour, LOW SEP LVL
c) Push the reset button switch (RST1) and release the interlock of OF STRIP
which will accumulate at the top of the separator. the vacuum pump and the gas extraction valve (C30).
VLV POSITION
& SEP LVL
As the discharge continues, the operating speed of the cargo pumps requires Continue to strip in this manual mode, reducing the pump speed and degree of

y
adjustment throughout the discharge operation, reducing the pump revolutions opening of the pump discharge valve (B1) until the tank has been drained to a
to ensure a safe and efficient operation. As such, when the AUS system is in satisfactory level.
operation, the pump speed should be set at the optimum revolutions to meet the

op
requirements of tank stripping. 50 100
CAUTION
Running the pump in the manual condition may result in the pump
CAUTION running dry, or running with the discharge valve closed longer than
0 150
Do not open the manual discharge valves from the separator to the the manufacturer’s recommendation, resulting in serious damage to the
vacuum pump unit until the cargo tank level is below the height of the pump and mechanical seals.
sealing water tank measured up from the keel. Opening these valves

C
when the tank level is high can result in cargo carry-over to the water
sealing tank. 1
GEV

0.5 PRESSURE 1.5

CLOSE NOR

As the level falls to below 50%, the pressure switch is activated from the level 0 Kgf/cm 2
2

transmitter (A3) and the gas extraction valve (C30) is automatically opened.

ft
At the same time, the vacuum pump (C2) starts and the discharge valve (B1) is
throttled back automatically. DISCH VLV AFTER AUS
FINISH
COP COP

SE

O
PE
LO
STOP RUN
ra

N
C
The level in the separator will rise as the vapour is extracted from the separator
and then the gas extraction valve (C30) will close and the discharge valve
(B1) is opened. The vacuum pump will stop after about a 10 second delay. If
the separator level does not return to 80% level or after 30 seconds of the first
DISCH VLV
pump running, then the second vacuum pump starts. AUTO FINISH
D
MAN AUTO OFF ON

This above procedure continues throughout the discharge operation.

As the cargo oil level is reaching the lower level of the tank and as such with
turbulence at the bellmouth creating greater volumes of oil vapour, if the VP & GEV
INTERLOCK
separator level falls to 5% then the alarm indicating SEPARATOR LEVEL RESET

LOW is activated on the AVSS panel. If the condition continues for about
3 minutes, the STRIPPING COMPLETION lamp (orange) flickers and the
buzzer is activated and shows completion of the discharge.

Should the COP stop/run selector (COS3) be set to COP STOP, then the cargo
pump will be automatically stopped. When set to COP RUN, then the COP will
continue to run.

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 12 of 13
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.3.4 Cargo Valves No.2 Local Control Deck Box
The following valves are controlled from No.2 local control deck box.
All the principal cargo valves are operated from switches and pushbuttons on
the cargo mimic panel in the cargo control room. The switches supply electric
power to pilot valves, which direct oil from the cargo valve’s hydraulic system Valve Type Description Valve
to one side or the other of the operating piston of the valve to be opened or Throttle Additional port CO manifold valves OD330
closed. Throttle No.1 port CO manifold valve OD312
Throttle No.2 port CO manifold valve OD318
Wafer type butterfly valves are generally used throughout, with lugged type Throttle No.3 port CO manifold valve OD324
butterfly valves used for ship side valves and manifold connections. Although
the manually operated valves in the system are shown, their status is only
indicated by the operator setting the indicator lamp to illumination, to on or No.3 Local Control Deck Box
off. All remotely controlled valves have a status indication on the mimic panel, The following valves are controlled from No.3 local control deck box.

y
indicating whether they are open or closed.
Valve Type Description Valve
The main discharge valve of each cargo oil pump, the main cargo suctions from

op
each cargo tank and the pump room top discharge valves can be controlled Open/shut No.1 group direct filling valve OD331
and stopped at any position between fully open and fully closed. A position Open/shut No.2 group direct filling valve OD332
indicator for each valve is provided adjacent to each valve switch, with a Open/shut No.3 group direct filling valve OD333
electronic type potentiometer indicator. Open/shut No.1 CO main isolating valve OD334
Open/shut No.2 CO main isolating valve OD335
Hydraulic pipes are led directly to each valve from the respective solenoid

C
valve cabinet. In the case of a solenoid control power failure of the valve, it is Open/shut No.3 CO main isolating valve OD336
possible to operate the valves by manually operating the respective pushbutton
on the solenoid rack. For emergency use, two portable hydraulic handpumps No.4 Local Control Deck Box
are supplied.
The following valves are controlled from No.4 local control deck box.
The following valves have a throttling function with an intermediate position

ft
indicator and can be stopped at any position between open and closed:
Valve Type Description Valve
• Cargo tank main suction valves, including the slop tank main
Open/shut No.1 group crossover valve OD301

•
suction valves.
Cargo pump discharge valves.
ra
Open/shut
Open/shut
No.1 group crossover valve
No.2 group crossover valve
OD302
OD303
• Pump room top discharge valves. Open/shut No.2 group crossover valve OD304
Open/shut No.3 group crossover valve OD305
D
The other remote operated valves have only fully open or closed functions with
open/closed indication. Open/shut No.3 group crossover valve OD306

The following cargo valves have a local control function. Refer to Section 1.6 for details on the hydraulic control of the cargo valves.

No.1 Local Control Deck Box

The following valves are controlled from No.1 local control deck box.

Valve Type Description Valve

Throttle No.1 starboard CO manifold valve OD311
Throttle No.2 starboard CO manifold valve OD317
Throttle No.3 starboard CO manifold valve OD323
Throttle Additional starboard CO manifold valves OD329

Final Draft - March 2009 IMO No: 9362073 Section 1.3 - Page 13 of 13
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
1.4 Inert Gas System - Main and Top-up

1.4.1 System Description

1.4.2 Operation of the Main System

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1.4.3 Oxygen Analyser

1.4.4 Inert Gas Generator System

op
1.4.5 High Velocity Pressure/Vacuum Valves

Illustrations

C
1.4.1a Inert Gas System on Deck

1.4.1b Inert Gas System in Engine Room

1.4.1c Inert Gas Deck Water Seal

ft
1.4.2a Inert Gas Generator Graphic Panel in Engine Control Room
ra
1.4.2b Inert Gas Control Panel

1.4.2c Inert Gas Generator Graphic Panel in Cargo Control Room

1.4.2d Inert Gas Sub-Panels

D
1.4.3a Oxygen Analyser Unit

1.4.4a Topping-Up Inert Gas Generator Mimic Panel

1.4.5a High Velocity Pressure/Vacuum Valve

Hadi Cargo Systems Operating Manual
Illustration 1.4.1a Inert Gas System on Deck
50
Deck Seal
S MS IG42
Key
MS
Inert Gas From IG51 To Cargo Oil System
650 600
Engine Room IG41 IG40 IG39 OD337 Inert Gas
650
IPV3 25

IG43 Sea Water

40

Hydraulic Oil

Upper Deck Saturated Steam

Sea Water Supply
Exhaust Steam
Steam Supply

y
HC53 IG44 80

Exhaust Gas
HC55
IG45

op
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) Ballast Tank (Port) (Port)
IG23 IG19 (Port)

Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) IG21 IG17 Sampling Line No.2 Cargo Oil Tank (Port) No.1 Cargo
for Oxygen Oil Tank (Port)
Analyser

C
350 350 350 350 350 350
No.3 Cargo
IG33 IG31 IG26 IG12 IG07 IG03
Oil Tank (Port)

No.2 Cargo No.1 Cargo

ft
No.3 Cargo Oil Tank (Centre) Oil Tank
IG35 IG28 Oil Tank (Centre) IG14 IG09 Breather
No.5 Cargo Oil Tank (Centre)
(Centre) Valve
No.4 Cargo
ra 350
Oil Tank
(Centre)
350
PT

PV
Breaker
350 350 IG15
600 350 IG04
IG29 IG24 IG10 IG05 IG01 Void Forward
600 500 Peak Tank
D
650
IG36
IG38 IG13
25

IG34 IG27 IG08

IG37
No.3 Cargo
IG32 IG30 IG25 Oil Tank (Starboard) IG11 IG06 IG02
350 350 350 350 350 350
BA034

Sampling Line
for Oxygen
BA46
Slop Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) IG20 IG16 Analyser No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard)

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) IG22 IG18 Ballast Tank (Starboard) (Starboard)
From Water Ballast (Starboard)
Overboard Main Line

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 1 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.4 Inert Gas System Introduction WARNING
Inert gas is an asphyxiant, due to the low level of oxygen and an oxygen
1.4.1 System Description The inert gas system (IGS) consists of an inert gas plant using boiler flue
deficient atmosphere will have the following effects:
gas which is cooled and cleaned in the scrubbing tower. The inert gas is then
pumped to the cargo tanks using electric motor driven blowers to provide gas O2 Content Effects and Symptoms
General explosion protection, ie, a low oxygen (O2) content in the cargo oil tanks and Decreased ability to work strenuously and co-ordination
Manufacturer: Kashiwa Co. Ltd slop tanks. This is achieved by maintaining a slight overpressure in the tanks 15-19%
impairment begins.
Type: Flue Gas System at all times.
Respiration increases with exertion, the pulse rate increases
12-14%
Capacity: 20,700m³/h and co-ordination is impaired. Judgement is also affected.
Whilst discharging, the cargo liquid pumped out of the tanks is replaced by
inert gas. At all times, pressure of the inert gas in the tanks is to be maintained Respiration increases, furthermore, the loss of judgement
Scrubber
above atmospheric pressure. The IG used on this vessel is produced by a 10-12% increases and lips become cyanosed. Nausea and vomiting
Manufacturer: Kashiwa Co. Ltd conventional flue gas plant, which cools and cleans exhaust gas from the boiler commences.

y
No. of sets: 1 uptake. The resulting clean exhaust gas is fed into the cargo tanks. Mental failure, fainting and unconsciousness are
Model: KSC-2340 8-10% experienced. The face becomes grey and lips become very
The inert gas system is designed to maintain a positive tank pressure of cyanosed.

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Capacity: 20,700m³/h
1,000mmWG with a tank oxygen content of less than 5%. Eight minutes’ exposure gives 100% mortality; six minutes
Sealing height: 2,500mmWG
6-8% gives 50% mortality, while four minutes or less gives a high
Inert Gas Fans The system is used during: likelihood of recovery with treatment.
Manufacturer: Osaka Blower Manufacturing Co. Ltd. • Cargo oil unloading. Coma induced within a minute, convulsions and respiratory
4-6%
failure, death.
No. of sets: 3 (each 50% capacity) • Hydrocarbon gas purging.

C
Type: Centrifugal single stage • Crude oil washing and tank cleaning.
Model: KIGB-132-B Inert Gas Mode
• Reducing the O2 content in the tank volume.
Capacity: 10,350m³/h at 20.6kPa
• Emergency inerting from deck of the ballast tanks via dedicated During low boiler load operation such as when the vessel is on passage, the
Motor: 132kW at 3,545 rpm
flexible hoses. The system offers additional flexibility for oxygen content of the boiler exhaust gas will tend to rise due to the higher

ft
Deck Water Seal inerting and purging the ballast tanks, by the IG main connecting excess air required for good combustion. Under these circumstances, if the
into the ballast main piping via a spool piece on deck before the inert gas plant is required for topping up purposes, the boiler control system is
Manufacturer: Kashiwa Co. Ltd IG main block valves. so arranged that it can be transferred into inert gas mode. The inert gas mode,
No. of sets: 1
Model:
Type:
KDW-230
Peabody, Displacement
ra
Inert Gas System
when selected will force the burner to start if it is not already running. The
burner load will then ramp-up until the minimum inert gas load is reached. If
the steam pressure in the common main is below the minimum burner setting,
Capacity: 20,700m³/h The flue gas from the boiler uptake is led into the plant, then cooled and the burner will continue to ramp-up until the supply can meet the demand.
cleaned. The gas is then distributed by the fans to the cargo oil and slop tanks
D
Pressure/Vacuum Breaker (Main IG Line) If, however, the steam pressure is above the burner minimum setting, the burner
via a deck water seal non-return valve and distribution piping. The system is
Manufacturer: Kashiwa Co. Ltd used to purge the ullage spaces in the cargo oil tanks of hydrocarbon gases will hold its minimum inert gas setting and the excess steam in the system will
No. of sets: 1 and replace them with an inert gas, keeping the oxygen content below 5% by be dumped into the atmospheric dump/drain condenser.
Type: Dual pipe, liquid filled volume.
In inert gas mode, the normal set point for stopping the burner is inactive and
Capacity: 25,000m³/h When the boilers are operating efficiently, the composition of the inert gas by the burner can only be stopped by receiving a stop signal from the inert gas
Opening pressure: 1890mmWG volume should be: plant or a high steam pressure shutdown alarm. If the minimum inert gas load
Opening vacuum: 630mmWG set point is adjusted in the control room during operation, the burner load will
Carbon dioxide (CO2) approximately 12 - 14% adjust to this new set point.
Liquid volume: 523 litres
Oxygen (O2) approximately 2 - 4%
Sulphur dioxide (SO2) <50ppm CAUTION
When running with the boiler on a low load, the flue gas blower may
Nitrogen (N2) Balance
draw air down the boiler funnel uptake resulting in an out of range
oxygen acceptability.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 2 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.4.1b Inert Gas System in Engine Room TI PI PS
Cargo
To Funnel
65
Control
Top
Room
100 To Instrument Air
PI PS IGT
TI TS
302
I40V I39V
Instrument S 400
TI
S TS Air
PI MS
I41V
MS MS
To Marine Diesel S
Oil Service Tank 15 100 Main Valve IPV4
S
LS
PI PS
S
From Marine Diesel Instrument MS
FD 50 Upper Deck Instrument
Oil Service Tank 15 15 To Safe Position Air MS
100 Air S
Inert Gas Generator MS

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PI PS 125 100
Fuel Oil Pump MS
40 400 IPV7 PI PS TX TI
(54 litres/hour x 70mth)
No.3 Inert Gas To Deck
Fan (10,350m³/h) 650 650 IPV3 Seal Tank

op
I20V I21V
400

I43V 40 50
S From No.2 S
Blower Unit
I8V 50 Forced Draft Fan Instrument I16V
MS Air MS
S
From No.1 Instrument MS

C
IPV8 I7V I42V 50 Forced Draft Fan 80 I43V Air MS
Instrument S
MS
Air 650 600
400 IPV6 400 650
MS Oxygen
150
TI No.2 Inert Gas Analyser and
MS Fan (10,350m³/h)
650 PI Nitrogen
25 IPV2 650 Cylinder

ft
I2V 650 400

50
I4V
150 150 I15V
80

No.2 Auxiliary Boiler

Exhaust Gas Uptake
I6V

15
650
TI
ra PI

PS
Instrument
Air
S
MS
MS

25 400 IPV5
65
200
No.1 Inert Gas
Instrument
D
LS Fan (10,350m³/h) From Fresh
Air S I11V
MS 15 Water Hydrophore
MS I22V Open Deck 400

50
50 To XXX
From Scrubber
25 IPV1 I9V Cooling Sea I14V
350
I1V 25 Water Pump
Key FS
25
Inert Gas To Deck
I3V 150 150 25 40 Seal Tank
25 Sea Water Instrument I18V I19V
Engine Room Air
Domestic Fresh Water 2nd Deck
350
25
Hydraulic Oil S To XXX
No.1 Auxiliary Boiler S MS
Exhaust Gas Uptake Marine Diesel Oil MS MS
MS From Deck Seal Sea
Saturated Steam MS
I5V MS Water Cooling Pump
7kg/cm² Steam Exhaust Steam
15
for Cleaning of Air To Bilge
I10V I24V
Uptake Valves Holding Tank

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 3 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
The system consists of the following components: Inert Gas Fans Capacity and Deck Main Pressure Control
Three electrically driven inert gas (IG) fans are supplied. Each is capable of The flow control and deck main pressure are maintained by the controller on the
Scrubber Tower supplying the 50% inert gas capacity, that is 10,350m3/h at 0.21kg/cm2. They CCR control console. The signal from the controller automatically operates the
draw the gas from the boiler uptake, through the scrubber, and deliver to blow-off valve and deck main control valves. When the set point of the capacity
This of a triplex type with the following stages:
the deck distribution pipeline system via the deck water seal, with sufficient or the deck main pressure has been reached, the control valve will partially
• Stage 1: Venturi with water injection. overpressure to form a high velocity gas jet at the inlet to the cargo tanks. Any close to maintain the set point. To maintain a flow through the system and
• Stage 2: Packed polypropylene wet filter. two fans can run simultaneously to supply the full capacity if required. prevent the fans overheating, the blow-off valve will open correspondingly.

• Stage 3: Open water mist spray tower with mesh demister. The blower casing of each fan is provided with fresh water washing spray
Oxygen Analyser
nozzles and drains. The washing system is non-automated, so that when the
The scrubber is of the tower type and consists of inlet water seal tanks, tower fans are to be stopped during their rundown period, the fresh water washing A fixed oxygen content analyser, to monitor the gas being supplied to the
elements and spray nozzles. must be manually set into operation. The drain valve must be opened and the inert gas main, is supplied complete with calibration arrangements. Prior to
fresh water hose is connected to the inlet and then fresh water can be injected using the inert gas system for cargo operations, the oxygen analyser must be

y
The purpose of the scrubber unit is to cool the exhaust gas, remove soot onto the fan impeller in order to clear away any soot particles on the fan calibrated and the results logged.
particles, sulphur and sulphur dioxide from the exhaust gases drawn from the runner.
boilers and therefore produce a ‘clean’ inert gas. Hot flue gases are drawn from

op
Deck Water Seal
the boiler uptake and accelerated through the inlet venturi tube where they are
sprayed with sea water. In this stage, the gases are pre-washed and cooled to Sealing Air Valve The deck water seal is of the displacement type. The water inside the seal is
between 60 and 70°C. To prevent boiler flue gas leaking past the boiler uptake valves when the plant displaced into a reservoir during operation and immediately falls back closing
is shut down and a boiler is running, a sealing air supply line is fitted. This runs the seal in case of loss of positive gas pressure. This prevents any back-flow of
The gases are deflected up the tower through the packed wet filter (Hilex 200), from the discharge side of the boiler forced draught fan to the pipeline between cargo gases. The deck water seal is gas leakage proof, due to an internal double
providing further cooling and cleaning. The gas then passes into the open spray the boiler flue gas isolating valve and the downstream main valve. When the seal pipe forming two gas barriers. A small tube with a gooseneck on the water

C
tower, which is the final cooling process. The water mist is highly efficient in boiler uptake valves are open, the sealing air pneumatic piston operated valve seal top indicates a possible leakage in one of the barriers. The water seal has
removing sulphur. The spray also assists in maintaining the wet filter in a clean is closed and vice versa. a built-in heating coil for use in cold weather conditions.
condition by a continuous flushing action. The gas at this stage is cooled to
within the sea water temperature plus 5°C. The clean cool gas passes through
Flow Control Valves
a mesh demister in the top of the scrubber tower, which effectively prevents

ft
water droplets from being carried over with the outlet gas flow. Butterfly control valves operated by pneumatic actuators, will control the flow
through the system. To protect the blower motor, the valves are held in the
An independent cooling sea water supply pump supplies the scrubber. closed position during the blower start-up period.
Emergency cooling water can be provided from either of the bilge, fire and GS
pumps. The water leaving the scrubber is discharged overboard.
ra
Pressure Controlled Blow-Off Valve
One butterfly valve is provided for gas venting. It is pneumatically operated
Boiler Uptake Isolating Valves
and used to control the inert gas main pressure. When the plant is started with
As the boiler uptake isolating valves are subject to high temperature variations, the blower running and the main deck line control valve closed, the blow-off
D
they are therefore not gas tight in the closed condition. Gas leakage into the (atmosphere exhaust) valve will open, relieving the gas from the blower outlet
system is prevented by the automatic provision of air sealing from the boiler to atmosphere, thus preventing overheating of the running blower.
forced draught (FD) fan when the flue gas system is shut down and the boiler
is operating.
Inert Gas Main Control Valve
A manually operated valve is mounted close to each boiler uptake duct for One main control valve driven by a pneumatic double-acting actuator is
soot cleaning on the boiler side of the flue gas isolating valve; steam for this provided on the main line. During start-up and shutdown, the valve is held in
operation comes from the 7K steam system. Double-acting cylinders controlled the closed position.
by solenoid valves, pneumatically operate the master uptake valves. These flue
gas isolating valves should be air blasted before flue gas is directed into the Inert Gas Vent Valve
inert gas system. Inert Gas System Deck Water Seal
Situated downstream of the main control valve, the vent valve opens when the
inert gas system is shut down, to maintain the system at atmospheric pressure.
This valve will close once the supply of inert gas to the deck is detected.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 4 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 1.4.1c Inert Gas Deck Water Seal
Gas Inlet

Gas Outlet

Gas Flow
Water Flow

y
op
Deck Water Seal
Under Normal Operating Conditions

C
1

2
3
9

ft
4

10 ra
5
Deck Water Seal
6 11 In Atmospheric State
D
12 13
7 Pressure

1. Demister Pad 8. Gas Outlet

2. Seal Pipe 9. Baffle Plate
3. Body 10. Guide Pipe
4. Seal Water 11. Escape Pipe
5. Low Level Switch 12. Weir
6. Heating Steam Outlet 13. Overflow Drain
7. Heating Steam Inlet

Deck Water Seal

Under Back Pressure

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 5 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
There is an inspection glass with a locking cover for water level sighting. The Cargo Main
deck seal is fitted with a sealing water low level alarm. The mesh demister
A valve, a blank flange and spool piece are fitted into the after end of the inert
in the upper part of the seal effectively prevents carry-over of water droplets
gas line which runs into No.3 cargo main line on the after part of the cargo
under all flow conditions. In the event of a loss of IG delivery gas pressure, the
line on the upper deck in front of the pump room, where there is a piece cross-
water immediately falls back and closes the seal, thereby preventing any back-
connection to supply IG to the cargo line. The image below shows the spool
flow of gases to the boilers in the engine room.
piece in place.
Any back-pressure from the cargo tank area will induce an overpressure in the
reservoir chamber above the water level, and force water into the centre tube.
The water level in the centre tube will rise, and thus prevent gas from leaking
past the seal. An externally mounted sight glass is provided, enabling the level
of the seal water within the chamber to be checked. A seal water low pressure
alarm is fitted in the sea water supply line.

y
Additionally, low and high level alarm float switches are fitted to the deck seal
chamber. Overfilling of the deck water seal is prevented by a weir and direct

op
overboard discharge.

The deck seal is constantly supplied with sea water from one of two supply
pumps; a pressure sensor on the sea water supply will start the standby pump.
The standby pump should be set to automatic, enabling this pump to start
should the pressure fall below the alarm limit or the running pump fail. Inert Gas System Pressure Vacuum Breaker

C
Ballast Main
Pressure/Vacuum Breaker A valve, a blank flange and flange adaptor are fitted into the after end of the
In addition to the PV valves, there is an independent liquid PV breaker fitted inert gas line which runs into the pump room, where there is a piece cross-
to the deck distribution main. This is located in the vicinity of No.3 centre connection to supply IG to the ballast main. A spool piece is fitted to connect
cargo tank and it acts as a two-way liquid seal safety device. In the event of the IG line to the ballast system should this be required, but normally the spool

ft
overpressure, the liquid is blown onto the deck, thereby opening the deck main piece is removed and the connections blanked. As shown in the image below.
and cargo spaces to atmosphere. Spool Piece in place between Valves IG39 and OD337,
IG Line and Cargo Oil System
When an excessive vacuum exists, the liquid is drawn into the deck main and
opens the system to atmosphere, this is accompanied by a very distinguishable
sucking noise. The liquid PV breaker is designed to operate after the PV
ra
valve, meaning that it is the last line of defence in protecting the tanks from
overpressure or vacuum should the PV valves be defective or not of sufficient
D
capacity. It operates at a pressure of approximately 1,890mmWG or a vacuum
of approximately 630mmWG.

The unit consists of two vertically mounted tubular ducts fitted concentrically.
The inner duct is connected to the inert gas main. The unit is charged with a
mixture of 75% fresh water to 25% ethylene glycol. It is fitted with a sight
glass, an upper and lower test cock and a wire mesh protective flame screen.
Testing of the density is according to the planned maintenance programme with
the results recorded in the Inert Gas Record Book.

IG Line to Ballast Main Spool Piece Connection Point between Valves

IG38 and BA34

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 6 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Capacity and Deck Main Pressure Control

The capacity control and deck main pressure are set by the corresponding
potentiometers on the control console. The signal from these two controls
automatically operates the exhaust vent and capacity control valves. When the
set point of the capacity or the deck main pressure has been reached, the control
valve will partially close to maintain the set point. To maintain a flow through
the system and prevent the fans overheating, the exhaust vent valve will open
correspondingly. When the inert gas system is in use, the pneumatic control
valve and the vent valve automatically control the pressure in the inert gas
main. When the fan is stopped, the control valve, uptake valves, purge valve
and fan outlet valves close automatically. All the valves utilise instrument air
as the control medium.

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Inert Gas System Alarms and Trips

op
The following conditions give indication in the alarm system, and cause
complete shutdown of the plant and closure of all automatic valves except the
effluent valve and the deck seal sea water supply pump:
• Emergency stop.

C
• High sea water level in scrubber.
• Power failure or control system failure.

The following condition gives indication in the alarm system and cause the
valves to go into shutdown position and the plant to stop operating:

ft
• Low sea water supply pressure to the scrubber - below
0.08Mpa. ra
• Blower failure.

The following conditions give indication in the alarm system.

• Low deck IG pressure.
D
• Low sea water supply pressure to the deck seal.
• Low instrument air supply pressure - below 0.4Mpa.
• Low sea water level in deck water seal reservoir.
• High gas pressure in main inert gas line - 1,260mmWG.
• Low low gas pressure in main inert gas line - 100mmWG.
• High/low oxygen content - 1-5%.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 7 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.4.2a Inert Gas Generator Graphic Panel in Engine Control Room

ATMOSPHERE EXHAUST V. I.G. MAIN V. ATMOSPHERE SUPPLY AIR AC ELECT. SOURCE

F.OPEN F.OPEN VENT V.

F.OPEN
LOW ON FAIL.
OPEN OPEN
PRESS

SHUT SHUT SHUT PLC ABNOR. IGS AVAILABLE

CPU & I/O FAIL
NO.1 UPTAKE V. AIR SEAL V. AIR INTAKE V
RUN F.OPEN OPEN ON O2 5%
OPEN SHUT
FROM F.D. FAN

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HIGH TEMP
SHUT SHUT
NO.1 BOILER
LOW PRESS
NO.1 SOOT BLOW P/V BREAKER

op
NO.3 FAN F.OPEN
FROM I.G.G.
ABNOR.
RUN STOP
NO.2 UPTAKE V. DECK MAIN PRESS.
RUN SHUT
F.OPEN
HIGH

SHUT NO.2 FAN F.OPEN

C
NO.2 BOILER LOW
ABNOR. TO C.O. TANK
NO.2 SOOT BLOW RUN STOP
HIGH LEVEL EXTRA LOW
LOW
SHUT
PRESS
LOW
LEVEL

NO.1 FAN F.OPEN

ft
ABNOR. I.G.G. MONITOR
RUN STOP DECK W. SEAL
SCRUBBER LOW
AIR BLOWER
ra SHUT FLOW I.G.G. RUN
RUN
AVAILABLE

I.G.G. OUTLET V.
OPEN SHUT
TO I.G.G.

ELECT.SOURCE AC
ON FAIL
MODE SELECT.
D
I.G. TEMP OXYGEN CONTENT & SAMPLE
HIGH 5% ON

NAV. GAS
INERT FREE ABNOR. ABNOR.
GAS I.G.G. RUN STOP RUN STOP
ABNOR. COMMON ALARM
RUN STOP
FROM FIRE
& G.S. PUMP

NO.1 IGS DECK W NO.2 IGS DECK W OVERBOARD

OVERBOARD SEAL PUMP SEAL PUMP DISCHARGE
NO.1 SCRUBBER
DISCHARGE C.S.W. PUMP

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 8 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.4.2 Operation Of The Main System f) From the engine room, operate the manual steam cleaning l) After approximately 15 seconds, the fan will be up to speed and
valves for 10 to 15 seconds before the duty boiler flue gas the IG fan delivery valve will open automatically. The flue gases
isolating valve is opened. will now be directed to atmosphere.
Operation of Main System
g) With the plant not operational, the air seal valve from the m) Confirm that the CO2 content of the flue gas from the boiler is in
The main control panel for the system is located in the engine control room boiler FD fan should be open and supplying seal air to the excess of 13% and that the oxygen content is lower than 5%.
(ECR) with sub panels being located in the cargo control room (CCR) and a boiler uptake valves. This valve will now be closed when the
repeater panel in the wheelhouse. command to open the flue gas isolating valve is given. n) Check that the gas recorder facility is functioning correctly and
that there is sufficient recording paper available.
On the front of the panel in the engine control room, the system is represented
h) Ensure the IG vent valve to the funnel is open and the crossover
in the form of a mimic diagram, with appropriate indications, buttons and
valve to the inert gas generator plant is closed. o) When the plant is running correctly, the inert gas valve to deck
switches for starting/stopping the deck seal pumps, scrubber pump, IG blowers,
can be opened, press the INERT GAS SUPPLY pushbutton,
selection of boiler uptake, mode selection, delivery to deck or recirculation,
i) Select which boiler is to be duty and press the corresponding the vent valve to the funnel will close according to the system

y
plus alarm stop and acknowledgement.
boiler uptake select pushbutton to open the valve. pressure regulation set point.
A sub panel in the CCR contains pushbuttons used for starting and stopping the
j) Select which IG fan is to be used, ensure that the manual fresh p) Adjust the deck pressure controller to achieve the desired inert

op
scrubber pump, IG blowers and deck seal pumps. The system is represented in
water cleaning valve is closed. gas pressure to deck of 6.0kPa. The system will alarm at 2kPa
the form of a mimic diagram with indicators.
for low system pressure and 14kPa for high pressure.
A repeater panel in the wheelhouse contains indication of the deck main inert k) Each main fan can supply 50% of the maximum IG system
gas condition with a common alarm indicator for IG deck main high and low demand. Press the corresponding selection pushbutton for either
pressure and high oxygen content. No.1, 2 or 3 fan. A maximum of two fans can be run at any one
time.

C
Procedure for Operating the Main Inert Gas System
Illustration 1.4.2b Inert Gas Control Panel

Starting the Plant

ft
The deck seal is constantly supplied with sea water by one of the two seal
supply pumps. NO.1 SEAL
WATER PUMP
NO.2 SEAL
WATER PUMP
SCRUBBER C.S.W.
PUMP
NO.1 BOILER
UPTAKE VALVE
NO.2 BOILER
UPTAKE VALVE
No.1 I.G. FAN NO.2 I.G. FAN NO.3 I.G. FAN

a) Check and set the individual IG isolating valves on each cargo

oil and slop tanks, taking into account any vapour admixture
incompatibility, and that if any tank is isolated and gas free.
ra START OPEN OPEN START START START START START

Under normal operations each IG inlet valve to a cargo oil tank EM’CY STOP

is locked open.
D
STOP STOP STOP SHUT SHUT STOP STOP STOP BUZZER STOP FLICKER STOP LAMP &
b) Set the system mode switch to INERT GAS on the IG control BZ TEST

panel in the ECR.

c) At the main control panel in the engine control room, ensure that
the power ON light is illuminated and that no alarm conditions
are indicated.

d) Ensure that there is power on the O2 analyser and that it is

correctly calibrated.

e) Ensure the scrubber pump inlet and outlet valves are open and
that the pump is set for operation. Start the scrubber pump. Check
that the sea water delivery pressure has been established.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 9 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.4.2c Inert Gas Generator Graphic Panel in Cargo Control Room

ATMOSPHERE EXHAUST V. I.G. MAIN V. ATMOSPHERE IGS AVAILABLE AC ELECT. SOURCE

NO.1 UPTAKE V. AIR SEAL V. AIR INTAKE V. VENT V.

F.OPEN F.OPEN
RUN F.OPEN F.OPEN
OPEN ON FAIL.
OPEN OPEN
FROM F.D. FAN OPEN SHUT

SHUT SHUT
SHUT SHUT SHUT SUPPLY AIR
NO.1 BOILER

NO.1 SOOT BLOW ON O2 5%

DECK MAIN PRESS.

y
HIGH TEMP.
HIGH LOW
PRESS.
NO.2 UPTAKE V. LOW PRESS. IG-40 IG-39 OD-337

op
LOW TO C.O. MAIN
RUN F.OPEN
NO.3 FAN
F.OPEN LOW- LOW
SHUT ABNOR. FROM I.G.G LOW
NO.2 BOILER RUN STOP
LEVEL
NO.2 SOOT BLOW SHUT
HIGH LEVEL
LOW
PRESS.

C
NO.2 FAN DECK W. SEAL
F.OPEN
ABNOR. LOW
RUN STOP FLOW
SHUT
SYSTEM MODE SCRUBBER OVERBOARD
DISCHARGE
NO.1 FAN

ft
I.G. NAV. G.F. I.G.G. F.OPEN
ABNOR.
RUN STOP

SHUT
IGG MONITOR

I.G.G. RUN
AIR BLOWER
AVAILABLE
ra SLOP T. No.5 COT No.4 COT
IG-21 IG-17
No.3 COT No.2 COT No.1 COT

PORT
RUN IG-31 IG-26 IG-12 IG-07 IG-03
IG-33

TO I.G.G.
I.G.G. OUTLET V.
OPEN SHUT VENT RISER
D
ELECT.SOURCE AC
ON FAIL. IG-35 IG-28 IG-14 IG-09 IG-15 IG-04
P/V BREAKER

CENTRE
IG-38
IG-36
I.G. TEMP O2 CONTENT & SAMPL. ABNOR. ABNOR. ABNOR.
HIGH 5% ON RUN STOP RUN STOP RUN STOP BA-034
FROM FIRE IG-27 IG-13 IG-08
IG-29 IG-24 IG-10 IG-05 IG-01
& G.S. PUMP
IG-34
COMMON ALARM

ST’BD
IG-32 IG-30 IG-25 IG-11 IG-06 IG-02
OVERBOARD NO.1 SCRUBBER NO.1 IGS DECK W. NO.2 IGS DECK W.
DISCHARGE C.S.W. PUMP SEAL PUMP SEAL PUMP IG-20 IG-16

W.B OVB’D MAIN LINE

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 10 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Stopping the Plant d) Ensure that the power ON light is illuminated and that no alarm Maintenance (Routine Maintenance in Operation Only)
conditions are indicated. The duty of the deck seal sea water supply pumps should be alternated on a
a) On completion of inerting, the exhaust vent valve to the funnel will
fully open when the main inert gas valve to deck has been shut. regular basis.
e) With the plant not operational, the air seal valve from the boiler
FD fan will be open and supplying seal air to the boiler uptake The calibration of the oxygen analysers should be checked before use.
b) Confirm that the main gas valve to deck is closed, then stop
valves. This valve should be left open for this operation.
the inert gas fan. During this run down period, the fresh water
washing can be manually carried out by injecting cleaning water The steam purge facility for the boiler uptake valves should be operated before
f) Set the pressure regulator on the main control panel to the opening the uptake valves. The manual steam valve to the required uptake
via the three injection points.
required value. valve should be opened prior to operation.
c) Close the inert gas fan delivery valve.
g) Select which IG fan is to be used and ensure that the manually The inert gas blowers should be water washed at shutdown to prevent a build
operated fresh water cleaning valve to that fan is closed with the up of solids on the impeller. The washing is carried out manually by connecting
d) After 3 minutes, close the boiler uptake valve, the seal air valve
hose disconnected. a flexible hose from the adjacent fresh water supply valve and washing during

y
from the boiler FD fan will open automatically.
the fan run down period. On completion, the manual fresh water isolating valve
h) Start the fan, after approximately 15 seconds the fan will be up on each fan should be closed.
e) After 30 minutes or more from completion of inerting, the
to speed and the fan delivery valve will open automatically. Air

op
scrubber salt water pump can be switched off.
will now be drawn from outside and directed to atmosphere via
the vent valve. Press the INERT GAS SUPPLY pushbutton, air
f) The supply pump to the deck water seal is to be kept running
will now be delivered to deck with the vent valve automatically
continuously.
controlling the line pressure to the set value.
g) Switch the system mode of operation to the wheelhouse by
i) It may be necessary to adjust the deck pressure controller to

C
turning the key switch to NAV.
achieve the desired air pressure.

Deck Main Pressure Control j) Gas freeing of the water ballast tanks is also possible. However
The pressure in the deck main can be regulated with one 50% fan as long as this can only be achieved by connecting a flexible pipe from the
boiler exhaust gases are available under the same output constraints as for the inert gas distribution pipework to a deck connection to the tank

ft
100% fans. to be gas freed, see section 4.1.5 for operational details.

Gas Freeing Stopping the System

The plant is also capable of being used for purging the cargo tanks or ballast
tanks with air during gas freeing operations. This is achieved as follows:
ra a) Stopping the gas freeing process is essentially the same as for
the inert gas operation. The exceptions are that the manual air
intake valve on the inlet side of the IG fans must be closed when
a) The deck seal pump is left constantly running in order to all operations have been completed and the blank refitted on the
D
maintain a water seal on the IG main to the cargo oil tanks. suction pipe inlet.

b) Set the system mode switch on the IG control panel in the engine Deck Main Pressure Control
control room to GAS FREE and set up the deck distribution
system for the operation to be carried out. Ensure those tanks The deck main inert gas pressure is controlled from the main control console
that are not to be gas freed are securely isolated from the IG in the cargo control room.
main line.
Control Systems
(Note: When gas free mode is selected, interlocks prevent the flue gas
When the inert gas system is in use, the main IG valve to deck and the vent
isolating valves from being opened.)
valve to funnel automatically work in tandem corresponding to the control
point setting in order to control the pressure in the inert gas main. When the
c) Remove the air inlet blank from the air supply suction pipe. generator is stopped, the main deck supply valve closes and the vent valve to
Open the manually operated air inlet valve to the IG fans, this the funnel is fully opened. The cargo oil tanks and inert gas main isolating
valve is fitted with a position microswitch at the fully closed valves on deck are manually operated.
position only.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 11 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.4.2d Inert Gas Sub-Panels
Cargo Control Room Inert Gas Control Panel

KASHIWA INERT GAS SYSTEM

I.G DECK MAIN LINE PRESS.(kPa)

OXYGEN CONTENT

I.G DECK MAIN LINE SET. PRESS.(kPa)

I.G MAIN V./EXHAUST V.

I.G MAIN LINE TEMP.

PV (°C)

Bridge Inert Gas Repeater Panel SV

y
O N
OUT : 50.0%

MODE SEL ALM ENT 1

2
DB1000 CHINO 3

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I.G DECK MAIN LINE
PRESS. KASHIWA
INERT GAS SYSTEM

I.G DECK MAIN LINE I.G DECK MAIN LINE I.G DECK MAIN LINE ATMOSPHERE EXHAUST V. I.G. MAIN V. ATMOSPHERE IGS AVAILABLE AC ELECT. SOURCE
HIGH PRESS. LOW PRESS. EXT. LOW PRESS.
10 RUN
NO.1 UPTAKE V.

F.OPEN
AIR SEAL V.

OPEN
AIR INTAKE V. F.OPEN F.OPEN
VENT V.

F.OPEN
ON FAIL.

0
OPEN OPEN
FROM F.D. FAN OPEN SHUT

SHUT SHUT
SHUT SHUT SHUT

C
NO.1 BOILER SUPPLY AIR

NO.1 SOOT BLOW ON O2 5%

DECK MAIN PRESS.

20
HIGH TEMP.
HIGH LOW
PRESS.
NO.2 UPTAKE V. LOW PRESS. IG-40 IG-39 OD-337
LOW TO C.O. MAIN
RUN F.OPEN
DECK SEAL SEAL W. DECK SEAL FEED W.
COMMON ALARM NO.3 FAN
LOW LEVEL LOW FLOW F.OPEN LOW- LOW

kPa 25 NO.2 BOILER

NO.2 SOOT BLOW

SHUT ABNOR.
RUN STOP
SHUT
FROM I.G.G LOW
LEVEL

HIGH LEVEL
LOW
PRESS.
NO.2 FAN DECK W. SEAL
F.OPEN
ABNOR. LOW
RUN STOP FLOW

ft
SHUT
MODE SELECT SCRUBBER OVERBOARD
BUZZER STOP LAMP & DISCHARGE

BZ TEST GAUGE LAMP NO.1 FAN

I.G. NAV. G.F. I.G.G. F.OPEN
ABNOR.
RUN STOP

SHUT
IGG MONITOR SLOP T. No.5 COT No.4 COT No.3 COT No.2 COT No.1 COT
IG-21 IG-17
AIR BLOWER
I.G.G. RUN AVAILABLE

PORT
RUN IG-31 IG-26 IG-12 IG-07 IG-03

DARK BRIGHT DARK

raBRIGHT
I.G.G. OUTLET V.
OPEN SHUT

ELECT.SOURCE AC
ON FAIL.
TO I.G.G.
IG-33

IG-35 IG-28
P/V BREAKER IG-14
VENT RISER

IG-09 IG-15 IG-04

CENTRE
IG-38
IG-36
I.G. TEMP O2 CONTENT & SAMPL. ABNOR. ABNOR. ABNOR.
HIGH 5% ON RUN STOP RUN STOP RUN STOP BA-034
FROM FIRE IG-27 IG-13 IG-08
IG-29 IG-24 IG-10 IG-05 IG-01
& G.S. PUMP
IG-34
COMMON ALARM

ST’BD
IG-32 IG-30 IG-25 IG-11 IG-06 IG-02
OVERBOARD NO.1 SCRUBBER NO.1 IGS DECK W. NO.2 IGS DECK W.
DISCHARGE C.S.W. PUMP SEAL PUMP SEAL PUMP IG-20 IG-16
D
W.B OVB’D MAIN LINE

EM’CY STOP

START BUZZER FLICKER LAMP &

STOP STOP BZ. TEST

STOP

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 12 of 18
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Hadi Cargo Systems Operating Manual
1.4.3 Oxygen Analyser c) Supply the calibration gas for approximately five minutes at 1 to Illustration 1.4.3a Oxygen Analyser Unit
2 ltrs/min.
Oxygen Analyser
d) Press the ^ (UP) key once.
Manufacturer: Energy Support Corporation, Japan
Type: KE-210 e) Input 18 by pressing < (LEFT) and ^ (UP) keys then press
Measuring range: 0-25% oxygen ENTER. NGK O2 Analyser

POWER O2
f) Press the ^ (UP) key to change the display 1 to ON and again vol
%

Introduction press ENTER. The zero calibration will now automatically

start. RANGE

A fixed oxygen content meter to monitor the gas being supplied to the inert
gas main, is supplied complete with calibration arrangements. Prior to cargo g) Close the nitrogen bottle and the flow adjusting valve upon ENT

y
operations, the oxygen analyser must be calibrated and the results logged. After completion of the calibration. OPEN LOCK

powering-up the unit, it should be run for about three minutes for a warm-up
prior to calibration.

op
Measuring

Operation of the Oxygen Analyser a) Close the valves ZERO GAS INLET, GAS CHANGE 1 and
SAMPLE GAS INLET.
a) Turn on the source power switch.
b) Open the valves AIR CHANGE and GAS CHANGE (2,3).

C
b) The unit POWER lamp should be illuminated and the display
shows c3.00, which indicates a decreasing readout. Allow three c) Check the air flow at the flow meter: it should read CHECK NGK OXYGEN ANALYSER
minutes to warm up. THE FLOW IN A SHORT TIME.

Span Calibration d) Once the air flow is confirmed, open the valve SAMPLE

ft
GAS INLET V. and GAS CHANGE V. 1 and close valves AIR
a) Close the valves SAMPLE GAS INLET V., GAS CHANGE V.
CHANGE and GAS CHANGE (2,3).
(1,2) and ZERO GAS V. ra
b) Open the valves AIR CHANGE V. and GAS CHANGE V. (3)

c) Supply air at 1.4bar for approximately five minutes.

d) Press the ^ (UP) key once.

D
e) Input 17 by pressing the < (LEFT) and ^ (UP) keys then press
ENTER.

f) Press the ^ (UP) key to change the display 1 to ON and again

press ENTER. The span will now automatically start.

Zero Calibration
a) Close the valves SAMPLE GAS INLET, GAS CHANGE (1,2),
AIR GAS V.

b) Open valves ZERO GAS CHANGE V., GAS CHANGE V 3.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 13 of 18
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Hadi Cargo Systems Operating Manual
Illustration 1.4.4a Topping-Up Inert Gas Generator Mimic Panel

TO FUNNEL TOP
IGG MODE SOURCE CPU & I/O SUPPLY AIR INERT GAS AVAILABLE
ON ON FAIL FAIL LOW
PRESS.

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EXHAUST V.

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SHUT
F.OPEN OPEN

GAS TEMP. IGG OUTLET V. IG MAIN V.

PILOT F.O.
8% OPEN F.OPEN
IGNITOR LOW
PRESS. TO DECK SEAL

C
HIGH ON SHUT OPEN
LOW ON HIGH SHUT
TEMP.
PRESS. LOW TEMP.
PRESS. GAS SAMPLE
FROM IGS
HIGH
MAIN F.O. BF
LEVEL
INC. & IGG DO TANK

ft
ES
FL

LOW
ra PRESS.

OPEN
RUN
RUN

ABNOR.
D
STOP ABNOR.
SHUT OPEN OPEN
STOP

F.O. PUMP AIR BLOWER RUN

ABNOR. SHUT SHUT

STOP
TO BILGE TANK OVERBOARD
SCRUBBER W. PUMP

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 14 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.4.4 Inert Gas Generator System e) Start one deck seal pump placing the second pump on standby
mode.
Inert Gas Generator
f) Open the fuel shut-off valve.
Manufacturer: Kashiwa Co. Ltd
No. of sets: 1 g) Start the IGG burner by pressing the START GENERATOR
Capacity: 500m3/h pushbutton on the local panel.
Discharge pressure: 10kPa
h) Check the pressure and place on load.
Fuel consumption: 48.6kg/h
i) Adjust the system for the correct fuel ratio for good combustion
Inert Gas Generator Combustion Air Blower and a corresponding reduction in the oxygen content.
Manufacturer: ITO Engineering Co. Ltd

y
j) Confirm the oxygen content of the IG is below 5%.
No. of sets: 1
Model: IRS-100L k) After 5 minutes from the flame, ESTABLISH indicator is

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Capacity: 532m3/h at 25kPa at 1,670 rpm illuminated with an oxygen content below 5% the INERT GAS
Motor: 11kW AVAILABLE indicator should flash on all panels.

l) Press the START pushbutton for Inert Gas Supply, providing the
Introduction capacity valve setting on the controller also set for supply to the
deck.

C
The inert gas generator system is available to produce a low volume supply of
inert gas for the general purpose of topping up the cargo tanks during transit Note: It is only possible to supply the inert gas line with inert gas from
between ports. the IGG system by activating the green START pushbutton for Inert Gas
Supply.
The unit comprises a combustion chamber, a diesel fuel delivery pump, a

ft
blower and a scrubbing unit. The burnt diesel fuel is cooled and dried, then
sent to the inert gas line for supply to the cargo tanks. The starting operation Stopping
is a manual operation and the running is monitored with system failure and
malfunction alarms with safety interlocks and shut down devices.

The control is conducted from the IGG panel in the inert gas room, with
raa) Press the STOP pushbutton for the Inert Gas Supply. The system
will revert to fully opening the exhaust valve and closing the
capacity control valve with the vent valve opening.
monitoring available in the cargo control room, engine control room and
the bridge. Supply to the deck can only be operated from the inert gas CCR b) The combustion air blower will shut down after 180 seconds to
panel.
D
allow for purging operation.

Procedure for Operating the Inert Gas Generating System c) After about 30 minutes, the cooling water pump can be
stopped.
a) Switch on the power supply to the panel.
d) Close the sampling valve for the oxygen analyser and shut off
b) Check for any alarms and reset as necessary. the power to the IGG panel

c) Confirm the oxygen analyser has been calibrated and for correct e) Rinse the combustion chamber with fresh water.
gas flow.

d) Confirm the scrubber sea water pump overboard valve is open

the start the pump setting the pressure at 1.4 - 1.6kg/cm²

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 15 of 18
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Hadi Cargo Systems Operating Manual
Illustration 1.4.5a High Velocity Pressure/Vacuum Valve

Pressure Disc Lifting

Lifting Brush
Detail 'B'
'U' Type Hook

Pressure Disc

Full Handle Clip

Downward

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'B'

Gas Free Cover

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Vacuum Disc

Lifting Bar

C
Vacuum Disc Lifting

Pressure Disc Opening Cross Sectional View

ft
Gas Discharge to
Atmosphere
ra
During Pressure Relieving During Vacuum Relieving
D

Vacuum Disc
Opening

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 16 of 18
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.4.5 High Velocity Pressure/Vacuum Valves The ship is designed to carry up to three grades of cargo concurrently, in such valves (providing the line is common), keeping the venting tank’s atmosphere
a way that each set of cargo tanks can be isolated from the remaining tanks to clear of the local deck area. The effect of diurnal variations when the tank
prevent the risk of contamination of cargo and still remain in a safe condition, ullage volume is small and the pressure can rise rapidly, then this can be
Inert Gas Pressure/Vacuum Vent Riser
having independent PV valves protecting each cargo space. effectively controlled by this valve in the first instance.
Manufacturer: Tanktech Co., Ltd.
No. of sets: 1 Note: The individual pressure check lifts and the vacuum check lifts must all The regulating valve is fitted with check lift mechanisms, operated by a large
Type: Flame screen DN600 be operated prior to loading, discharging and ballasting operations. screw device on the top and bottom of the unit. These should be operated prior
to loading to ensure the device is working correctly.
Model: Flame arrester type

Inert Gas Pressure/Vacuum Vent Riser Breather Valve

Manufacturer: Tanktech Co., Ltd.

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No. of sets: 1
Type:

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Model:
Lift pressure: 1,540mmWG (0.154kg/cm²)
Lift vacuum: -450mmWG (-0.045kg/cm

Inert Gas Pressure/Vacuum Tank Vent

Manufacturer: Tanktech Co., Ltd.

C
Type: High velocity valve with gas free cover
Model: U-ISO-H/G-300 (centre cargo tanks x 5)
U-ISO-H/G-250 (wing cargo tanks x 10)
U-ISO-H/G-200 (slop tanks x 2)

ft
U-ISO-H/G-100 (water ballast tanks x2)
Lift pressure: 1,400mmWG (0.14kg/cm²)
Lift vacuum: -350mmWG (-0.035kg/cm²) Cargo Tank High Velocity Pressure Vacuum Valve.

Tank Pressure/Vacuum Valves

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Main Vent Riser
The main vent riser is fitted with a flame arrester screen with a drain line,
Check Lifting
Main Vent Mast Riser

One pressure/vacuum valve is fitted to each main cargo tank, both slop tanks which should be periodically checked. As an additional safety feature, water The pressure relief valve can be check-tested by releasing the check handle
and available for two water ballast tank (spares for emergency ballast tank use), spray nozzles are fitted around the top of the mast riser, the nozzles are fed from its clip and putting the ‘U’ type hook of the handle on the lifting bush of
D
each having the combined purpose of acting as a high velocity loading valve from the fire main. The top of the vent riser is fitted with a bolted cover for the pressure disc.
and serves to protect the cargo tanks from over-pressurisation or from vacuum. access to the flame screen. Refer to the manufacturer’s manual with regards to
The PV valves are fitted with a mesh flame screen at the air inlet. maintenance on all of the above units. Pushing the handle downward will lift the pressure disc off its seat. Check that
all parts are free to move. Slowly return the disc onto its seat to prevent any
When loading into a tank, the internal pressure increases and upon reaching the The main vent riser is depicted in the image shown at right. damage caused by rapid closing.
PV valve set pressure will cause the valve to lift, thus relieving the possibility
of over-pressure. Conversely, when discharging from a tank, the pressure drops A manually controlled hydraulic valve is fitted at the lower level of the vent The vacuum relief valve can be check tested by lifting the valve disc off its seat.
below atmospheric causing a vacuum that is also relieved by the PV valve. riser, enabling the inert gas pressure to be vented to atmosphere as required. Again, all movement should be free.

Both the pressure and vacuum parts of the valves have test levers to check for During loading operations, the main vent riser valve should be used to control To facilitate purging or at certain stages of the gas freeing operations, there is
free movement of the mechanism. These should be moved regularly and tested the tank pressure. a gas free cover which can be opened to assist in those operations. Care should
before cargo operations as the valves can become clogged with condensate be exercised to ensure that the tank is not under high pressure when opening
residue causing sticking between the valve disc and its seat. Additionally, a bypass pressure/vacuum regulating valve is located adjacent to this cover.
the manual valve. This regulating valve will vent before the tank individual PV

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 17 of 18
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Hadi Cargo Systems Operating Manual

WARNING
The attending crew must be familiar with the normal friction in the
system in order to evaluate when cleaning is required. Being able to
operate the check lift handle itself by applying a great force does not
mean that the moveable parts are freely moving.

Periodical Maintenance
The valve should be internally cleaned should the above check tests indicate
any signs of sticking. The carrying of high viscosity oil will cause more serious
vapour condensate and condensate residue to form. The suggested maintenance
periods mentioned below should be adjusted to allow for the cargo being

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carried. In addition, the following routine maintenance should be carried out.

Fault / Period Corrective Action

op
Every 6 months or any suspected gas Clean the contact surface between the
leakage disc and seat
Before loading cargo or internal Internal flushing
sticking
Permanent sticking Disassemble the upper housing and

C
clean the internal parts
Every 6 months Clean the flame screen
As required External body

ft
ra
D

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.4 - Page 18 of 18
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
1.5 Crude Oil Wash and Tank Cleaning System

1.5.1 System Description

1.5.2 Deck Mounted Tank Cleaning Units

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1.5.3 Methods of Tank Cleaning

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Illustrations

1.5.1a Tank Cleaning System

1.5.2a Tank Cleaning Machine

C
1.5.2b Deck Mounted Tank Cleaning Machine

1.5.3a Flammability Composition

ft
ra
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Hadi Cargo Systems Operating Manual
Illustration 1.5.1a Tank Cleaning System Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
To Cargo Stripping

TC53 TC49 TC43 TC41 TC35 TC31 TC25 TC20 TC15 TC10 TC04
TC58 TC59
TC57
Tank Cleaning
Heater TC55 TC45 TC39 TC29 TC19 TC08
Sample Point
650

OP306 Flow
350 Flow Meter 100 100 100 100 100
Meter A OP291 TC51 TC47 TC37 TC27 TC17
OP297
300 400
OP302 A OD379 TC33 TC23 TC13 TC06 TC02
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
OP307 Cargo Oil 100 100
OP305
Stripping 300 OP295 250
Eductors 650 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
TC28 TC18 TC07
OP300 OP296 TC56 100

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40 TC54 TC44 TC38
300 100 100
OP304 OP303 To Overboard 25 TC50 TC46 TC36 TC32 TC26 TC16 TC05 TC01
Discharge
Stripping OP301
TC22 TC12
250 Pump 300 OP294

op
100 100
OP299 100

Suction For
OP293
Drain Tank OP292

TC52 TC48 TC42 TC40 TC34 TC30 TC24 TC21 TC14 TC09 TC03
Upper Deck
250
For Pump
To Room Bilges
From Water Ballast

C
Manifold System OP242 OP241 Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
OP290 450 650 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
80
Tank Cleaning
500 OP240 OP239 65
Pump LO
500 500 OP289 LO Slop Tank No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
OP288 (Port)
OP271 OP263 To Automatic Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
50
Vacuum System OP298 OP216 OP215 250 450 (Port) (Port) (Port) (Port) (Port)
250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)

ft
50 OP245 650
OP255 OP252
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750

OP274 OP270

OP266
OP262

OP258
50
50
50

OP248 OP244 OP311 OP310 LO

80

OP287
ra
OP286
OP232

LO
OP222
OP212
450

OP
221
500
OT OT
149 154
OT
155
OT
150

OT157
OT146
OT141
300
OT
138
OT
137
OT133
300
Drop Lines
OT130

OT129
250
OT125
300
OT122

OT121
250
OT117
300
OT107
OT112

OT111
250
500

250
OP254 OP251 250
No.2 Cargo Oil 125 750
700
750
OP278 OP277 A Pump OP236 OP235
50 (Port) (Stbd)
D
650 750 750 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil 125 OT109 OT102
OP276 OP275 A Pump OP234 OP233 OP208 OP207
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT110 OT108 OT101
OP272 OP268 OP260 OP229 750
750
500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key OP203
250 500 250 500 250 500 250 500 250 500
Cargo Group - 1 Hydraulic Oil From Sea Chest 250
250 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Cargo Group - 2 Sea Water Slop Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
OP202 OP201 (Starboard)
Cargo Group - 3 COW (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 1 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.5 Crude Oil Washing and Tank Cleaning The deck-mounted washing machines are a single nozzle unit with a nozzle The machine has four programmes to choose from which changes the elevation
System diameter of 32mm, type SC90T2. With an operating pressure of 8 bar, the per revolution (pitch), all pre-programmed to give a tighter spray pattern in the
effective reach is 38m and a flow-through capacity of approximately 90m³/h. bottom of the tank. These can be set to different pre-programmed values by
The nozzle is suspended from a 3.5m long drop pipe beneath the fluid inlet means of lifting or pushing down the programme knobs.
1.5.1 System Description housing.
The nozzle angle scale indicates the elevation of the nozzle in the vertical
Deck Mounted Machines Each unit has a programmable driving unit, which is mounted on the top of the plane, and the direction of the nozzle in the horizontal plane is shown by the
washing fluid inlet housing and powered by a turbine, the turbine being driven direction of the tab on top of the lifting rod.
Manufacturer: Scanjet Marine AB
by the washing fluid.
No. of units: 42 The normal single pass cycle for the standard top bulkhead wash with a pitch
Type: Scanjet SC90T2 (programmable) Normal horizontal movement of the nozzle for the programmable units is change of 3° at 1.6 rpm takes approximately 15.5 minutes and the nozzles
Nozzle size: Single 32mm between 1 and 1.6 rpm, depending on the pressure of the driving fluid. move between 120° and 45° elevation angle.
Drop pipe length: 3.5m

y
The pitch angle change can be set to one of three main programmes using one The standard bottom wash at 3° pitch change and 1.6 rpm takes approximately
Operating pressure: 8 bar (minimum)
or all of the programme knobs on the top of the drive unit. The programmes are 22 minutes for two passes, the nozzle moving between 50° and 0° and back
Capacity: 90m³/h at 8 bar pressure set by lifting or pushing the required programme knob, each one representing to 50° elevation angle. By removing the threaded plug, item G on illustration

op
Effective jet length: 38m at 8 bar pressure a pitch of approximately 1.5°, ie, making available a pitch of approximately 1.5.2a of this section, the operator can visually confirm the operation of the
Cycle time: 31 minutes (standard wash pattern) 1.5°, 3.0° and 4.5°. machine, be sure to replace the plug.

It is also possible to have a pitch of 0°, ie, all of the knobs lifted, if it is found Note: The standard washing programmes are typical only, additional passes
Submerged Machine to be necessary to give a single area a more thorough washing. and different pitch changes may be required to achieve the desired result.
Manufacturer: Scanjet Marine AB For light crude oils, a single pass using a higher pitch may be sufficient,

C
The normal parking position of the machines between washing operations is whilst heavier crude oils may require several passes at a lower pitch change.
No. of units: 1
vertically downwards, this is elevation 0°. Prior to the start of washing, the Washing will normally benefit from a combination of a few nozzle passes
Type: Scanjet SC45TW (non-programmable) elevation is manually set by winding the gun to the required angle using the and a low pitch than from many passes at a higher pitch.
Nozzle size: Twin 16mm portable hand crank.
Operating pressure: 8 bar Verification that the cycle is complete can be ascertained by viewing the
The actual elevation of the nozzle is indicated by a graduation scale on the

ft
Capacity: 45m³/h indicator on the top and the side graduation scale of the lifting rod on each
spindle that protrudes through the driving unit top cover. The vertical movement machine.
Effective jet length: 21m at 8 bar pressure of the rod indicates whether the rod is moving upwards or downwards. The
Cycle time: 18 minutes (global wash pattern) horizontal rotation of the nozzle is indicated by a distinctive arrow mark on the

Introduction
ra
top of the lifting rod.

The washing fluid can be supplied to the tank cleaning main by the
Heating System
A tank cleaning heater is fitted in the pump room for hot water washing of
cargo tanks. The heater can be fed from the dedicated tank cleaning pump
following: and is fitted with a temperature control unit. Bottom grid type heating coils
A single dedicated tank cleaning pump of 3,000m³/h capacity is supplied for
D
use when washing with hot or cold sea water and crude oil washing to supply • From the slop tanks using the slop tank, tank cleaning pump or are fitted in both slop tanks. The maximum number of tank washing machines
drive fluid to the tank cleaning machines and eductors which are used for any of the cargo pumps. which can be operated while maintaining the maximum temperature is eight
draining. • From any cargo pump discharge line to the tank cleaning main. machines.

The ship is provided with a separate 250mm crude oil wash (COW)/tank One or both slop tanks can be utilised for tank cleaning operations. A balance
cleaning line, with branches (100mm) to each tank washing machine. line is fitted, principally for use during water washing.
Draining is usually effected using the two cargo eductors of capacity 700m³/h The cleaning media comes from the supply on board the vessel and enters the
each, via the stripping line. inlet housing where it passes the vertical turbine that drives the unit. The nozzle
rotates in the horizontal plane combined with a very slow vertical movement,
The tank cleaning system consists of 42 deck-mounted programmable units, which cleans the tank in a spherical pattern.
two in each of the cargo wing tanks, four in each centre tank, one in each slop
tank plus one submerged unit in No.1 centre COT. The unit normally revolves at about 1.6 rpm, depending on the drive fluid
viscosity and the line pressure at the inlet housing. Adjustments to the turbine
speed can be carried out, which will alter the rotation speed if so desired.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 2 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual

Illustration 1.5.2a Tank Cleaning Machine

Tank Cleaning Machine

Key H
E - Knurled Screw
A - Washing Unit E
F - Protective Cover
B - Programme Knob
C G - Cofferdam Plug
C - Hand Crank Lever F
B H - Graduated Spindle
D - Inlet Supply Valve
I - Contra Nut

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J - Protective Cap

K - Ajuster Screw

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A
G

C
ft
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D
0°
Drive Spindle Showing
the Graduation Angles
I
45° K

INCREASE DECREASE
J
90°

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 3 of 7
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
1.5.2 Deck-Mounted Tank Cleaning Units Speed Adjustment Illustration 1.5.2b Deck Mounted Tank Cleaning Machine

The rotating speed of the unit can be changed by changing the rotation speed
Setting the Unit of the turbine. Change the speed as follows:

a) Remove the protective cover to expose the programme knobs. a) Stop the unit.

b) Set the nozzle to the desired starting point using the hand b) Remove the protective cap F.
manoeuvring crank. Ensure all of the pitch selection pins are in
the raised position. Hand crank one full cycle to ensure the unit c) Loosen the locking nut G.
is running smoothly and that it moves through its full extent.
d) Set the adjustment screw H to the desired speed using an allen
c) If spot washing is used to clean certain areas in a tank, use the key. Turning the screw clockwise and raising it, increases the

y
shadow diagrams to find out the horizontal and vertical nozzle speed, whereas counter-clockwise and lowering it, reduces the
angles. speed.

op
d) To start the machine, open the stop valve slowly to avoid liquid e) Turn on the unit. The lifting rod indicates the speed and can be
shock. checked using a wristwatch.

e) Set the desired programme for the pitch required by pushing f) Once the desired speed is set, tighten the locking nut and replace
down the required number of programme knobs. the protective cap.

C
f) On completion of tank cleaning, return all of the pitch selection
pins to the raised position, then reset the machine to the rest Calculation of the Cleaning Time
position by cranking the nozzle to face vertically downwards.
To calculate the actual cleaning time per cycle during washing will depend
upon the machine settings. Therefore by using the following to calculate the
To Preset Pitch Angles cleaning time per cycle: B

ft
The Scanjet SC90T2 has preset programmes, which are adjusted by operating
the programme knobs located on the top of the unit.
ra 1) Select the pitch angle A (elevation/revolution)
2) Set the rotation speed B (seconds/revolution)
1) All knobs up: No elevation will be performed. Washing is
3) Adjust the washing angle C (degrees)
limited to a horizontal circle.
The cleaning time D is then calculated by using the formula:
2) One knob down: Approximately 1.5° per revolution.
D
D=(CxB)/(Ax60)
3) Two knobs down: Approximately 3.0° per revolution.
3.5m
Worked example:
4) Three knobs down: Approximately 4.5° per revolution C
(operation carried out while the machine is running). A = Pitch 3 x 1.5°= 4.5°
B = 60
C = (0-180°)

Cleaning time D=(180 x 60)/(4.5x60) = 40 minutes A

Note: The SC45TW washing machine in No.1 centre cargo oil tank performs
a full global cycle in approximately 18 minutes.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 4 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.5.3 Methods of Tank Cleaning Illustration 1.5.3a Flammability Composition
Flammability Composition
15
Tank Atmosphere Control Note: This diagram is illustrative only and should not be used for
deciding upon acceptable gas compositions in practical cases.
The atmosphere in the tank to be washed will fall under one of the following
headings:
• Inerted - An atmosphere made incapable of supporting
combustion by the introduction of inert gas and the resultant
reduction in the overall oxygen content. That is, the tank
Upper Flammable Limit
atmosphere has an oxygen content of less than 8% by volume. 10

• Too Lean - An atmosphere made incapable of burning by the

y
deliberate reduction of the hydrocarbon content to below the Dil
uti
Hydrocarbon Gas - on
lower flammable range (LFL).

Inert Gas
Percentage by Volume wit
hA
ir
• Over Rich - An atmosphere made incapable of burning by

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deliberately maintaining the hydrocarbon content of the tank

Dilution with
over the upper flammable range (UFL). A hydrocarbon content
of at least 15% by volume should be attained before starting to 5 Flammable
wash and should be maintained throughout the washing cycle. Mixture
Critica
l Diluti
• Undefined - An atmosphere that may be above, below or within on wit
h Air
the flammable range.

C
Dilution w
ith Air
Washing of the cargo tanks would normally be conducted in an inert
atmosphere, where inert gas is continuously supplied to the tanks. Precautions Lower Flammable Limit
are taken to ensure that the tank oxygen content is below 8% by volume at
all times and that gas freeing does not occur until the hydrocarbon content is
0 5 10 15 20 21

ft
below 2% by volume.
Oxygen - Percentage by Volume

WARNING
It is only in the inerted condition where it can safely be guaranteed
that the tank atmosphere does not enter the flammable zone during
tank washing and for this reason, tanks must be washed in the inerted
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condition. If, for any reason, it is considered necessary to undertake tank
washing under one of the other conditions following the carriage of a
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volatile cargo, guidance must be sought from the Company before any
work is undertaken.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 5 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Crude Oil Washing (COW) • Reduce the tank pressure during discharge to a minimum Crude Oil Suitability for COW
prior to COW by adjusting the inert gas supply pressure.
Cargo oil tanks (COTs) are crude oil washed to comply with both legislation • Use the vapour return line from the shore. The majority of crude oils are suitable for use as a crude oil washing medium,
(contingency ballast requirements) and charterer’s requirements in order to but it should be known that certain crude oils present difficulties when used as
• Increase the discharge rate. the washing medium. Where doubt exists, then the owner/charterer should be
achieve maximum out-turn. This basically would be any cargo tank it was
intended to ballast and one quarter of the of the cargo and slop tanks. However, consulted to confirm the suitability of the crude oil.
During COW, it is important to keep the tank bottom dry and an indication of
no tank requires to be washed more than once in four months, with the
the tank bottom becoming dry is given by monitoring the cargo pump pressure The following is a list of crude oils being potentially difficult for COW:
exception of heavy weather ballast requirements.
gauges. Confirmation can be obtained by use of the hermetic type integral
A programme for the regular crude washing of cargo tanks should be maintained dipping unit and the Saab cargo monitoring equipment.
Potentially Difficult Crude Oils (high pour point or high viscosity)
beyond the requirement of washing 25% of the cargo tanks every 3 months. Amna Lucina
Crude oil washing permits the removal of oil fractions adhering to or deposited The person supervising the operation must be suitably qualified in accordance
with the requirements laid down by the flag administration of the vessel and Ardjuna Maya
on tank surfaces. These deposits, which would normally remain on board after

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discharge, are then discharged with the cargo. As a consequence, the need to any port regulations. Bu Affitel Minas (Sumatra Light)
water wash to remove residues is virtually eliminated. Water washing will be Cabinda Sarir
necessary if the tank is to be used for clean ballast. The tank cleaning machines fitted to the vessel are programmable type

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Cinta Shengli
machines and they can adjusted to obtain the desired wash pattern to achieve
the agreed standard of wash. Multi-stage washing can be undertaken, setting Duri Tapis
A crude oil tanker fitted with an inert gas system and approved fixed washing Jatibarang Tia Juana Pesado
the machines to a top wash pattern followed by the bottom wash. The top wash
equipment in its cargo tanks can use crude oil from the cargo as the washing
should not commence until the tank sounding is about 6 metres. After use, the Laguna Tila
medium. This operation may take place either in port or at sea between
valves to the machines should be left open upon completion to allow draining Lagunillas
discharge ports.
of the lines. All the lines are self-draining into the associated tanks.

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When it is required to carry out crude oil washing during cargo discharge, the Kinematic viscosity of a fluid is described as the measure of resistance to
A record should be made in the oil record book together with a separate record flow with gravitation under its own mass force. This is normally reported in
Master should inform the competent authority and terminal (or vessel when
to show which tanks have undergone crude oil washing and water washing. centistokes (cSt or mm²/s).
ship to ship transfer is involved) at least 24 hours in advance.
If the vessel is to conduct water washing, this may only be conducted in those Dynamic viscosity of a fluid is described as the measure of resistance to flow
The oxygen content of the tank atmosphere should not exceed 5% by volume
tanks which have been crude oil washed, and so water washing follows on from

ft
and the inert gas system should be in operation throughout the crude oil with an induced shear stress or at a known rate of shear. This is normally reported
that operation. in centipose (cps) or millipascal seconds (mPas). It is commonly perceived as
washing.
‘thickness’, or resistance to pouring. Thus for simplicity, water is ‘thin’, having
The same strict criteria must be followed to avoid the hazard of an electrically a low viscosity, while crude oil is ‘thick’ having a high viscosity.
Before arrival, the tank washing line should be pressure tested to the normal
working pressure and examined for leaks. Any leaks found should be made
good. All block valves should be tested for their effectiveness.
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charged atmosphere, with the atmosphere tested and maintained below 8%
oxygen by volume. For aromatic crude oils whose linematic viscosity is the temperature controlling
characteristics:
By using a known volume in the slop tanks as the supply and return tank, any
Mixtures of crude oil and water, ‘wet’ crude oil, can produce an electrically 1. The kinematic viscosity of the oil used for crude oil washing
loss in volume can lead to indicate the lack of suction and as a result, a poor
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charged mist during washing much in excess of that produced by ‘dry’ crude should not exceed 60cSt at the oil wash medium temperature.
cleaning standard would be achieved.
oil. The use of ‘dry’ crude oil is therefore important, and before washing
begins, any tank which is to be used as a source of crude oil washing fluid 2. The cargo should be discharged at a temperature which exceeds
Heated water may be used where it has been decided that a high standard of its pour point by at least 10°C.
should be partly discharged (de-bottomed) to remove any water which has
cleaning is required, or difficulty in removing a sludge build up. The use of
settled out during the voyage. The discharge of a layer of at least one metre in 3. All necessary precautions should be taken to prevent the
chemicals is generally not permitted, but guidance should always be sought
depth is necessary for this purpose. washing oil from solidifying in the COW piping system.
from the owners.
For the same reason, if the slop tank is to be used as a source of oil washing, it For paraffinic crude oils whose pour point temperature is the controlling
The following notice must be displayed in the cargo and engine control room,
should be similarly treated. However, where there has been load on top (LOT) characteristic, then the temperature of the cargo to be used for COW should
on the bridge and on notice boards.
procedure, then the complete slop tank should be discharged and refilled with exceed its cloud point temperature by at least 10°C. If excessive sludge
‘dry’ crude oil. is present, then the oil should only be used once in a closed cycle wash
CAUTION
programme.
It should be noted that hydrocarbon gas will be generated during crude oil The tank washing lines on this ship may contain crude oil. Valves must
washing, and to minimise the venting to atmosphere of this vapour, the not be operated by unauthorised personnel
Reference should be made to the Crude Oil Washing manual for further
following should be followed. details.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 6 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
During COW operations, one of the major factors in ensuring the tank top The advantage of this operation is that a constant amount of supply oil is approved by the charterers and liaised with the shore terminal representative
and bulkheads are cleaned of all residues, is the level of solvency in the crude available with the ability to constantly measure the effectiveness of the and cargo surveyor.
oil washing medium. As the period of crude oil washing continues, this level stripping by the slop tank level. Stripping with the eductor is an effective
of solvency will diminish if only one source is being used and is known then means of keeping the tank stripped during washing and again by comparing
as wet crude. The number of tanks required to be crude oil washed as per the eductor pressures can help determine the likely effectiveness of the washing Washing in Coated Tanks - Temperature Restrictions
charterer’s instructions (possibly a full wash of all tanks) may well be above and maintaining a relatively dry tank top.
the minimum MARPOL requirement. It may be necessary to crude oil wash The cargo oil tanks on this vessel are coated with an epoxy resin based tar free
partly during discharge of the cargo in an open cycle wash, then use the slop By using both slop tanks together, this gives the flexibility to deliver the tank self priming paint system manufactured by KCC, the paint system brand is EH
tanks in a closed cycle, and after a number of tanks have been washed, to strippings to the port (dirty) slop tank, and take suction from the starboard 2350. The paint system only covers the tank bottom areas up to a height of
recharge the slop tanks with fresh ‘dry’ crude. (clean) slop tank. The level line can be used to keep the slop tank levels 0.5m, and the overhead structure from the top down to web depth, the rest of
constant, with oil from the top of the port slop tank supplying oil to the the cargo tanks are not painted. The slop tanks are fully coated with the same
During the transit period to the discharge port, it is advisable to hand dip the starboard slop tank, reducing the flow of sediment into the COW line and paint system. Though the paint coating is designed to withstand the vigours of
tanks to gauge the degree of sediment and sludge residues at the tank bottom. machine. It is important that the oil is not recycled to such an extent that it loses a high temperature, and high pressure water wash, it is prudent to consult the

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The degree of sediment present can influence the amount of time it will take its effectiveness (solvency) and so recharging of the slop tanks would need to paint manufacturers product data manual to determine the precise specification
to conduct a COW of the individual tanks and the quantity remaining on board be considered. This would also help to reduce build-up of sediment in the port of the paint coating used and to identify any limitations the paint may have. The
(ROB) at the finish of discharge. Therefore, when formulating the discharge slop tank if it was periodically discharged. temperature of the washing water should generally be at least 15°C above the

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plan, it may be necessary to take this information into account when setting the pour point of the previous cargo, subject to the above considerations.
proposed COW plan for the tanks.
Multi-Stage Washing
Basic Tank Washing Requirements
The crude oil washing programme can be divided into two stages, with a
top/middle washing pattern to wash the upper section of the tank during When tank washing, a good stern trim and efficient use of equipment are
COW Open Cycle Washing
discharging of that tank ashore and then the bottom washing when the tank important. Provided that a tank is properly drained before washing begins, a

C
has been drained. The bottom wash is to follow closely upon completion of one hour cleaning operation with the fixed machines is normally sufficient to
This procedure simply diverts some of the cargo discharge flow into the
the top wash. achieve a satisfactory standard of cleanliness.
tank cleaning line, thus bleeding-off and driving the tank cleaning machines.
By adjusting the degree of opening of the cargo pump discharge valves, the
pressure and rate of flow can be controlled both into the COW line and to the By operating this two stage option, it can save on overall discharge delay due Cold Water Washing
manifold in conjunction with the pump speed. to crude oil washing, but it may impact on flexibility of the discharge sequence
and requires detailed planning and control. Cold water washing is sufficiently effective for most grades of crude oil, except

ft
after the carriage of the heavier crude oils. Cold water should therefore be used
By this method, the cargo pump can still remain discharging ashore, the crude unless there are special circumstances that require hot water washing.
oil is not reused and this will reduce the overall discharge time. However, When the tank sounding has reached a 6 metre sounding, the COW can
commence for the top washing sequence. A typical wash pattern is from a set
to achieve an effective flow to the manifold and the tank cleaning line, the
supply tank must be able to provide an adequate suction head to the pump. As
the supply tank level decreases, the supply to the manifold would have to be
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angle up to near vertical and returning to the start position. Thereafter, as soon
as the tank is stripped, the bottom wash should follow.
Hot Water Washing.
Heated water may be used where it has been decided that a high standard of
decreased, so as to keep a good pressure in the tank cleaning line. Top washing : 40° - 150° - 40° duration 50 minutes cleaning is required, or there is difficulty in removing a sludge build-up. The
Bottom washing : 40° - 0° - 40° duration 18 minutes use of chemicals is generally not permitted, but guidance should always be
D
Stripping of the tank being washed requires either a cargo pump in conjunction sought from the owners.
with the automatic vacuum stripping system (AUS) in operation, an eductor or
The above pattern depends upon the machine settings which can be adjusted
the stripping pump. Tank strippings are not used to drive the COW machines, The use of hot water allows for quicker tank cleaning and gas freeing after
and thus the time duration will be likewise altered.
and as such there is less risk of contaminating the COW line and machines with the discharge of crude oil cargoes. It removes greasy films more quickly and
sediment or sludge. by raising the temperature of the tank atmosphere, releases gas in scale and
Multigrade Cargoes accelerates ventilation. Hot washing should be used when cleaning for dry
COW Closed Cycle Washing When carrying more than one grade of cargo, it may be necessary to keep these docking, tank repairs or when a special degree of cleanliness is required.
grades completely segregated, which would include any crude oil washing
This procedure involves taking the drive from the slop tank, to the tank with each grade. However, some commingling would occur and it must be
cleaning line and returning to the slop tank. Generally the eductor would be considered that the COW line does not have two valve segregation.
used in conjunction, so that the washing and tank strippings are returned to the
slop tank in a contained loop. In this method, one cargo pump with the eductor Precautions should be taken to avoid opening the incorrect tank cleaning valves
would be involved in tank cleaning and no discharging ashore, which may such as labelling and securing these valves with a lashing. However, it may be
therefore involve an extended discharge time. possible to discharge one grade and wash with the remaining grade, especially
when using the lighter grade for washing. This procedure must be firstly

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.5 - Page 7 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
1.6 Deck Hydraulic Valve System

Illustrations

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1.6a Cargo Valve Remote Control System

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C
ft
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D
Hadi Cargo Systems Operating Manual

Illustration 1.6a Cargo Valve Remote Control System Cargo Control

Console Key

Hydraulic Oil

Starter Accumulator Electrical Signal

Power Unit
Box

40

40
OT-150, 155
No.4 Local No.3 Local No.2 Local No.1 Local
OP-271 - 274, 237-240
Control Box Control Box Control Box Control Box
OP-275 - 280

y
OP-228 - 231, OP-233 - 236 OP-291, 299, 300
OP-293, 298, 301, 302 No.1 Solenoid OT-101, 102
No.3 Solenoid 6 S 4 S Valve Board
OP-305 - 307 OT-105, 109
Valve Board No.2 Solenoid On-Deck On-Deck
BA-023 - 028, BA-031 - 033 4 Bosun’s Store OT-113, 114
Valve Board 6

op
Sets D On-Deck S Sets D On-Deck S
BA-035 - 040
S D S D S D S D S D S D S D Sets Sets S D S D
D D

1 On-Deck
41 On-Deck 1 On-Deck Deck Set 6 On-Deck
Deck Sets Deck Set Deck Set
4 13
BA-042 S S BA-041 S S S
On-Deck On-Deck
BA-043

C
OP-227 Sets Sets
D D D D D

No.5
S S S S S No.2 Cargo S S S S
Cargo
Oil Tank
Oil Tank No.4 Cargo No.3 Cargo
D D D D D D D D D
Oil Tank Oil Tank

ft
OP-207 (C)
Slop Tank
OP-208 (C)
ra
D
No.1 Cargo
Oil Tank

OP-201 (S)
OP-202 (S) OT-151 (S)
OP-203 (S) OT-152 (P)
OP-204 (S) OT-115 (S) OT-117 (P&S) OT-103 (S) OT-107 (P&S)
OP-205 (S) OT-141 OT-139 (S) OT-133 (P&S) OT-131 (S) OT-123 (S) OT-125 (P&S) OT-118 (S) OT-122 (C) OT-105 (S) OT-112 (C)
(P&S) OT-142 (C) OT-120 (C) OT-110 (C) Fore
OT-144 (S) OT-138 (C) OT-134 (S) OT-126 (S) OT-130 (C)
OT-148 (C) OT-153 (C) OT-121 (C) OT-111 (C) Peak
OT-145 (S) OT-136 (C) OT-128 (C)
OT-149 (C) OT-154 (C) OT-122 (C) OT-104 (P) Tank
OT-146 (P) OT-137 (C) OT-129 (C)
OT-147 (P) OT-155 (C) OT-140 (P) OT-132 (P) OT-124 (P) OT-116 (P) OT-106 (P)
OT-143 (P) OT-125 (P) OT-127 (P) OT-119 (P) BA-002

BA-019 (S) BA-020 (P) No.5 Water BA-015 (S) BA-016 (P) No.4 Water No.3 Water BA-011 (S) BA-012 (P) No.2 Water BA-007 (S) BA-008 (P) BA-003 (S) BA-004 (P) No.1 Water
BA-021 (S) BA-022 (P) Ballast Tank BA-017 (S) BA-018 (P) Ballast Tank Ballast Tank BA-013 (S) BA-014 (P) Ballast Tank BA-009 (S) BA-010 (P) BA-005 (S) BA-006 (P) Ballast Tank

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 1 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.6 Deck Hydraulic Valve System • Hydraulic system low oil pressure. Throttle Valves
• Hydraulic power pack motor trip. Throttle valves are capable of being set to any position between 0 and 100%.
Hydraulic Unit The valve control switch is moved from a central neutral position to the OPEN
• Hydraulic power pack high oil temperature.
position causing the hydraulic system to slowly open the valve. Once the valve
Manufacturer: Nakakita Seisakusho Co. Ltd
is fully open, the control switch is returned to the neutral position and the
Serial No.: 07A9006A/B/C A limited number of alarms are sited on the local hydraulic power pack starter
valve is locked hydraulically open. Returning the switch to the neutral position
box, namely, high and low pressure indication and low tank level.
Pump type: PV2R1 during the valve throttle period will lock the valve in an intermediate position
Pump capacity: 14.3 litres/min at 1,200 rpm between open and closed at the desired position.
The power pack unit has four accumulators, charged with nitrogen, and two
Tank capacity: 420 litres electric motor-driven gear pumps which maintain oil pressure. One pump is
In addition to the above, each throttle valve has a percentage open value
Operating pressure: 7.8 ~ 8.8MPa selected as the duty pump and it will operate according to a loading/unloading
displayed on a scale adjacent to the valve. If fully open is selected, 100% is
regulating valve which will maintain pressure in the system between 7.8 and
Accumulator type: 4 x N175-60A displayed, if fully closed is selected, 0% is displayed.
8.8MPa. If the delivery pressure drops to 7.6MPa, the standby pump will be

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Accumulator pressure; 4 x 9.8MPa started. The high and low pressure alarms will be activated at 9.3MPa and
7.3MPa respectively. The pumps should be changed over each week in order Procedure for Operating the Remote Operating Valve System
Emergency Handpump to ensure that both power pack pumps achieve approximately equal running

op
hours. a) Ensure that the oil system is fully charged and that there are no
Manufacturer: Nakakita leaks evident.
Oil tank capacity: 6.5 litres From the hydraulic power unit room, a supply and return main services two
Maximum pressure: 9.8MPa solenoid valve boards, (No.2 and 3), which control valve actuators in the b) Turn the power switch to the ON position and ensure that the
Flow capacity: 33cc per stroke pump room, tanks and a section of the upper deck before continuing to the power light illuminates.
bosun’s store where a third solenoid valve board is situated (No.1). Situated
No. of sets: 2

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on the upper deck are four local control deck boxes which control the cargo c) Press the START button for the selected operating pump on the
Type: Double-acting handpump oil valves. cargo control console and that the RUNNING light illuminates
when the pump is running.
All actuated valves can be controlled locally at their solenoid valve board or
Introduction deck box and also remotely from the cargo control console, local and remote d) Check the pressure rise on the pressure gauge and check that the
valve position indication is also provided. In the event of a hydraulic power

ft
pump unloads at the pressure of 8.8MPa.
WARNING failure, two hydraulic handpumps complete with quick-connect couplings and
The hydraulic system operates at a pressure of 8.8MPa. Do not attempt four hoses, each five metres in length, are provided. Each handpump can be e) Check that the second pump unit is operational.
to tighten any unions or connections with the system under pressure as a connected via two hoses to the emergency connections situated in the solenoid
resultant fracture of pipework and escape of hydraulic fluid could result
in serious injury or death.
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valve boards and deck boxes for emergency operation of the hydraulic valves. f) The system is now ready for operation.

Operation of the Valves Via the Cargo Control Console g) Operate the valve control switches for the selected valves on
The hydraulic power system provides for the remote operation of cargo and the cargo control console in order to open or close the selected
ballast valves, the inert gas deck isolation valve and fire main valves. The
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The hydraulic power pack can be started either locally or from the cargo valves when setting the pipeline system.
system is capable of simultaneous operation of three of the largest valves from
control console. The system hydraulic pressure and alarms can be remotely
fully open to fully closed in one minute. In the event of a power failure, the The valves controlled from the solenoid valve boards and deck local control
monitored from the console with local readings available on the hydraulic
three accumulators in the system store sufficient power to close three of the boxes are as listed in the following tables:
power pack unit itself.
largest valves in one minute.

The hydraulic power pack unit is situated in the hydraulic power unit room Open and Shut Valves Only No.1 Solenoid Valve Board
located on the upper deck and can be started locally and from the cargo control Open/Shut valves fully open or close when their respective pushbuttons are Valve Type Description Valve
console. The system provides control, monitoring and alarm information at pressed. Both the open and close functions are incorporated in one switch
the cargo control centre for the remote operation of the hydraulic pumps and Open/shut No.1 and 2 group isolating valve OT101
containing the two pushbuttons. Upon pressing either button, a lamp built into
valves. The following alarms are incorporated in the system: Open/shut No.1 and 2 group isolating valve OT102
the switch, illuminates during the time taken for the valve to traverse from fully
• Hydraulic power pack unit low oil level. closed to fully open and fully open to fully closed. Open/shut No.1 port and starboard COT stripping isolating OT107
valve
• Hydraulic power pack unit high oil level. Open/shut No.1 and 3 group isolating valve OT108
• Hydraulic system high oil pressure. Open/shut No.1 and 3 group isolating valve OT109

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 2 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.6a Cargo Valve Remote Control System Cargo Control
Console Key

Hydraulic Oil

Starter Accumulator Electrical Signal

Power Unit
Box

40

40
OT-150, 155
No.4 Local No.3 Local No.2 Local No.1 Local
OP-271 - 274, 237-240
Control Box Control Box Control Box Control Box
OP-275 - 280

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OP-228 - 231, OP-233 - 236 OP-291, 299, 300
OP-293, 298, 301, 302 No.1 Solenoid OT-101, 102
No.3 Solenoid 6 S 4 S Valve Board
OP-305 - 307 OT-105, 109
Valve Board No.2 Solenoid On-Deck On-Deck
BA-023 - 028, BA-031 - 033 4 Bosun’s Store OT-113, 114
Valve Board 6 S S

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Sets D On-Deck Sets D On-Deck
BA-035 - 040
S D S D S D S D S D S D S D Sets Sets S D S D
D D

1 On-Deck
41 On-Deck 1 On-Deck Deck Set 6 On-Deck
Deck Sets Deck Set Deck Set
4 13
BA-042 S S BA-041 S S S
On-Deck On-Deck
BA-043

C
OP-227 Sets Sets
D D D D D

No.5
S S S S S No.2 Cargo S S S S
Cargo
Oil Tank
Oil Tank No.4 Cargo No.3 Cargo
D D D D D D D D D
Oil Tank Oil Tank

ft
OP-207 (C)
Slop Tank
OP-208 (C)
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D
No.1 Cargo
Oil Tank

OP-201 (S)
OP-202 (S) OT-151 (S)
OP-203 (S) OT-152 (P)
OP-204 (S) OT-115 (S) OT-117 (P&S) OT-103 (S) OT-107 (P&S)
OP-205 (S) OT-141 OT-139 (S) OT-133 (P&S) OT-131 (S) OT-123 (S) OT-125 (P&S) OT-118 (S) OT-122 (C) OT-105 (S) OT-112 (C)
(P&S) OT-142 (C) OT-120 (C) OT-110 (C) Fore
OT-144 (S) OT-138 (C) OT-134 (S) OT-126 (S) OT-130 (C)
OT-148 (C) OT-153 (C) OT-121 (C) OT-111 (C) Peak
OT-145 (S) OT-136 (C) OT-128 (C)
OT-149 (C) OT-154 (C) OT-122 (C) OT-104 (P) Tank
OT-146 (P) OT-137 (C) OT-129 (C)
OT-147 (P) OT-155 (C) OT-140 (P) OT-132 (P) OT-124 (P) OT-116 (P) OT-106 (P)
OT-143 (P) OT-125 (P) OT-127 (P) OT-119 (P) BA-002

BA-019 (S) BA-020 (P) No.5 Water BA-015 (S) BA-016 (P) No.4 Water No.3 Water BA-011 (S) BA-012 (P) No.2 Water BA-007 (S) BA-008 (P) BA-003 (S) BA-004 (P) No.1 Water
BA-021 (S) BA-022 (P) Ballast Tank BA-017 (S) BA-018 (P) Ballast Tank Ballast Tank BA-013 (S) BA-014 (P) Ballast Tank BA-009 (S) BA-010 (P) BA-005 (S) BA-006 (P) Ballast Tank

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 3 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Valve Type Description Valve Valve Type Description Valve Valve Type Description Valve
Open/shut No.1 centre COT stripping valve OT112 Open/shut No.3 COP discharge valve to ODM/slop tank OP-280 Open/shut No.5 port and starboard COT stripping isolating OT141
Open/shut No.2 and 3 group isolating valve OT113 Open/shut Oily water discharge valve to slop tank OP291 valve
Open/shut No. 2 and 3 group isolating valve OT114 Open/shut CO stripping eductor suction valve OP299 Open/shut Starboard slop tank TC pump suction valve OT144
Open/shut No.2 port and starboard COT stripping isolating OT117 Open/shut CO stripping eductor suction valve OP300 Open/shut Starboard slop tank TC pump suction valve OT145
valve Throttle TCP discharge valve OP271 Open/shut Port slop tank TC pump suction valve OT146
Open/shut No.2 centre COT stripping valve OT122 Throttle No.1 COP discharge isolating valve OP272 Open/shut Port slop tank TC pump suction valve OT147
Open/shut FPT filling/suction valve BA002 Throttle No.2 COP discharge isolating valve OP273 Open/shut No.5 centre COT TC pump suction valve OT148
Throttle No.1 starboard COT filling/suction valve OT103 Throttle No.3 COP discharge isolating valve OP274 Open/shut No.5 centre COT TC pump suction valve OT149
Throttle No.1 port COT filling/suction valve OT104 Throttle No.5 starboard COT filling/suction valve OT139 Open/shut Slop tank gravity line valve OT150
Throttle No.1 starboard COT stripping valve OT105 Throttle No.5 port COT filling/suction valve OT140 Open/shut No.5 centre COT stripping valve OT155

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Throttle No.1 port COT stripping valve OT106 Throttle No.5 starboard COT stripping valve OT142 Open/shut No.3 port and starboard COT stripping isolating OT125
Throttle No.1 centre COT filling/suction valve OT110 Throttle No.5 port COT stripping valve OT143 valve

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Throttle No.1 centre COT stripping valve OT111 Throttle Starboard slop tank filling/suction valve OT151 Open/shut No.3 centre COT stripping valve OT130
Throttle No.2 starboard COT filling/suction valve OT115 Throttle Port slop tank filling/suction valve OT152 Open/shut No.4 port and starboard COT stripping isolating OT133
Throttle No.2 port COT filling/suction valve OT116 valve
Throttle No.5 centre COT filling/suction valve OT153
Throttle No.2 starboard COT stripping valve OT118 Open/shut No.4 centre COT stripping valve OT138
Throttle No.5 centre COT stripping valve OT154
Throttle No.2 port COT stripping valve OT119 Open/shut Oily water overboard valve OD379
Throttle No.5 starboard WBT filling/suction valve BA019

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Throttle No.2 centre COT filling/suction valve OT120 Throttle No.5 port WBT filling/suction valve BA020
Throttle No.2 centre COT stripping valve OT121 Throttle No.5 starboard WBT stripping valve BA021 No.3 Solenoid Valve Board
Throttle No.2 centre COT stripping valve OT122 Throttle No.5 port WBT stripping valve BA022 Valve Type Description Valve
Throttle No.1 starboard WBT filling/suction valve BA003 Throttle No.3 starboard WBT filling/suction valve BA011 Open/shut Starboard slop tank stripping suction valve OP201
Throttle No.1 port WBT filling/suction valve BA004 Throttle No.3 port WBT filling/suction valve BA012 Open/shut Starboard slop tank stripping suction valve OP202

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Throttle No.1 starboard WBT stripping valve BA005 Throttle No.3 starboard WBT stripping valve BA013 Open/shut Starboard slop tank SW suction valve OP203
Throttle No.1 port WBT stripping valve BA006 Throttle No.3 port WBT stripping valve BA014 Open/shut Starboard slop tank stripping eductor discharge OP204
Throttle No.2 starboard WBT filling/suction valve BA007 Throttle No.4 starboard WBT filling/suction valve BA015 valve
Throttle
Throttle
No.2 port WBT filling/suction valve
No.2 starboard WBT stripping valve
BA008
BA009
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Throttle
Throttle
No.4 port WBT filling/suction valve
No.4 starboard WBT stripping valve
BA016
BA017
Open/shut Starboard slop tank stripping eductor discharge
valve
OP205

Throttle No.2 port WBT stripping valve BA010 Throttle No.4 port WBT stripping valve BA018 Open/shut No.1 CO main bulkhead isolating valve OP206
Throttle No.3 starboard COT filling/suction valve OT123 Open/shut Eductor discharge valve to No.5 COT (centre) OP207
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No.2 Solenoid Valve Board Throttle No.3 port COT filling/suction valve OT124 Open/shut Eductor discharge valve to No.5 COT (centre) OP208
Throttle No.3 starboard COT stripping valve OT126 Open/shut No.2 CO main bulkhead isolating valve OP209
Valve Type Description Valve
Throttle No.3 port COT stripping valve OT127 Open/shut TC main bulkhead isolating valve OP210
Open/shut No.3 COP sea suction valve OP237
Throttle No.3 centre COT filling/suction valve OT128 Open/shut No.3 CO main bulkhead isolating valve OP211
Open/shut No.3 COP sea suction valve OP238
Throttle No.3 centre COT stripping valve OT129 Open/shut TC main bulkhead isolating valve OP212
Open/shut TCP sea suction valve OP239
Throttle No.4 starboard COT filling/suction valve OT131 Open/shut Port slop tank stripping suction valve OP213
Open/shut TCP sea suction valve OP240
Throttle No.4 port COT filling/suction valve OT132 Open/shut Port slop tank stripping suction valve OP214
Open/shut No.1 COP discharge valve to ODM/slop tank OP275
Throttle No.4 starboard COT stripping valve OT134 Open/shut Port slop tank stripping eductor discharge valve OP215
Open/shut No.1 COP discharge valve to ODM/slop tank OP276
Throttle No.4 port COT stripping valve OT135 Open/shut Eductor discharge valve to port slop tank OP216
Open/shut No.2 COP discharge valve to ODM/slop tank OP277
Throttle No.4 centre COT filling/suction valve OT136 Open/shut CO stripping suction valve from No.1 CO main OP217
Open/shut No.2 COP discharge valve to ODM/slop tank OP278 Open/shut CO stripping suction valve from No.1 CO main OP218
Throttle No.4 centre COT stripping valve OT137
Open/shut No.3 COP discharge valve to ODM/slop tank OP79 Open/shut CO stripping suction valve from No.2 CO main OP219

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 4 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.6a Cargo Valve Remote Control System Cargo Control
Console Key

Hydraulic Oil

Starter Accumulator Electrical Signal

Power Unit
Box

40

40
OT-150, 155
No.4 Local No.3 Local No.2 Local No.1 Local
OP-271 - 274, 237-240
Control Box Control Box Control Box Control Box
OP-275 - 280

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OP-228 - 231, OP-233 - 236 OP-291, 299, 300
OP-293, 298, 301, 302 No.1 Solenoid OT-101, 102
No.3 Solenoid 6 S 4 S Valve Board
OP-305 - 307 OT-105, 109
Valve Board No.2 Solenoid On-Deck On-Deck
BA-023 - 028, BA-031 - 033 4 Bosun’s Store OT-113, 114
Valve Board 6 S S

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Sets D On-Deck Sets D On-Deck
BA-035 - 040
S D S D S D S D S D S D S D Sets Sets S D S D
D D

1 On-Deck
41 On-Deck 1 On-Deck Deck Set 6 On-Deck
Deck Sets Deck Set Deck Set
4 13
BA-042 S S BA-041 S S S
On-Deck On-Deck
BA-043

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OP-227 Sets Sets
D D D D D

No.5
S S S S S No.2 Cargo S S S S
Cargo
Oil Tank
Oil Tank No.4 Cargo No.3 Cargo
D D D D D D D D D
Oil Tank Oil Tank

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OP-207 (C)
Slop Tank
OP-208 (C)
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No.1 Cargo
Oil Tank

OP-201 (S)
OP-202 (S) OT-151 (S)
OP-203 (S) OT-152 (P)
OP-204 (S) OT-115 (S) OT-117 (P&S) OT-103 (S) OT-107 (P&S)
OP-205 (S) OT-141 OT-139 (S) OT-133 (P&S) OT-131 (S) OT-123 (S) OT-125 (P&S) OT-118 (S) OT-122 (C) OT-105 (S) OT-112 (C)
(P&S) OT-142 (C) OT-120 (C) OT-110 (C) Fore
OT-144 (S) OT-138 (C) OT-134 (S) OT-126 (S) OT-130 (C)
OT-148 (C) OT-153 (C) OT-121 (C) OT-111 (C) Peak
OT-145 (S) OT-136 (C) OT-128 (C)
OT-149 (C) OT-154 (C) OT-122 (C) OT-104 (P) Tank
OT-146 (P) OT-137 (C) OT-129 (C)
OT-147 (P) OT-155 (C) OT-140 (P) OT-132 (P) OT-124 (P) OT-116 (P) OT-106 (P)
OT-143 (P) OT-125 (P) OT-127 (P) OT-119 (P) BA-002

BA-019 (S) BA-020 (P) No.5 Water BA-015 (S) BA-016 (P) No.4 Water No.3 Water BA-011 (S) BA-012 (P) No.2 Water BA-007 (S) BA-008 (P) BA-003 (S) BA-004 (P) No.1 Water
BA-021 (S) BA-022 (P) Ballast Tank BA-017 (S) BA-018 (P) Ballast Tank Ballast Tank BA-013 (S) BA-014 (P) Ballast Tank BA-009 (S) BA-010 (P) BA-005 (S) BA-006 (P) Ballast Tank

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 5 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Valve Type Description Valve Valve Type Description Valve Procedure for the Operation of the Cargo and Ballast Valve
Open/shut CO stripping suction valve from No.2 CO main OP220 Throttle No.1 starboard CO manifold valve OD311 Hydraulic Power Pack
Open/shut CO stripping suction valve from No.3 CO main OP221 Throttle No.2 starboard CO manifold valve OD317
a) Ensure that the hydraulic tank is at the correct working level
Open/shut CO stripping suction valve from No.3 CO main OP222 Throttle No.3 starboard CO manifold valve OD323 level, top-up as necessary with the correct grade of oil.
Open/shut No.1 COP sea suction valve OP233 Throttle Additional starboard CO manifold valves OD329
Open/shut No.1 COP sea suction valve OP234 b) Ensure that the filters are clean.
Open/shut No.2 COP sea suction valve OP235 No.2 Local Control Deck Box
Open/shut No.2 COP sea suction valve OP236 c) Check that the accumulators are charged with nitrogen gas. If
The following valves are controlled from No.2 local control deck box. necessary, recharge the accumulators using the accompanying
Open/shut Stripping pump suction valve OP293
nitrogen gas bottle and reducing valve.
Open/shut Stripping pump suction valve from CO pump OP298 Valve Type Description Valve
drain Throttle Additional port CO manifold valves OD330 d) Open the accumulator isolating valves. Ensure that the system

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Open/shut CO stripping eductor driving water OP301 Throttle No.1 port CO manifold valve OD312 isolating valves on the supply and return lines to the power pack
Open/shut CO stripping eductor driving water OP302 Throttle No.2 port CO manifold valve OD318 are open.

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Open/shut CO stripping eductor discharge valve ODM/slop OP305 Throttle No.3 port CO manifold valve OD324
tank e) Ensure the isolator switch on the local control panel for each
Open/shut Oily water main overboard isolating valve OP306 pump is set to ON. Check that no alarm conditions exist on the
No.3 Local Control Deck Box cargo control console. Start the duty hydraulic pump, the pump
Open/shut CO stripping pump discharge to manifold OP307
The following valves are controlled from No.3 local control deck box. will run continuously, loading and unloading according to the
Open/shut Starboard WB main isolating valve BA023 system demand.
Open/shut Port WB main isolating valve BA024

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Valve Type Description Valve
Open/shut Main isolating valve against contamination BA025 f) Open the pressure and return outlet valves on all the solenoid
Open/shut No.1 group direct filling valve OD331 valve distribution cabinets.
Open/shut Main isolating valve against contamination BA026
Open/shut No.2 group direct filling valve OD332
Open/shut WB stripping eductor suction valve BA027
Open/shut WB stripping eductor suction valve BA028 Open/shut No.3 group direct filling valve OD333 Emergency Handpump
Open/shut No.1 CO main isolating valve OD334

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Open/shut WB stripping eductor driving water valve BA031 The emergency handpumps are stored at strategic locations, one is in the pump
Open/shut WB stripping eductor driving water valve BA032 Open/shut No.2 CO main isolating valve OD335 room and one is in the bosun’s store on upper deck.
Open/shut WB overboard discharge valve BA033 Open/shut
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Open/shut WB main filling valve BA035 The reservoir should always be kept full and ready for use in an emergency:
Open/shut WB main filling valve BA036 No.4 Local Control Deck Box
a) Open the distribution valve box which feeds the valve to be
Open/shut No.1 WBP suction valve BA037 The following valves are controlled from No.4 local control deck box. operated.
Open/shut No.2 WBP suction valve BA038
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Open/shut No.1 WBP sea suction valve BA039 b) If the electrical source supply is not to be switched off for
Valve Type Description Valve all of the valves, the valve to be connected to the emergency
Open/shut No.2 WBP sea suction valve BA040
Open/shut No.1 group crossover valve OD301 handpump can be isolated from the electrical signal by removing
Throttle No.1 WBP discharge valve BA042
Open/shut No.1 group crossover valve OD302 the solenoid coils on the valve block.
Throttle No.2 WBP discharge valve BA043
Open/shut No.2 group crossover valve OD303
Open/shut Sea suction isolating valve BA041 c) Close the supply and return valves on the distribution valve
Open/shut No.2 group crossover valve OD304
Open/shut Sea chest suction line valve OP228 box.
Open/shut No.3 group crossover valve OD305
Open/shut No.1 CO main line valve to No.1 COP OP229
Open/shut No.3 group crossover valve OD306 WARNING
Open/shut No.2 CO main line valve to No.2 COP OP230
Opne/shut No.3 CO main line valve to No.3 COP Failure to close the above valves could result in oil flowing into the
The following hydraulic valve has its own local control unit.
reservoir and over-pressurising it, resulting in possible injury to the
operator.
No.1 Local Control Deck Box Valve Type Description Valve
The following valves are controlled from No.1 local control deck box. Open/shut Sea chest suction valve OP227

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 6 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
d) Remove the covers from the snap-on type couplings.

e) Ensure that the needle bypass valve is open on the pump.

Connect the hydraulic hoses from the handpump to their
respective O (open) and S (shut) positions on the distributor
control block.

f) Check the needle bypass valve is open on the pump, turn the
pilot valve on the handpump to the open ‘O’ or shut ‘S’ position
as desired, pump continuously until the valve is open/shut.

g) Turn the pilot valve to the centre position to lock the valve in its
current position.

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Note: The solenoid valves can be operated manually by pushing the buttons

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protruding through the solenoid coils.

WARNING
Use protective clothing and goggles when operating the portable
hydraulic handpumps.

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Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.6 - Page 7 of 7
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
1.7 Ballast System

1.7.1 System Description

1.7.2 Ballast Management Plan

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1.7.3 Ballast Vent System

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Illustrations

1.7.1a Ballast System

1.7.2a Sequential Ballast Exchange Plan

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1.7.3a Ballast Winel Vent

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Hadi Cargo Systems Operating Manual
Illustration 1.7.1a Ballast System

From Inert
Gas Main Line
IG038 BA034 BA046
Upper Deck Upper Deck

No.5 Water
Ballast Tank (Port)

800 800
BA033 700 BA029

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

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450 (Port) (Port) (Port) (Port) (Port)
450
Sea BA045 No.2 WB
Chest Stripping

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Eductor
BA044
BA032
No.1 WB
BA041 350
Stripping
850
BA031
350 Eductor 200 450 200 450 200 450 200 450 200 450
25
BA54 BA53 600
800 25 BA028 BA027

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BA52 BA036 350 BA022 BA020 BA018 BA016 BA014 BA012 BA010 BA008 BA006 BA004
BA040 650

600 650 650

BA043 BA048 25
BA038 BA024
No.2 Water
Ballast Pump BA50
BA026

ft
650 650 650

25
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BA039 BA035 BA025
450
BA51 BA002 BA001
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600 650 650
BA042 BA047 25
BA037 BA023
600
No.1 Water BA021 BA019 BA017 BA015 BA013 BA011 BA009 BA007 BA005 BA003
Ballast Pump BA49
Forward
BA030
Peak Tank
200 450 200 450 200 450 200 450 200 450

OP242

Key
OP241
Ballast Water
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Hydraulic Oil
To Cargo Oil System

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.7 - Page 1 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.7 Ballast System Ballast draughts in accordance with the Trim and Stability Booklet: The ballast pumps can be connected to the cargo tank system via manually
operated valve BA030, a portable spool piece, manually operated valve OP242
• Departure Mean 9.35m
1.7.1 System Description and check valve OP241. Under normal circumstances, this connection should
Trim 2.86m by the stern not be used to ballast No.3 cargo tank for heavy weather conditions. Heavy
• Arrival Mean 9.50m weather ballast will be delivered to No.3 centre cargo oil tank via a main cargo
Ballast Pumps
pump after a line wash.
Manufacturer: Shinko Industries Ltd. Trim 2.59m by the stern
No. of sets: 2 The ballast system is so arranged that either ballast pump can be used to
Water Ballast Tanks 100% Capacities service both the port and starboard ballast tanks. The ballast pump suction
Model (pump): CVL 450
Compartment Volume m³ Metric Tonnes and discharge lines can be interconnected via crossover valves to allow for
Type: Centrifugal, vertical single-stage flexibility of operation. The aft peak tank and engine room side tanks are filled/
Fore peak water ballast tank 2,186.8 2,241.4
Prime mover: Steam turbine (No.1), Electric motor (No.2) emptied via the bilge, fire and GS pumps in the engine room.
No.1 water ballast tank port 8,655.9 8,872.3
Capacity: 4,000m3/h

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No.1 water ballast tank starboard 8,655.9 8,872.3 The ballast main system is a dual 450mm line, No.1 ballast pump serving the
Total head: 40m
No.2 water ballast tank port 9,761.4 10,005.4 starboard ballast tanks and the fore peak tank. No.2 ballast pump serves the
Speed (pump): No.1: 1,180 rpm ± 3% port ballast tanks. All stripping suction branch lines leading off the main line
No.2 water ballast tank starboard 9,761.4 10,005.4

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No.2: 1,1800 rpm are 200mm in diameter. The aft peak tank are not connected to this system.
No.3 water ballast tank port 9,940.3 10,188.8
No.3 water ballast tank starboard 9,940.3 10,188.8
The ballast pump suction lines can be interconnected via crossover valves to
Water Ballast Stripping Eductors No.4 water ballast tank port 9,808.9 10,054.1 allow for some flexibility of operation. In addition, two stripping eductors are
Manufacturer: TeamTec Marine Products No.4 water ballast tank starboard 9,808.9 10,054.1 provided to facilitate adequate draining of the ballast tanks, the driving water
No. of sets: 2 No.5 water ballast tank port 9,038.4 9,264.3 can be supplied from either ballast pump.

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Capacity: 500m3/h at 25mth No.5 water ballast tank starboard 9,038.4 9,264.3
The ballast pump discharge valves are of the proportional type, ie, they can
Driving water: 2,150m3/h at 3.7 bar Engine room side tank port 1,823.2 1,868.8
be opened between 0 and 100%. The tank suction valves are all located in the
Engine room side tank starboard 1,823.2 1,868.8 aftermost part of the tanks, as far as is practicable. The bellmouths are between
The vessel complies with MARPOL Protocol 73/78 as a segregated ballast Aft peak tank 3,041.9 3,118.0 40-60mm above the shell plating with a doubling plate directly below the
tanker. Segregated ballast is carried in the fore peak tank and in five pairs of Totals 103,284.9 105,866.8 bellmouth.

ft
wing tanks arranged the entire length of the cargo tank area.
Note: The engine room side tanks and the aft peak tank are serviced by the The fore peak tank suction valve can be locally operated from inside the
The vessel is designed with sufficient heavy weather ballast capacity to meet focsle first deck at the hydraulic connection block for emergency use with the
any weather condition without having to load additional ballast in the cargo
tanks.
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bilge, fire and general service pumps.

The total capacity of the segregated ballast tanks 103,285m3

portable hydraulic pump.

In the event that there is leakage of cargo oil or vapour into the ballast tanks,
If, however, it is considered that heavy weather ballast may be required during inert gas can be directed into the ballast tanks if they are not flooded, via the
the ballast voyage this will normally be carried in No.3 centre cargo oil tank 105,866.8mt at SG 1.025 = 32.58 % of the Summer DWT ballast suction lines. A portable spool piece, manually operated valve BA034
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and this tank shall be crude oil washed before departure from port. and the inert gas valve IG038 to facilitate this operation.
The main ballast tanks are served by two centrifugal pumps, one of which is
Note: If at any time the slop tanks are to be used to load water, then these steam turbine driven, the other being driven by an electric motor, each with a In the event that the tanks are flooded, then a flexible hose can be rigged from
must be crude oil washed. Therefore if it is necessary to wash an additional capacity of 4,000m3/h at 40mth. The turbine and electric motor for the pumps the IG main onto an elbow bend with its blank removed. This will then allow
tank for heavy weather ballast, a slop tank must also be crude oil washed. are located in the engine room on the floor deck with the drive shafts passing IG to be layered into the ballast water tanks.
through gas tight seals into the pump room. The pumps are located in the pump
The sailing ballast condition of the vessel must take into account the seasonal room and provided with their own sea chest. The pumps are connected to an
weather conditions it will encounter and therefore, there cannot be a general overboard discharge line which discharges above the deepest water ballast line
rule on the condition of the ballast tanks. The draught at the midships marks on the port side.
should be not less than 9.5m and the trim should not exceed 2.9m by the
stern. The overboard line passes via a 800mm pipe through No.5 port water ballast
tank and exits at least 0.5m above the deepest water ballast line. The ODME
equipment is connected to the overboard discharge valve. When necessary, the
ODME will divert the flow into the port slop tank.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.7 - Page 2 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 1.7.2a Sequential Ballast Exchange Plan

ESTIMATED Propeller Blind

BALLAST TANKS BM SF
DRAUGHT Immersion Length
E/R WBT No.5 WBT No.4 WBT No.3 WBT No.2 WBT No.1 WBT AP FP
APT FPT % % % Metres
P S P S P S P S P S P S Metres Metres
STEP 1 INITIAL BALLAST CONDITION STARTING SEQUENCE
Empty Empty Empty 54% 54% 100% 100% 100% 100% 100% 100% 100% 100% Empty 10.9 8.1 64.0 62.4 105 485
STEP 2 DISCHARGE No.2(S), No.3(P), No.5(S)
Empty Empty Empty 54% Discharge 100% 100% Discharge 100% 100% Discharge 100% 100% Empty 9.6 6.2 74.1 77.0 92 541

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STEP 3 REFILL No.2(S), No.3(P), No.5(S)
Empty Empty Empty 54% Refill 100% 100% Refill 100% 100% Refill 100% 100% Empty 10.9 8.1 64.0 62.4 105 485

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STEP 4 DISCHARGE No.2(P), No.3(S), No.5(P)
Empty Empty Empty Discharge 54% 100% 100% 100% Discharge Discharge 100% 100% 100% Empty 9.6 6.2 74.1 77.0 92 541
STEP 5 REFILL No.2(P), No.3(S), No.5(P)
Empty Empty Empty Refill 54% 100% 100% 100% Refill Refill 100% 100% 100% Empty 10.9 8.1 64.0 62.4 105 485
STEP 6 DISCHARGE No.1(P), No.4(S)

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Empty Empty Empty 54% 54% 100% Discharge 100% 100% 100% 100% Discharge 100% Empty 10.7 6.1 67.6 64.4 102 585
STEP 7 REFILL No.1(P), No.4(S)
Empty Empty Empty 54% 54% 100% Refill 100% 100% 100% 100% Refill 100% Empty 10.9 8.1 64.0 62.4 105 485
STEP 8 DISCHARGE No.1(S), No.4(P)

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Empty Empty Empty 54% 54% Discharge 100% 100% 100% 100% 100% 100% Discharge Empty 10.7 6.1 67.6 64.4 102 585
STEP 9 REFILL No.1(S), No.4(P) ra
Empty Empty Empty 54% 54% Refill 100% 100% 100% 100% 100% 100% Refill Empty 10.9 8.1 64.0 62.4 105 485
STEP 10 NORMAL BALLAST CONDITION
Empty Empty Empty 54% 54% 100% 100% 100% 100% 100% 100% 100% 100% Empty 10.9 8.1 64.0 62.4 105 485
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Key
Empty Tank remains empty and unchanged
100% Percentage filling BEFORE ballast exchange
Discharge Tank contents being discharged
Refill Tank contents being refilled
100% Percentage filling AFTER ballast exchange

Note: The above plan serves to give an example of sequential ballast water
exchange. Reference should always be made to the vessel’s Ballast Water
Management Plan for more specific details.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.7 - Page 3 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
1.7.2 Ballast Management Plan Ballast Exchange During Voyage The table indicates the status of the ballast water in every tank at the start of
each step, and indicates an assumed weight of fuel and domestic drinking water
The ballast exchange may take the form of either a sequential change or by (aft of the engine room bulkhead), estimated draughts, bending moments and
Introduction overflowing of the tanks. The sequential method is the preferred method shear forces. The action to be taken and tanks involved in each step are then
and is the type given as an example, the overflowing of the ballast tanks specified.
Whenever ballast operations are carried out, it is good practice to endeavour is not recommended and could cause damage to the vessel. The following
to ensure the minimum number of tanks are left slack. Failure to completely case example is a typical ballast and bunker scenario for departure from the It will be noted that the original condition is restored after each pair of steps.
fill ballast tanks results in the reduction of stability for the vessel due to free discharge port. A positive decision should be made at that time, taking into account the ship’s
surface effect and increased corrosion in the slack tanks. When tanks are position, weather forecast before proceeding to the next pair of steps. If any
emptied, they should be well drained to remove sediment, prevent free surface factors are considered unfavourable the ballast exchange should be suspended
effect and assist with the reduction of corrosion. Ballast Condition (Departure)
or halted.
Draught Forward 8.06m
Due to the introduction of alien marine species from foreign ballast water Heeling effects due to asymmetrical emptying or filling have been taken into
Aft 10.89m

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being discharged into their port areas and harming or disturbing the local account so that all steps represent upright conditions. Actual operations must
ecological balance, several countries now have mandatory controls regarding Mean 9.48m be managed so that a list does not develop during pumping.
the discharge of ballast water. The countries concerned have required that Trim -2.83m

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vessels arrive with ballast which has been loaded in deep sea open conditions Deadweight 94,319mt The steps in the table meet trim and draught requirements of propeller and
which are at least 200nm from the nearest land and in water at least 200 metres rudder immersion, to avoid any possibility of slamming while changing ballast,
Ballast on board 88,241mt
in depth in accordance with IMO A 868 (20). and to maintain the bridge visibility within tolerable limits.
Fuel Oil on board 6,078mt
During the ballast voyage, the vessel is required to discharge the ballast Shear Force 62.4%
It is as important to avoid under-pressure in a tank due to emptying, as it is to
tanks and refill with clean sea water. This has to be carried out taking into Bending Moments 64.0% avoid over-pressure when filling. The consequences of bulkhead damage, or

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consideration the effects on the stress and stability of the vessel during any GM 22.00m even tank collapse at sea will be even more significant than in port.
ballast change and the effects of weather and crew fatigue.
Each step has been checked for conformity with strength and stress limitations.
Ballast changes are carried out in deep sea areas over a period of time, usually Requirements To Be Met By Plan
Checks have been made that the minimum intact stability requirements of
discharging one or two sets of tanks at a time, subject to the stresses and the ship are met at every stage, and that the allowable stress limits are not
stability calculations, then refilling with clean sea water. This sequence of • The procedure should take into consideration the longitudinal
exceeded. Each step is therefore safe for the ship at sea in fair weather.

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changes is continued until all ballast water from the discharge port has been strength of the hull and the ship’s stability including the free
discharged and replaced. surface effect.
No.5 port and starboard ballast tanks are 54% full at the commencement of the
• The ballast water exchange operations are recommended to ballast exchange and are returned to this capacity upon completion. The table
All changes and ballast operations are to be entered in the Ballast Record
Book, giving the position when the operation commenced, when completed
and quantities involved. Where the situation arises that a ballast exchange has
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commence with the ballast condition at ‘half bunker’.
The actual ballast exchange is to be carried out under the full
in illustration 1.7.2a above is an example only and there are many variations.

responsibility and discretion of the master. Various limitations Note: As mentioned above, the plan serves to give an example of a sequential
not taken place due to the voyage not being through waters over 200 nm from
should be considered especially the minimum forward ballast water exchange. The vessel’s Ballast Water Management Plan
the nearest land or in water of over 200 metres depth for a sufficient length of
draught, trim, heel, navigation bridge visibility and propeller contains more specific details and should always be consulted prior to any
D
time for an exchange to take place, a statement to this effect should be made in
immersion. ballast exchange.
the Ballast Record Book. Similar entries are made in the Deck Log Book.
• At the end of each step prior to continuing with the ballast
When the vessel arrives at the loading port, the port authorities may inspect exchange an appreciation of the forthcoming weather, etc, is to
these documents to confirm that the entries agree. Some countries also require be made to ensure that the next step can be completed before
a chemist to take samples of ballast water and carry out tests before allowing being required to stop for safety considerations.
any discharge of ballast within territorial waters.
Sequential Ballast Exchange Plan
Failure to comply with the requirements and maintaining accurate records can
result in severe penalties for both the vessel and the shipping company. The table above describes a safe sequence for the exchange of ballast water
using the empty-then-refill procedure, known as the sequential method. The
process requires the removal of very large weights from the ship in a dynamic
situation, and then their replacement.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.7 - Page 4 of 5
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Hadi Cargo Systems Operating Manual
1.7.3 Ballast Vent System Illustration 1.7.3a Ballast Winel Vent

Each ballast tank is provided with a class approved air ventilator system
designed for use during ballasting and deballasting operations and allowing 820
for climatic changes within the tank whilst en route without creating serious 593
pressure differentials throughout the tank.

The fore peak tank is provided with three deck mounted 400mm nominal bore
ventilators located on the focsle deck. One ventilator is located either side
outboard of each windlass warping end, the third ventilator is located forward
close to the centre line on the mooring deck. 300
733
The main ballast tanks are all fitted with 450mm nominal bore ventilators with 588

y
one located at the forward section of the tank and one at the aft section of the
tank.

op
Sounding pipes of 40mm nominal bore are fitted to all ballast tanks for allowing
manual gauging of the ballast tank level to be carried out.
300 400

In the event of cargo vapour or liquid being detected in one of the main ballast O324x8 445
tanks, then it is possible to direct IG into a ballast tank, either from below using
All Measurements in mm
the ballast suction valve, or by fitting a special Butterworth plate onto the tank

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Standard Type
and connecting the IG via a flexible hose.
Galvanised Steel
With PE float balls
Airflow velocity: max 4 m/s
With Screen

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ra
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Fore Peak Ballast Tank Ventilator.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 1.7 - Page 5 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Section 2: Cargo Handling Procedures

2.1 Cargo Handling Operation Sequence Diagrams

2.1.1 Loading

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2.1.2 Discharging

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C
ft
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D
Hadi Cargo Systems Operating Manual

2.1 CARGO HANDLING OPERATION SEQUENCE DIAGRAMS

2.1.1 LOADING

Calculate a loading plan using all top/bottom lines and the three groups of 1.1
tanks to the best advantage, bearing in mind any required segregation and 1.2 When all preliminaries have been completed including safety checks, signal 2.3
the maintenance of a suitable trim, draught and stress throughout. to the terminal that the vessel is ready to commence loading.

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As soon as cargo starts to flow, check the hose connections for leakage, also 1.4

op
carry out visual checks on all cargo manifolds not in use. Also check over the 2.3
sides of the vessel. Monitor the tank pressure and ensure the correct
Check that the cargo valve hydraulic system is in operation and that all cargo 1.6
operation of the VEC or mast vent riser, whichever system is in use.
valves are in the shut position. Individual IG spectacle flanges on each tank
should be checked that they are removed and the tank lids are shut if they are
no longer required to be isolated.

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1.7
Start deballasting once the cargo is flowing at full rate according to the chief
2.7
officer's loading plan, paying due regard to the stability, shear forces and
3.1
bending moments, and keep the vessel upright. The port and starboard ballast
tanks should be maintained at the same level.
Check that the manifold drip trays are empty on both sides and that the oil 2.3

ft
spill response equipment is in the appropriate positions. Ensure all scupper
plugs are in position and secure. Check that the water in all ballast tanks is
free from oil.
ra When topping off the tanks being filled or when nearing the end of loading,
slow down the loading to the agreed loading rate.
2.3
D
2.3
Connect the required arms/hose to the manifold connections. When all cargo has been loaded, run down the top lines to the last tank, as 2.3
this will invariably be slack, ready for disconnection of arms or hoses.

On completion of cargo loading, close the manifold valves and open the drain 2.2
valves to No.3 wings cargo oil tank. Drain the manifold connections before
Establish communications with the shore terminal and agree the tank gauging 2.3 starting to disconnect the loading arms/hoses. Agree with terminal
with the terminal representatives. 3.3 representatives and the cargo surveyor the quantity of cargo loaded.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.1 - Page 1 of 2
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Hadi Cargo Systems Operating Manual

2.1.2 DISCHARGING

Work out a discharging plan using all top/bottom lines and the three groups of 1.1 Throughout the discharge, ensure that the cargo tanks are maintained at a 1.4
tanks to the best advantage, bearing in mind any required segregation and the 1.2 positive pressure by the IG system. If at any time the IG pressure nears 2.2
maintenance of a suitable trim, draught and stress throughout. atmospheric the discharge rate should be reduced or stopped and the IG
system checked.

y
Check that the cargo valve hydraulic system is in operation and that all cargo 1.6
valves are in the shut position. Start ballasting when cargo is flowing at full rate, and in accordance with the 1.7
chief officers's unloading plan, paying due regard to ship stability, shear force 2.7
and bending moments, use both ballast pumps simultaneously to keep the 3.1

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ship upright.
The respective ballast tanks, port and starboard, must be maintained at a
similar level to avoid unnecessary listing. Check that the ballast water in the
Check that the manifold drip trays are empty on both sides and that 2.4 tanks is free of oil on completion of cargo discharge.
the oil spill response equipment is in the appropriate position.
Ensure that all scupper plugs are in position and secure.

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When the tanks to be crude oil washed have been stripped, the tank 1.5
atmosphere tested and found suitable, start crude oil washing the tanks. 2.5
Connect the required arms/hose to the manifold connections. 2.4. Only one grade of cargo can be used for tank washing at any one time.

ft
When the cargo tanks approach draining level, the main bellmouth should be 1.3

with the terminal representatives.

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Establish communications with the shore terminal and agree the tank gauging 2.4
3.3
closed and draining carried out using the stripping bellmouth in the suction
well.
2.4
D
When all preliminaries have been completed and agreed, including safety 2.4 When all cargo has been discharged, stop the cargo pumps and advise the 2.4
checks, signal to the terminal that the vessel is ready to commence terminal. Prepare to strip the main cargo lines and crossovers to the shore via
discharging. Ensure the Inert Gas plant is ready. the MARPOL line, advising the terminal upon commencement.

When the terminal confirm they are READY TO RECEIVE cargo, commence 1.3 On completion of discharging cargo, close the manifold valves and open the 2.2
discharge at a slow rate. As soon as cargo starts to flow, check the arm 1.4 drain valves to either No.4 port or starboard cargo oil tank. Drain the manifold 2.4.
connections for leakage, also carry out visual checks on all cargo manifolds 2.2 connections before starting to disconnect the cargo arms/hoses. Agree with
not in use especially the outboard side. Also check over the side of the vessel. 2.4 terminal representatives and the cargo surveyor the quantity of cargo
When all of the connections have been proven tight and the terminal confirm remaining on board. Shut down the IG system when the cargo tank pressures
READY FULL RATE, increase the flow rate to the agreed maximum rate. reach the required level.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.1 - Page 2 of 2
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.2 Inerting Cargo Tanks

2.2.1 Initial Inerting

2.2.2 Use With/Without Vapour Emission Control (VEC)

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2.2.3 Inert Gas Operations During Loading

2.2.4 Inert Gas Operations During Discharge

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2.2.5 Minimising Inert Gas Pollution

Illustrations

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2.2.1a Initial Inerting of Cargo Wing Tanks

2.2.1b Displacement Inerting

2.2.2a Vapour Emission Control Monitoring and Alarm System

ft
2.2.2b Inert Gas Return to Shore (VEC)

2.2.2c Vapour Manifold

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Hadi Cargo Systems Operating Manual
25
Illustration 2.2.1a Initial Inerting of Cargo Wing Tanks OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Sample Point Cleaning OD336 60
700 700 L L
TC59 200 700
650 TC58 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow Tank Cleaning L L OD306 OD305
OP307 350 Flow Meter
Tank (Port) Meter A OP291 Heater 700 700
Upper Deck OD378 OP297
400 OD335 65
300
A OD379 700 OD304 OD303 L L
OP302
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

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OP300 OP296 OD377 OD375 OD333 OD331
40
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
OD326 OD320 OD314 OD308 To No.3

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250 Pump 300 OP294
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port)

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80 No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT OT146 138 OT112

OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310 LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
500
OT OT
149 154

700
150

OT157
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

OP278 OP277 A Pump OP236 OP235

50 750 750 (Port) (Stbd)
650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
500
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
OP225 OP309 250
450
OP202 OP201
Sea OP228 No.1 HFO Tank
Key OP223
Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Inert Gas Hydraulic Oil
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 1 of 8
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
2.2 Inerting Cargo Tanks e) Confirm that the IG plant is running and the valves are set to
allow IG to be delivered to the cargo system. Position Description Valve
2.2.1 Initial Inerting Open Cargo oil tank IG main isolating valves IG01, IG02, IG03
Position Description Valve IG05, IG06, IG07
Under normal operating conditions the vessel is kept totally inerted. However, IG10, IG11, IG12
Open Cross-connection from IG main to cargo IG39, OD337 IG24, IG25, IG26
after refit or tank inspections some, or all of the tanks may be gas free. Prior to main
any cargo operations, all of the cargo oil tanks and both the slop tanks must be IG29, IG30, IG31
Open IG outlet from deck water seal IG040 IG32, IG33
inerted and this is normally completed on passage to the load port. The inert
gas (ig) must be supplied to the tanks to be inerted and each tank is vented via As required Cargo oil tank suction valves OT104, OT103 Open Deck isolating valve OD36
the vent mast riser valve. It is possible however to vent the outgoing air via the OT116, OT115
gas freeing lid on the P/V, instead of the vent mast riser valve. OT124, OT123 j) When the COT pressure is up to normal service pressure,
OT132, OT131 redirect the IG to atmosphere and close the deck isolating valve.
Inert gas is heavier than air, so by introducing inert gas at the bottom of the tank OT140, OT139 Shut down the IG system.

y
and slowly replacing the tank atmosphere with inert gas, the tank atmosphere OT152, OT151
is displaced (DISPLACEMENT METHOD). In the displacement method, the OT110, OT120
maximum number of tanks should be open whilst still maintaining a slight OT128, OT136

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Illustration 2.2.1b Displacement Inerting
flow out of the tanks to atmosphere, as this will assist in better layering of OT153
the ig in the tanks. To achieve this, a combination of tank grouping may be Open Main deck pump room block valve OD336
required, followed by the subsequent grouping. The quality of the vented tank Open No.3 main line loading drop valve OD333
atmosphere is monitored at regular intervals along with representative samples
throughout the tank volume. When the oxygen (O2) content is below 8%, the Open Bottom crossover valves into No.2 and OT114, OT113
cargo oil tank is considered to be inerted. However, it is advisable to reduce the No.1 lines OT109, OT108

C
oxygen level to below 5%, so increasing the margins of safety.
f) With the IG plant running and the O2 content less than 5%,
Note: When directing inert gas through the cargo lines, these must be well operate the INERT GAS SUPPLY button to direct IG onto the
drained prior to use for the inerting operation. deck main. Inert gas will now be delivered to the selected tanks
with the displaced atmosphere being vented out via the gas

ft
It is also possible to inert the cargo tanks using the inert gas directly into the freeing cover on each tank’s PV valve.
tanks and venting via the gas freeing lids. However, this method (DILUTION
METHOD) relies upon effective mixing of the inert gas and the tank atmosphere g) Test the atmosphere of each tank at regular intervals with the Fresh Air
portable gas monitoring equipment. When the oxygen content
and therefore requires a higher inlet rate to ensure the lower reaches of the tank
are effectively inerted. To achieve this, only a few tanks should be common to
the inert gas line and venting through their respective gas freeing covers, the
ra is less than 8% throughout each tank, it is then assumed that
the tanks are fully inerted. If time allows, it is recommended to
remaining tanks are isolated. Thereafter, the inerted tanks are closed, and the reduce the oxygen content to 5% or below. It may be necessary
remaining tanks can be inerted. to throttle-in on selected cargo tanks in order to get the oxygen
content to the required level in the other tanks. Close the gas
D
Assuming all COTs are gas free and thus require inerting:- freeing cover on each tank as the oxygen content reaches the
required level.
a) Check that all the tank lids are closed.
h) When all the gas freeing covers are closed, raise the tank Inert Gas from IG Fan
b) Confirm that each IG valve to the tank space is locked open. pressure above the low level alarm then redirect the IG to via the Cargo Filling Line
atmosphere. Close all of the cargo suction valves followed by
c) Connect the spool piece to the cargo line adjacent valve OD337, the IG cross-connection onto the cargo main.
which connects to valve IG39, the IG supply line.
i) Supply IG to all of the tanks via the 650mm IG main in order to
d) Set the cargo lines to allow IG to enter the required cargo oil bring the tank pressures up to the normal limits.
tanks and vent via the gas freeing side cover or vent mast riser
valve as required.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 2 of 8
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 2.2.2a Vapour Emission Control Monitoring and Alarm System

Cargo Control Room Upper Deck Midships

OVMS-50
OXYGEN/VAPOUR PRESS MONITORING SYSTEM OXYGEN Exhaust
SENSOR

FLOW INDICATOR
CH VALUE UNIT STATUS MAX

M MIN

C No.4 Water Ballast Tank No.3 Water

Junction Box
_ Ballast Tank

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(Port)
Calibration IG23 IG19 (Port)
Connection
No.4 Cargo Oil Tank (Port) IG21 IG17

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Pressure Sensor
(0 - 200mbar)
V2 Clean Air/Calibration
AL Selector Switch 350 350
FAIL No.3 Cargo
1 OXYGEN HIGH ALARM FILTER
IG26 Oil Tank (Port) IG12
90µ Filter
AL FAIL
Instrument Air Supply
2 NO FLOW ALARM (Maximum 8 bar)

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HIGH LOW FAIL POWER LAMP V3 No.3 Cargo
3 IG28 Oil Tank (Centre) IG14
Clean Air Stop
HIGH LOW FAIL POWER Valve PT
4 No.4 Cargo
Air Filter / Oil Tank
HIGH LOW FAIL (Centre)
5
Water Trap
V1
Sampling Line 350 350
PV

ft
Selector Switch IG24 Breaker IG10
500
ra IG13

IG27

No.3 Cargo
D
IG25 Oil Tank (Starboard) IG11
From Inert
Gas System 350 350

No.4 Cargo Oil Tank (Starboard) IG20 IG16

No.4 Water Ballast Tank No.3 Water

(Starboard) IG22 IG18 Ballast Tank
(Starboard)

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 3 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.2.2 Use With/Without Vapour Emission Control The person in charge of the operation on board the ship must be suitably Procedure for Setting Up the Monitoring Unit for VEC
(VEC) certified, having completed training, which covers the particular system on the Operations
ship.
New legislation in some ports may demand that the vessel operates in VEC a) Turn on the system in the CCR and allow the sensors to
mode. This basically involves connecting a vapour return arm to the IG main at
Alarm and Monitoring Unit stabilise and silence the alarm by pressing the ACCEPT HORN
the manifold so that the entire displaced cargo oil tank atmosphere is processed pushbutton. The warming-up period for the pressure transmitter
ashore rather than being vented directly to atmosphere. is approximately 5 minutes, after which the sensor will read the
A Hanla oxygen/vapour pressure monitoring and alarm system is used to
monitor the inert gas pressure and its corresponding O2,% content during the actual pressure in the vapour return lines.
The vessel is fitted with two 400mm manifold valves port and starboard
transfer of the displaced inert gas to the shore facility during loading operations
amidships, which are connected into the cargo oil tank IG main line. Four
when vapour emissions control (VEC) is required. The alarm panel mounted in b) Ensure the instrument air is available to the detector cabinet.
connectors of 400mm x 400mm (16 inch x 16 inch) nominal bore for
the cargo control room (CCR) gives alarm indication for the oxygen content,
presentation flange (principal fitting), two reducers of 400mm x 300mm
if the vapour pressure is too low or if there is a fault condition on the level of c) Open the sampling isolating valve at the vapour manifold that
(16 inch x 12 inch) and two reducers 400mm x 250mm (16inch x 10 inch)

y
gas flow into the measuring device. Additionally, there is also a digital read out the VEC return hose is to be connected to and also the vapour
are supplied in accordance with OCIMF requirements. Care must be taken
display for the oxygen content and vapour pressure. header pressure isolating sample valve.
to ensure that the pressure in the IG main remains within the operational
parameters.

op
Alarm Set Points d) In the detector cabinet, rotate the sampling line selection valve
to the correct position depending on which vapour manifold is
Most load ports at present allow venting to atmosphere. Where venting is
Oxygen content high: 5% being used.
permitted during loading, excess vapour is vented to atmosphere through
the vent mast riser, with individual tank PV valves fitted acting as a safety Low flow: No Flow
device. e) Rotate the mode selection valve to CLEAN AIR/CALI. GAS
The detection cabinet, which is located in a watertight protected box, midships then move the clean air stop valve into the vertical position for

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The ship’s maximum loading rate is contracted as 24,000m3/h, with a maximum between the cargo hose handling cranes and underneath the brow gangway. It a few moments, air will now blow through the sample line into
loading rate per segregation of 8,000m3/h. The maximum loading to a single has a series of selection valves which must be set prior to the VEC monitoring the vapour manifold connection point.
cargo centre tank is 6,840m³/h and to a single wing cargo tank or slop tank is operation and are identified in illustration 2.2.2a.
4,000m³/h. f) After a short period, return the stop valve to the horizontal
Switch V1 is turned to either port forward or aft and starboard forward or position and the mode selection valve back to the SAMPLING
aft manifold and is used to select the appropriate sampling line for the VEC position. Adjust the gas flow to 150 litres/h, measured at the top

ft
Note: The pressure in a cargo tank should not exceed 80% of the PV valve
manifold connection which is to be used. of the ball.
set point. The tank main PV valves are set to 1,400mmWg, therefore the tank
pressure should not exceed 1,120mmWg.
Switch V2 is for the mode selection, either it will be set to oxygen/vapour g) At the monitoring and alarm panel in the CCR, push the
The vessel has an approved and certified tank ship vapour control system,
regulation 46 CFR part 39, utilizing parts of the inert gas system when vapour
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sampling or clean air purging/gas calibration.

Switch V3 is used to purge and blow through the sampling line back to the
POWER switch to turn the system ON, this will cause the
buzzer to sound, press the ACCEPT key on the control panel to
silence the buzzer. The digital display units will now show the
control is applied, ie, the piping system, the pressure monitoring and alarm
individual manifold connection point with instrument air. alarm set points for a few moments before the actual measured
arrangement. The following conditions apply to the inert gas system when used
readings are displayed.
D
for vapour control:
The gas flow indicator is a floating ball and reed switch arrangement. If the
• The inert gas system must be closed down. flow rate drops below a predetermined level, ie, 2.5 litres per minute, an alarm Note: The warming up period for the pressure transmitter is approximately
• The non-return devices must be intact. The water seal supply is indicated on the control panel in the CCR. If the non-flow alarm is indicated, 5 minutes, after which the sensor will read the actual pressure in the vapour
pump must be running to maintain the water seal with the back then the fault could either be in the sampling line from the manifold or the in- return lines.
flow valves closed. line 90��
µ�������������������������
filter
������������������������
could be blocked.

• The pressure monitoring and alarm system must be in

operation.

During cargo operations when it is intended to use the VEC system, there must
be close co-operation between the ship and the shore regarding the system
operation, limits and emergency procedures. It is important to keep a log of the
operation and valve status, tests and when venting has been necessary.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 4 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 2.2.2b Inert Gas Return to Shore (VEC)
50
Deck Seal
S MS IG42
Key
MS
Inert Gas From IG51 To Cargo Oil System
650 600
Engine Room IG41 IG40 IG39 OD337 Inert Gas
650
(see Illustration XXX) IPV3 25

IG43 Sea Water

40

Hydraulic Oil

Upper Deck Saturated Steam

Sea Water Supply
Exhaust Steam
Steam Supply

y
HC53 IG44 80

Exhaust Gas
HC55
IG45

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No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) Ballast Tank (Port) (Port)
IG23 IG19 (Port)

Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) IG21 IG17 Sampling Line No.2 Cargo Oil Tank (Port) No.1 Cargo
for Oxygen Oil Tank (Port)
Analyser

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350 350 350 350 350 350
No.3 Cargo
IG33 IG31 IG26 IG12 IG07 IG03
Oil Tank (Port)

No.2 Cargo No.1 Cargo

ft
No.3 Cargo Oil Tank (Centre) Oil Tank
IG35 IG28 Oil Tank (Centre) IG14 IG09 Breather
No.5 Cargo Oil Tank (Centre)
(Centre) Valve
No.4 Cargo
ra 350
Oil Tank
(Centre)
350
PT

PV
Breaker
350 350 IG15
600 350 IG04
Void Forward
IG29 IG24 IG10 IG05 IG01
600 500 Peak Tank
D
650
IG36
IG38 IG13
25

IG34 IG27 IG08

IG37
No.3 Cargo
IG32 IG30 IG25 Oil Tank (Starboard) IG11 IG06 IG02
350 350 350 350 350 350
BA034

Sampling Line
for Oxygen
BA46
Slop Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) IG20 IG16 Analyser No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard)

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) IG22 IG18 Ballast Tank (Starboard) (Starboard)
From Water Ballast (Starboard)
Overboard Main Line

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 5 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Procedure for Calibrating the Oxygen Sensor • The maximum vapour transfer that the shore facility can handle, Procedure to Return Vapour to Shore during Cargo
including both system and berth limitations. Operations
a) Turn on the system and allow the sensors to stabilise. • Types of vapours which will be discharged from the present as
well as previous cargoes. a) Verify that the ig deck isolating valve GI623F is closed.
b) Check that the clean air valve is in the closed position.
• The maximum pressure drop from the cargo tanks to the vessel’s
b) Make sure the ig deck main is made common with all individual
c) Rotate the MODE valve to the CLEAN AIR/ GAS CALI. vapour manifold connection during the maximum cargo loading
cargo oil tank ig spectacle flanges in the open position and the
position. flow rate.
tank lids are closed.
• The operating pressure to be maintained in the cargo tanks.
d) Reduce the flow through the sensor to zero by rotating the c) Ensure that the yellow vapour connection piece is in place.
• The maximum and minimum vapour operating pressures.
regulating valve on the flow meter. Check that the shore hose has a current certification of a
• The facility’s alarm and trip set points for high and low pressure test and that it is free from any defects.
e) Supply nitrogen gas from the test bottle via the quick connector pressures.

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and adjust the flow at the flow meter to 150 litres/h. • Verify that all level alarms have been tested within the last 24 d) Connect the vapour hose, using a new joint and ensure that the
hours. hose is correctly supported.

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f) If the oxygen content reading does not stabilise at zero, then the
zero point must be adjusted by turning the ZERO pot inside the • Verify that all vapour recovery valves are in the correct
e) Open the drain valves on the vapour header to ensure that all
sensor casing. position.
condensate is drained off. When completed, shut these valves.
Initiate the setting up of the monitoring and alarm system.
g) The unit is now spanned, close the flow meter regulating valve.
Illustration 2.2.2c Vapour Manifold
f) Open the amidships manifold valve to which the vapour
h) Supply clean instrument air via the quick connector and adjust

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Sample
recovery arm is connected, either GI611F, GI612F, GI613F or
the flow to 150 litres/h. Line
Butterfly
GI614F.
Valve
100mm 800mm 100mm
i) If the oxygen content reading does not stabilise at 20.8% or g) Should the tank pressure drop to 200mmWg, the low pressure
more, the sensor’s span must be adjusted by turning the SPAN Hinged alarm will sound and it will be necessary to close the vec
pot inside the sensor casing. Blind Flange manifold until loading has commenced or the flow rate is

ft
increased. Confirm with the terminal prior to closing.
j) Verify the zero and span, repeat the calibration if necessary. 400mm Nominal
Diameter
500mm
Cargo transfer operations are then carried out so that all vapour emissions are
CAUTION
The sampling test point isolating valves must be closed before a pressure
test is put on the inert gas pressure header in order to protect the
ra Drain Valve
contained within a closed system. Ensure that tank pressures, flow rates and
oxygen levels are constantly being monitored.

transmitter and sampling device. The sensitivity of the oxygen detector

Spill Tank
head deteriorates with time. It is essential that the zero level and the
D
span are checked prior to loading on each occasion.

To Load at a Shore Terminal with VEC

Prior to any cargo operations, the following vapour recovery parameters must
be established at the pre-transfer conference.
• Present vapour pressure in the cargo tanks.
• Lowest setting of the vessel’s vacuum relief valves.
• Highest setting of the vessel’s relief valves.
• The initial loading rate and the maximum flow rate of all
concurrent cargo.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 6 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.2.3 Inert Gas Operations During Loading 2.2.4 Inert Gas Operations During Discharge as set by the pressure controller, and keep the discharging cargo oil tanks at
the required pressure. It is only when once again the isolating valves are open,
that the tank pressure can be equalised and controlled by the IG pressure
Single Grade Single Grade Cargo controller.
During the loading operation, the main IG plant is shut down and the tank Part of the pre-discharge safety checks is to ensure that the IG system is set up
CAUTION
pressure is controlled via VEC manifold or the vent mast riser. If the vapour is and fully operational.
not being discharged via the VEC to the shore, the path will be similar, however Prior to the tank isolating valves being closed, it is essential to ensure
venting via the mast riser to the atmosphere. Prior to commence discharge of the cargo it is necessary to start the IG plant, that the PV valves are operating correctly. A check lever is attached to
with the deck isolating valve closed and recirculating until the oxygen level is each valve for this purpose.
Each individual IG tank isolating valve should be in the open position with the below 5%. Refer to section 1.4 for the inert gas operation.
tanks at the normal operating pressure.
When the quality of the IG is satisfactory, regulate the supply of IG to the tanks

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a) With the VEC system in operation, open the manifold arm by adjustment of the pressure controller; ie, the automatic control of the deck
connected to the vapour line. isolating valve and the capacity valves.

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Position Description Valve Start the cargo pumps and observe the pressure of the IG as the discharge rate
Open VEC manifold valve in use starboard side increases.
or
VEC manifold valve in use port side The nominal capacity of the flue gas system is 20,700m3/h, that is 125% of
cargo pump’s discharge rating, No.1, 2 and 3 IG fans each rated at 50% at
10,350m³/h. At the initial discharge period with minimum ullage space, by
b) Without the VEC system in operation, open the vent mast riser

C
ensuring a relatively high tank pressure is maintained, this should avoid the
valve.
likelihood of a vacuum developing.
Position Description Valve
Procedure to Supply Inert Gas to the Cargo Tanks during the
Open Vent mast riser valve IG15 Discharge Operation

ft
Multigrade Single Grade
The same basic principle applies to loading more than one grade with respect to
the venting arrangements. However, when loading in groups, due consideration
should be made regarding the venting of each group and vapour compatibility.
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Each individual IG tank isolating valve should be in the open position and the
spectacle flange in the open position with the tanks at the normal operating
pressure.
All the cargo tanks, including the slop tanks have 300mm diameter vent lines
connecting to the 500mm crossover lines onto the 650mm diameter IG main Position Description Valve
D
line.
Open Deck main isolating valve IG36, IG40
When loading cargoes which have incompatibility cargo vapours, then the
Adjust as required the set point for the pressure controller to maintain the
tanks not being loaded in that group can be firstly isolated from the IG main
required pressure in the cargo oil tanks. The maximum discharge rate whilst
line using the individual tank IG isolating valve. These should be carefully
using three cargo lines is 16,500m3/h.
identified and indicated on the IG mimic panel in the CCR when isolated. The
tank venting is now reliant upon the PV valve in the tank.
Multigrade Cargoes
CAUTION
Prior to the tank isolating valves being closed, it is essential to ensure Where there is more than one grade to discharge and the cargo vapours are
that the PV valves are operating correctly. A check lever is attached to compatible, the procedure is the same as for a single grade.
each valve for this purpose.
Where the cargo vapours are not compatible, then each grade will need to be
discharged separately, with the individual IG tank isolating valves closed on
the cargo tanks not being discharged. The deck isolating valves will operate

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 7 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.2.5 Minimising Inert Gas Air Pollution Pressure Difference (mmWg) Multiplying Factor
1200 0.104
Part of the pre-discharge safety checks must be to ensure that individual cargo
1300 0.112
oil tanks (COT) inert gas (IG) valves are locked open.
1400 0.119
Prior to beginning discharge, it is first necessary to start the IG plant with the
system discharging to atmosphere via a vent until oxygen is below 5%.
Example
When the quality of IG is satisfactory, regulate the supply of IG to the tanks by
adjustment of the pressure controller (ie, automatic control of the deck supply Vessel’s total cargo tank volume 343,112m3 at 98% capacity
valve and the vent valve). Inert gas pressure at start 70mbar
Start the individual cargo pumps and observe the pressure of the IG as the Inert gas pressure required on completion of 20mbar

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discharge rate increases. It is advisable to maintain the pressure of the inert gas discharge
during discharge at 600mmWg, particularly during the early stages. This will Difference in pressure 50mbar
ensure that during the period of minimum ullage space, the maximum number

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of cargo pumps can be utilised without the danger of creating a vacuum. By using the above table, a required pressure difference of 500mmWg equates
to a multiplying factor of 0.046.
Position Valve Description Valve
Locked Individual COT isolating valves and verify IG01, IG02 The vessel’s total cargo tank volume is 343,112m³. In order to reduce the
Open that all spectacle pieces have been swung to IG03, IG05 inert gas pressure by 500mmWg on completion of discharge, it is possible to
calculate at what point it is necessary to stop the inert gas system by multiplying

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the OPEN position IG06, IG07
IG10, IG11 the factor of 0.046 (for a required drop of 500mmWg) by the total of the cargo
IG12, IG24 tank volumes of 343,112m³ :
IG25, IG26
IG29, IG30 Volume of cargo remaining = 343,112m³ x 0.046
IG31, IG32 = 15,783m³

ft
IG33
Open The deck master valves OD36 Therefore, it is necessary to stop the inert gas system when around 15,783m³
of cargo remains to be discharged, in order to complete the discharge with an
ra
In order to minimise the risk of inert gas pollution into the atmosphere, it is inert gas pressure of 200mmWg.
possible to pre-calculate the time at which the inert gas system may be stopped
in order to complete discharge with a minimum inert gas pressure (around Note: The above figures give only an estimate of the required volume. Any
200mmWg) remaining within the tanks. leakage of inert gas will affect the figures. The inert gas pressure readings
should be carefully monitored to ensure that the cargo tanks do not reach a
D
Pressure Difference (mmWg) Multiplying Factor level of zero or negative pressure.
100 0.01
200 0.019
300 0.028
400 0.037
500 0.046
600 0.055
700 0.064
800 0.072
900 0.080
1000 0.088
1100 0.096

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.2 - Page 8 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.3 Loading Cargo

2.3.1 Loading Single and Multiple Grade Cargoes

2.3.2 Loading a Single Grade Cargo

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2.3.3 Loading a Two and Three Grade Cargo

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Illustrations

2.3.1a Cargo Oil System

2.3.2a Loading a Single Grade to the Cargo Wing Tanks

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2.3.3a Loading Cargo - Two Grades

2.3.3b Loading Cargo - Three Grades

ft
ra
D
Hadi Cargo Systems Operating Manual
25
Illustration 2.3.1a Cargo Oil System OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 60
Sample Point 200 700 700 L L
650 TC59 Main 700 OD351 700
TC58 TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

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200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
OD374 OD332

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125 OP294 OD326 OD320 OD314 OD308 To No.3
250 Pump 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
A 125 600 Room Bilges
700
OP283 OP242 OP241 To No.4 Cargo 700
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650

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A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT143 OT140 OT135 OT132 OT104

ft
OP255 OP252 OT152 OT147 OT127 OT124 OT119 OT116 OT106
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
50 OP212 155 OT146 138
OP274 OP270

OP266
OP262

OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248 OP244 OP311 OP310 LO
ra
OP287
OP286
LO
OP222
450

OP
221
500
OT OT
149 154
150

OT157
700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300
OT112

OT111
250
250
500

125 750 750

OP278 OP277 A Pump OP236 OP235
50 750 750 (Port) (Stbd)
650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
D
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Group - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Cargo Group - 2 Sea Water
Sea OP228 No.1 HFO Tank
OP223
Cargo Group - 3 Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Cargo Stripping Line OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 1 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.3 Loading Cargo The taking of samples from either all or a selection of tanks may be required, • Where there has been a major change in the status of the valves
and any ship’s samples must be labelled and stored correctly. and/or pumps, entry and visual checks should be made of the
2.3.1 Loading Single and Multiple Grade Cargoes pump room.
When seals are placed upon the sea chests, overboard discharge valves and
• When the bridge is manned, the duty officer is normally the
Prior to arrival at the loading port, a number of communications take place on some occasions the manifold valves, then the serial numbers should be
bridge watchkeeping officer.
between the loading terminal and the vessel. These are based on the ISGOTT recorded.
guide checklists. • Where communication is apparently lost with the personnel in
A loading plan should indicate the loading sequence, trim and stability the pump room, the duty officer is to advise the Master and chief
Particular attention should be given to: conditions, cargo loading details with contingencies for changes, the nominated officer immediately. No further entry is to be made without
tanks and deballasting procedure. For non-nominated tanks, as a precaution instructions from the Master and/or chief officer.
• Emergency shutdown procedures. against opening a valve in error, it is advisable to secure those valves on the
• Closed loading techniques. mimic panel with a temporary taped cover. Additional guidance can be found in the Company Safety and Operating
Manuals, the COSWP and the ISGOTT guide.

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• Topping-off techniques.
• Oil spill response procedures. Pump Room Security and Safety
Pre-Loading Conference

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• The manifold area and the mooring systems. The safety of cargo operations and the personnel involved is very much
dependent on a competent approach to and understanding of the hazards Prior to loading, the ship and terminal representative should discuss and agree
WARNING associated with cargo pump rooms. A carefully defined procedure for entry the loading operation. This should be based on the ISGOTT guide checklist.
The vessel shall at all times meet the minimum criteria for trim and and checking of the pump room, both during cargo operations and at any other
stability and have due regard to the fact that having a large number of time is essential. The entry procedure is to be posted in a prominent position Particular attention should be given to:
slack tanks at any one time will reduce the metacentric height (GM) due by both pump room entrance doors and included in the instructions given to • Berth restrictions regarding depth of water, manifold height and

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to an increase in the free surface effect. all personnel. The pump room gas detection system, fire detection system moorings.
and the bilge alarms are the three prime methods of continuous monitoring of
pump room integrity and safe entry requirements followed by entry and visual • Emergency procedures and alarms.
Prior to arrival at the load port, a number of checks and tests must be carried out
to verify the correct operation of the cargo hydraulic and monitoring systems. inspection by duty personnel. The following items should be included in any • Communications and contact details.
ship procedure:
• Emission restrictions and procedures with VEC.
The check lifts on each pressure vacuum valve (PV) must be operated to confirm • The correct pump room ventilation procedure should be in

ft
that the valves are free to operate on their seats before loading. The independent use, the pump room fan should be set to draw the atmosphere • Confirm loading arms and manifold arrangement, grades,
overfill alarm units should be tested and proved fully operational. from the bottom of the pump room venting to atmosphere, thus temperatures and densities (API).
creating an inflow though the main doors. The low fan suction • Grade segregation required.
All of the tanks should have an oxygen content below 8%. The inert gas valves
should be properly aligned for the loading operation and the vapour recovery
system prepared as necessary. Tests carried out should be logged and comments
ra •
should be in use.
Prior to entry, check that there are no alarms on the pump room
• Initial, maximum and topping-off flow rates and notice period
to reduce the rate.
gas detection system and that the oxygen reading is 21% and the
made as applicable. • Ship survey and sampling before, during and after loading.
LEL 0%.
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• Line displacement, ship or shore stop and loading quantities.
After planning the stability, taking into consideration the maximum permissible • The duty deck officer is to note the readings from the gas
draught, bunkers, water and extras, the loading of a single grade homogeneous detection system panel in the Cargo Log Book and advise the • Line draining and manifold disconnection procedure.
cargo can be relatively straightforward. personnel who are to enter the findings. • All matters regarding ship safety and security, with due regard
• Test radio communication between the duty deck officer and the to pollution prevention.
During the loading operation, the observed temperature and the density should personnel who are making the pump room entry.
be compared to the original given values and any difference noted and the
values adjusted for the cargo calculations. During loading, the automated • The duty officer is to note the names of personnel entering the
readout of the ullages and temperatures should be compared with the manual pump room, their time of entry and to agree a communication
(UTI) device, corrected for trim and instrument corrections and a comparison schedule.
made with the computer readouts. • The duty officer is to regularly communicate with personnel
while they are inside the pump room at the agreed time
Observation of the draught marks whenever possible should be undertaken and intervals.
a comparison made with the calculated and the gauge readings, allowing for
any trim corrections. Any hog or sag and differences can be noted. • The pump room should be entered and visually checked on an
hourly basis throughout the cargo operation.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 2 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.3.2a Loading a Single Grade to the Cargo Wing Tanks OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 60
Sample Point 200 700 700 L L
650 TC59 Main 700 OD351 700
TC58 TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 200 L L 339
Eductors

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OP300 OP296 OD377 OD375 OD333 OD331
40
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
OD326 OD320 OD314 OD308 To No.3

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250 Pump 300 OP294
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port)

C
80 No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
OP255 OP252
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
150
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310 LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
500
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

OP278 OP277 A Pump OP236 OP235

50 750 750 (Port) (Stbd)
650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
500
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil 125 OT109 OT
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650 OT
700 750 OT153 OT145 OT136 OT120 OT110 OT108
101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Key OP225 OP309 250
450
Cargo Grade - 1 Hydraulic Oil OP202 OP201
Sea OP228 No.1 HFO Tank
OP223
Sea Water Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Inert Gas OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 3 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.3.2 Loading a Single Grade Cargo prove advantageous. Trimming tanks are filled to pre-planned ullages and then b) Create an appropriate stagger for controlled topping-off and
shut. They are brought to their final ullage towards the end of loading, at a bleed-off into the centre tanks.
When preparing the system to load cargo, it is important to ensure that all reduced loading rate. It is always advisable to complete loading in a slack tank
cargo valves are in the closed position prior to the setting of the cargo lines. It in order to reduce the risk of a carry-over of cargo to the inert gas main. c) Top-off the wing tanks, ensuring sufficient centre tanks are open
is important to check the pump room throughout the loading operation. before closing off the wing tanks.
Deballasting is to be started in accordance with the loading plan, which is
a) Ensure that all of the tank isolating valves to the inert gas (IG) generally after bulk loading is under way. Consideration should be made to Position Description Valve
line are open and that all spectacle pieces are swung to the open ensure adequate stern trim is maintained during the ballast tank stripping. Refer
Close Slop tank cargo valves OT151, OT152
position and the tank hatches are securely closed. to Section 2.7.1 Ballasting of this manual.
Open No.5 centre COT suction valve OT153
b) Check that the ig deck isolating valve is closed. Close No.5 wings COT suction valves OT139, OT140
Loading a Single Grade Cargo
Close No.4 wings COT suction valves OT131, OT132
c) Ensure that all overboard valves are in the closed/locked and This load plan is for a single grade cargo, port side manifolds and has all Open No.4 centre COT suction valve OT136

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sealed position and that the blind flanges are in place. These bottom cargo tank lines common. All the cargo wing tanks and both slop tanks
are loaded simultaneously for a maximum loading rate, providing stability Close No.3 wings COT suction valves OT131, OT132
may be sealed at the load port by shore personnel.
and trim criteria can be met during the loading and deballasting operation. Close No.2 wings COT suction valves OT115, OT116

op
d) Ensure that all unused manifold valves are blanked and shut. All Thereafter, all the centre tanks are loaded simultaneously. If such acceptable Open No.3 centre COT suction valve OT128
manifolds may be sealed after loading by shore personnel. criteria cannot be met, consider reducing the number of tanks open at any one Close No.1 wings COT suction valves OT103, OT104
time, or loading can follow the illustrated multigrade load. Open No.2 centre COT suction valve OT120
e) The main vent mast riser manual valve will need constant Open No.1 centre COT suction valve OT110
adjustment during loading. The pressure regulating valve is in Position Description Valve
operation during loading. Refer to Section 2.2.2 for loading with Close Deck main IG isolating valves IG36, IG40 d) Continue loading into the centre tanks, then shut the required

C
Vapour Emission Control (VEC). As required Adjust manually the mast riser valve IG15 trimming tanks at a suitable ullage, adjusting the loading rate as
Open No.1/2/3 cargo line drop valves OD331, OD332 required.
f) Open the cargo line drop valves to the bottom lines. OD333
Open No.1/2 line crossover valves OT101, OT102 e) Top-off the centre tanks and finish on the trimming tanks.
g) Open the manifold valves to which the loading arms are
Open No.1/3 line crossover valves OT113, OT114

ft
connected. f) On completion of the cargo loading, leave the final finishing
Open No.2/3 line crossover valves OT108, OT109 tank open to drain down the lines. Manifold drain down is
h) Commence loading cargo at the agreed slow rate into one tank. Open
ra No.5 port wing COT suction valve OT140 accomplished via drains into No.4 cargo wing tanks. Be advised
When cargo is confirmed as coming into the selected tank, other As required No.1/2/3/4 manifold port valves OD312, OD318 by the port procedure regarding hose draining.
tank valves may be opened as required and the loading rate OD324, OD330
increased to the agreed figure. g) Agree the ship/shore figures and disconnect the loading arms,
a) Commence loading at the agreed slow rate until the initial safety ensuring that the manifolds are shut and the drain valves have
i) Create an appropriate stagger for controlled topping-off and and integrity checks are completed and cargo is being received cleared the connections.
D
reduce the loading rate in ample time. The small slop tanks may into the first cargo tank, then open all tanks in the loading plan
fill well ahead of the other cargo tanks. and slowly increase to the agreed full loading rate. h) Ensure the tank pressure is kept at an acceptable level for the
tank survey and for safety, closing the mast riser valve when
j) Ensure the ballast operations are completed in advance of the Position Description Valve required. Climatic conditions may dictate leaving all main
final topping-off. cargo lines open into the last loaded tank, to allow for thermal
Open No.5 starboard wing COT suction valve OT139
expansion, until it can be established that this is no longer
Open No.1 wings COT suction valves OT103, OT104 required.
Note: It is important to note that in order to prevent any slops passing into
adjacent tanks when loading into the slop tanks which already contain slops, Open No.2 wings COT suction valves OT115, OT116
then do not load into the slop tanks until the cargo tanks are at a slightly Open No.3 wings COT suction valves OT123, OT124 i) Record all operations in the Port Deck Log Book and record
higher ullage than the slop tanks. This vessel would normally carry slops in Open No.4 wings COT suction valves OT131, OT132 details in the official Oil Record Book as required for the cargo
the port slop tank. Open Slop tank cargo valves OT151, OT152 loaded.
(dependent upon slop ullage)
The trimming tanks are the slack cargo oil tanks (COTs) resulting from trim, Note: No.4 manifold is always common with No.3 line and manifold.
draught or nominated cargo restrictions. These are normally cargo centre tanks.
Using centre tanks No.1 and No.3 for final trim and draught requirements may

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 4 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.3.3a Loading Cargo - Two Grades OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 L L
Sample Point 200 700
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow Tank Cleaning L L L OD306 OD305
OP307 350 Flow Meter
Tank (Port) Meter A OP291 Heater 700 700
Upper Deck OD378 OP297
400 OD335 65
300
A OD379 700 OD304 OD303 L L
OP302
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
OP300 OP296 OD377 OD375 OD333 OD331
40
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235
LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157
700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Key OP225 OP309 250
450
Cargo Grade - 1 Hydraulic Oil OP202 OP201
Sea OP228
OP223
Cargo Grade - 2 Sea Water Chest No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Inert Gas OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 5 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.3.3 Loading A Two And Three Grade Cargo Note: It is important to note that in order to prevent any slops passing into It is assumed in this scenario that the first grade to start is connected to No.3
adjacent tanks when loading into the slop tanks, which already contain slops and No.4 port side manifold connections, using cargo line No.3.
After planning the stability, taking into consideration the maximum permissible ,then do not load into the these tanks until the cargo tanks are at a slightly
draught, bunkers, water and extras, the procedure to load a multigrade crude oil higher ullage than the slop tanks. This vessel would normally carry slops in
cargo is very similar to that for a single grade, the worst case scenario being Grade Two (No.3 line)
the port tank.
that three grades are to be loaded whilst maintaining a two valve separation.
j) Ensure no cargo is entering the segregated tanks in the other Tanks: No.2/4 Wing Tanks and the Port Slop Tank
The following load plan assumes that the vapours from each grade are compatible
groups.
with the other grades being loaded, and thus can be loaded concurrently. If this Position Description Valve
is not the case, loading sequentially is necessary and then the smallest number Close Deck main IG isolating valves IG36, IG40
k) Open the manifold for the following grade and relevant tank.
of non-compatible vapour tanks should be isolated by shutting the valve to the As required Adjust manually the mast riser valve IG15
IG line and loading with these tanks venting via the PV valve.
l) Commence this next grade at the agreed slow rate into one tank. Open No.3 cargo line drop valve OD333
When cargo is confirmed as coming into the selected tank, other

y
When preparing the system to load cargo, it is important to ensure that all cargo Open No.4 port wing COT suction valve OT132
tank valves may be opened as required for that grade and the As required No.3/4 manifold port valves OD324, OD330
valves are in the closed position prior to setting the cargo lines.
loading rate increased to the agreed figure.

op
a) Ensure all the tank isolating valves to the IG line are open and a) Commence loading at the agreed slow rate until the initial safety
m) Repeat the above procedure if loading a third grade. and integrity checks are completed and cargo is being received
that all spectacle pieces are swung to the open position and the
tank hatches are securely closed. into the first cargo tank, then open all tanks as required in that
n) Create an appropriate stagger for controlled topping-off and group. When cargo is confirmed to be coming into the selected
reduce the loading rate in ample time. The small slop tanks may tanks, the loading rate may be slowly increased to the agreed
b) Check that the IG deck isolating valve is closed.
fill well ahead of the other cargo tanks. rate.

C
c) Set the cargo lines ensuring that the required valve segregation
o) Confirm that the correct grade loading rate has been reduced as
is observed. Double check the line settings prior to commencing Position Description Valve
required.
cargo operations. On the mimic panel, cover the cargo segregating Open No.4 starboard wing COT suction valve OT131
valves to avoid accidental opening.
p) Ensure the ballast operations are completed in advance of the Open No.2 wings COT suction valves OT115, OT116
final topping-off. Open Port slop tank cargo valve OT152

ft
d) Ensure that all overboard valves are in the closed/locked and
sealed position and that the spectacle pieces are swung and (dependent upon slop ullage)
q) Continue to monitor all the tanks during topping-off, reducing
closed in the closed position. These may be sealed at the load
the loading rate of the other grade if necessary. b) Ensure no cargo is entering the segregated tanks in the other
port by shore personnel.

e) Ensure that all unused manifold valves are blanked and shut. All
ra
Loading a Two Grade Cargo Concurrently c)
groups.

Create an appropriate stagger for controlled topping-off and

manifolds may be sealed after loading by shore personnel.
reduce the loading rate in ample time.
Assuming that a two valve separation is required to be maintained between the
D
f) The main vent mast riser manual valve will need constant grades, it is necessary to load using a combination of the loading tank groups.
adjustment during loading. The pressure regulating valve is in d) Top-off the tanks, ensuring that the correct grade has stopped.
This could be No.1 group for the first grade and No.2 and 3 groups for the
operation during loading. Refer to Section 2.2.2 for loading with Clear and precise instructions should be passed to the shore
second grade. Any combination of the tank groups can be used subject to the
Vapour Emission Control (VEC). operators.
quantities required, the stress and stability requirements. Crude oil washing
(COW) considerations must be taken into account when planning the load
g) Open the cargo line drop valves to the bottom lines. e) Close the manifold valves and tank valves for this grade.
sequence, particularly with regards to the use of the slop tanks.
Monitor these tanks whilst loading the other grade.
h) Open the manifold valves to which the loading arms are This load plan is for a two grade cargo load, grade one (1) into number 1 and
connected for the first grade. two groups and grade two (2) into number 3 group. Concurrent loading of each
grade is carried out in this example, providing stability and trim criteria can be
i) Commence loading cargo at the agreed slow rate into one tank. met during the loading and deballasting operation. If such acceptable criteria
When cargo is confirmed as coming into the selected tank, other cannot be met, consider reducing the number of tanks open at any one time; or
tank valves may be opened as required for that grade and the loading individual grades sequentially. It is therefore assumed that two grades
loading rate increased to the agreed figure. are being loaded concurrently, commencing with loading the smaller grade.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 6 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.3.3b Loading Cargo - Three Grades OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 L L
Sample Point 200 700
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow Tank Cleaning L L L OD306 OD305
OP307 350 Flow Meter
Tank (Port) Meter A OP291 Heater 700 700
Upper Deck OD378 OP297
400 OD335 65
300
A OD379 700 OD304 OD303 L L
OP302
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
OP300 OP296 OD377 OD375 OD333 OD331
40
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
OP294 OD326 OD320 OD314 OD308 To No.3

op
250 Pump 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235
LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157
700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Key OP225 OP309 250
450
Cargo Grade - 1 Hydraulic Oil OP202 OP201
Sea OP228
OP223
Cargo Grade - 2 Sea Water Chest No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Cargo Grade - 3 Inert Gas OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 7 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Grade One (No.1 and No.2 lines) f) On completion of the cargo loading, leave the final finishing Grade Two - Group Two (No.2 line)
tank open to drain down the lines. Manifold drain down is
accomplished via drains into No.4 cargo wing tanks. Be advised
Tanks: All Centre Tanks, No.1/3/5 Wing Tanks and Starboard Slop Tank by the port procedure regarding hose draining. Tanks: No.3 Centre Tank, No.1/5 Wing Tanks and Starboard Slop Tank
Position Description Valve Position Description Valve
g) Agree the ship/shore figures and disconnect the loading arms,
Open No.1/2 cargo line drop valves OD331, OD332 Open No.2 cargo line drop valve OD332
ensuring that the manifolds are shut and the drain valves have
Open No.1/2 line crossover valves OT101, OT102T cleared the connections. Open No.5 wings COT suction valves OT139, OT40
Open No.5 port wing COT suction valve OT140 Open No.1 wings COT suction valves OT103, OT104
As required No.1/2 manifold port valves OD312, OD318 h) Ensure the tank pressure is kept at an acceptable level for the Open No.3 centre COT suction valve OT128
tank survey and for safety, closing the mast riser valve when Open Starboard slop tank cargo valve OT151
a) Commence loading at the agreed slow rate until the initial safety required. Climatic conditions may dictate leaving all main cargo As required No.2 manifold port valve OD318
and integrity checks are completed and cargo is being received lines open into the last loaded tank only, to allow for thermal

y
into the first cargo tank, then open all tanks as required in that expansion, until it can be established that this is no longer
group. When cargo is confirmed to be coming into the selected required. Grade Three - Group Three (No.3 line)
tanks, the loading rate may be slowly increased to the agreed

op
rate. i) Record all operations in the Port Deck Log Book and record
Tanks: No.2/4 Wing Tanks and the Port Slop Tank
details in the official Oil Record Book as required for the cargo
Position Description Valve loaded. Position Description Valve
Open No.5 starboard wing COT suction valve OT139 Open No.3 cargo line drop valve OD333
The above illustrated load procedure shows the optimum manifold connections
Open No.1 wings COT suction valves OT103, OT104 Open No.2 wings COT suction valves OT115, OT116
in use. Sometimes the vessel may not be presented with all four manifold

C
Open No.3 wings COT suction valves OT123, OT124 connections, and in such cases the pipeline configuration can be adjusted to Open No.4 wings COT suction valves OT131, OT132
Open Starboard slop tank cargo valve OT151 ensure that two valve segregation can be maintained, but still maximising the Open Port slop tank cargo valve OT152
use of the cargo lines. The final line set-up will depend upon a various range As required No.3/4 manifold port valves OD324, OD330
b) Create an appropriate stagger for controlled topping-off and of circumstances and criteria, but the options available for the second grade
bleed-off into the centre tanks. are to common the deck lines at the manifold crossover valves, adjacent to the

ft
manifolds.
c) Top-off the wing tanks, ensuring sufficient centre tanks are open
before closing off the wing tanks.
Loading a Three Grade Cargo Concurrently
Position
Close
Description
Starboard slop tank cargo valves
Valve
OT151
ra
Loading three grades will require the loading to be conducted into the ship’s
configured tank grouping. Loading will be carried out in a similar manner as
Open No.5 centre COT suction valve OT153 shown for the previous examples.
Close No.5 wings COT suction valves OT139, OT40
D
Close No.3 wings COT suction valves OT123, OT124 Grade One - Group One (No.1 line)
Open No.4 centre COT suction valve OT136
Close No.1 wings COT suction valves OT103, OT104 Tanks: No.1/2/4/5 Centre Tanks, No.3 Wings Tanks
Open No.3 centre COT suction valve OT128
Open No.2 centre COT suction valve OT120 Position Description Valve
Open No.1 centre COT suction valve OT110 Open No.1 cargo line drop valve OD331
Open No.3 wings COT suction valves OT123, OT124
d) Continue loading into the centre tanks, then shut the required Open No.1 centre COT suction valve OT110
trimming tanks at a suitable ullage, adjusting the loading rate as Open No.2 centre COT suction valve OT120
required. Open No.4 centre COT suction valve OT136
Open No.5 centre COT suction valve OT153
e) Top-off the centre tanks and finally finish on the trimming
tanks. As required No.1 manifold port valve OD312

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.3 - Page 8 of 8
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.4 Discharging Cargo

2.4.1 Full Discharge

2.4.2 Line Draining Via the MARPOL Line

y
2.4.3 Full Discharge of a Single Grade Cargo with Crude Oil Washing

op
Illustrations

2.4.1a Cargo Oil System

2.4.1b Discharging a Single Grade from the Cargo Wing Tanks

C
2.4.1c Discharging a Single Grade from the Cargo Centre Tanks

2.4.2a Line Draining via the MARPOL Line

2.4.3a Initial Discharge

ft
2.4.3b COW No.2 Port Wing Tank and Port Slop Tank
ra
2.4.3c Final Discharge
D
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.1a Cargo Oil System OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 60 L L
Sample Point 200 700
700 700
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
A 125 600 Room Bilges
700
OP283 OP242 OP241 To No.4 Cargo 700
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235
LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Group - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Cargo Group - 2 Sea Water
Sea OP228 No.1 HFO Tank
OP223
Cargo Group - 3 Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
Cargo Stripping Line OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 1 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.4 Discharging Cargo Close co-operation between the vessel’s staff and the installation personnel • The duty officer is to regularly communicate with personnel
should be maintained, as the latter alone can assess the local conditions and while they are inside the pump room at the agreed time
Prior to arrival at the discharge port, a number of communications take place determine when a reduction in the pumping rate is necessary. intervals.
between the receiving terminal and the vessel. These are centred around • The pump room should be entered and visually checked on an
the ISGOTT guide check lists and are summarised in the Company Marine The maximum rate of discharge will normally be determined by the ability of
hourly basis throughout the cargo operation.
Operations Manual section on Cargo Operations. the shore to receive cargo, but occasionally by the pumping capacity of the ship
especially during crude oil washing operations. In either case, it is the duty of • Where there has been a major change in the status of the valves
Particular attention should be given to: the vessel’s staff to see that the maximum rate is maintained throughout the and or pumps, entry and visual checks should be made of the
entire discharge operation. pump room.
• Emergency shutdown procedures.
• When the bridge is manned, the duty officer is normally the
• Crude oil washing pre-arrival checks. ISGOTT should be referred to for safety checks before and at the commencement bridge watchkeeping officer.
of cargo operations.
• Manning levels for various procedures. • Where communication is apparently lost with the personnel in

y
• Oil spill response procedures. Records of all operations undertaken at the discharge port should be recorded the pump room, the duty officer is to advise the Master and chief
in the Port Deck Log Book, and the correct entries for the official Oil Record officer immediately. No further entry is to be made without
• The manifold area. instructions from the Master and or chief officer.
Book.

op
• The mooring systems.
Additional guidance can be found in the Company Safety and Operating
The discharge of all cargo must be carried out in close co-operation with the Pump Room Security and Safety Manuals, the COSWP, and the ISGOTT guide.
installation representative who can give advice upon segregation and achieving
the desired discharge rate. The safety of cargo operations and the personnel involved is very much
dependent on a competent approach to and understanding of the hazards Pre-Discharging Conference

C
At all times, cargo operations should be conducted in accordance with the associated with cargo pump rooms. A carefully defined procedure for entry
agreed ship/shore checklist, ISGOTT and the chief officer’s instructions. and checking of the pump room both during cargo operations and at any other Prior to discharging, the ship and terminal representative should discuss and
time is essential. The entry procedure is to be posted in a prominent position agree the discharge operation. This should be based on the ISGOTT guide
The discharge plan should give details of the intended discharge sequence, the by both pump room entrance doors and included in the instructions given to checklist.
tanks which may be required to be crude oil washed, the ballasting requirements all personnel. The pump room gas detection system, fire detection system
and illustrate the expected time schedule for each operation. The purpose of the and the bilge alarms are the three prime methods of continuous monitoring of Particular attention should be given to:

ft
discharge plan is also to provide all watchkeeping officers with full details of pump room integrity and safe entry requirements, followed by entry and visual • Berth restrictions regarding depth of water, manifold height and
the cargo to be discharged at the port. Each watchkeeping officer must study inspection by duty personnel. The following items should be included in any moorings.
and when understood, sign the plan to acknowledge that they are fully aware ship procedure:
of the cargo handling operation.

Immediately on arrival, ullage, temperatures and water dips must be taken of

ra • The correct pump room ventilation procedure should be in
use, the pump room fan should be set to draw the atmosphere
from the bottom of the pump room venting to atmosphere, thus
•
•
Emergency procedures and alarms.
Communications and contact details.
• Confirm discharge arms and manifold arrangement, grades,
each tank and the results should be entered into the appropriate fields on the creating an inflow though the main doors. The low fan suction temperatures and densities.
load computer and the appropriate forms and documents. Only those valves should be in use.
D
required for the discharge operation should be open and those not required • Grade discharge sequence required.
should be proved positively, as far as the system will allow, to be shut. • Prior to entry, check that there are no alarms on the pump room
gas detection system and that the oxygen reading is 21% and the • Crude oil washing plans and shore approval.

Many shore installations use a common line for both loading and discharging lower flammable limit (LFL) reading is zero (indicated as LEL • Initial, maximum discharge rates and notice period to reduce the
and may not be fitted with a non-return valve. It is essential therefore, that the 0%). rate with maximum manifold pressure details.
manifold valves remain shut until the shore is ready to receive cargo and the • The duty deck officer is to record the readings from the gas • Ship survey and sampling before, during and after discharging.
cargo pumps are in the process of being started. detection system panel in the Cargo Log Book and inform the
• Line displacement, ship or shore stop and discharge quantities.
personnel who are to enter the pump room the readings.
Tanks not being used must be checked regularly to ensure that the ullage in • Line draining and manifold disconnection procedure.
• Test radio communication between the duty deck officer and the
those tanks remains the same. It is essential, for an efficient discharge in the
personnel who are making the pump room entry. • All matters regarding ship safety and security, with due regard
shortest time, that the pumps are run at their designed speed when the line
to pollution prevention.
pressure restrictions permit. • The duty officer is to record the names of personnel entering,
time of entry and to agree a communication schedule.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 2 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.1b Discharging a Single Grade from the Cargo Wing Tanks OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Grade - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 3 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.4.1 Full Discharge k) When the cargo pumps and pressures are balanced, debottom all Position Description Valve
tanks by one metre.
Open Deck main IG isolating valves IG36, IG40
The following factors are to be considered prior to a full discharge: Open No.1 wings COT suction valves OT103, OT104
l) Increase to full speed discharge as per the discharge plan and in
• Maximum available draught at the berth. agreement with the shore installation. Open No.1/2 line crossover valves OT101, OT102
• Maximum allowable freeboard on the berth. Open No.1/3 line crossover valves OT113, OT114
m) When the cargo pumps and pressures are balanced, debottom all Open No.2/3 line crossover valves OT108, OT109
• Grade segregation, if carrying multiple grades. tanks by one metre in preparation for crude oil washing (COW).
Open No.1/2/3 line pump room bulkhead master OP206, OP209
• Crude oil washing requirements. If it is intended that the slop tanks are to be used for crude oil valves OP211
washing when load on top (LOT) has been undertaken at the
• Heavy weather ballast requirements. Open No.1/2/3 COP suction valves OP229, OP230
load port, then they should be discharged and refilled with fresh
• Maintenance of satisfactory trim and stress. OP231
‘dry’ crude oil.
Open No.1/2/3 deck line block valves OD334, OD335

y
• Ballasting operations. OD336
n) The COW can be started as required when the selected tanks
reach 0.5m or less (except the slop tanks, which must be As required No.1/2/3/4 manifold port valves OD312, OD318
When preparing the system to discharge cargo, it is important that all valves are
empty). OD324, OD330

op
in the closed position prior to setting the lines for discharge and all tank inert
gas connections are set up as required. In the following, all the wing tanks and
slop tanks are discharged first, followed by the centre tanks. Note: During tank stripping, it may be necessary to reduce the speed of the a) Start No.1 COP and run at minimum speed, watching the back-
other cargo pumps, thereby reducing the back-pressure and improving the pressures carefully. Ensure that the AUS discharge valve is set
a) All tank cleaning valves are to be closed. stripping performance. to manual and is opened.

o) The crossover valves between the cargo lines in the pump room b) Check all deck and pump room lines and ensure that there is

C
b) Ensure that all overboard valves are closed and sealed and any
spool pieces are removed. can be opened to optimise COP performance, but care must flow at the manifold,
be exercised. Top lines are normally kept isolated to improve
c) The ballast crossover line to the bottom cargo line is normally draining performance. c) Open additional cargo tanks.
kept closed. The spool piece between the cargo oil and ballast
systems must be removed and the lines blanked. p) When a cargo oil tank reaches a sounding of approximately Position Description Valve

ft
1.0m, the vacuum pump system can be started and the automatic Open No.2 wings COT suction valves OT115, OT116
d) The cargo pumping system and the inert gas (ig) plant is to be stripping system activated.
Open No.3 wings COT suction valves OT131, OT132
prepared for operation.

e) Open the main lines from the cargo oil tanks (COTs) to the main
cargo pumps and then up to the manifolds.
ra q) It may prove more efficient to dedicate one COP for stripping
all the wing tanks, whilst the two remaining COPs discharge
the remaining bulk cargo from the centre tanks. However,
Open
Open
Open
No.4 wings COT suction valves
No.5 wings COT suction valves
Slop tank cargo valves
OT123, OT124
OT139, OT140
OT151, OT152
excessive back pressure at the manifold may prove this method
f) Start the ig plant. unproductive.
d) Start No.2 and 3 COP and run at minimum speed, watching the
D
r) Isolate one COP to the stripping line to strip all tanks ashore. back-pressures carefully. Ensure that the AUS discharge valve is
g) Open one set of COTs to each cargo oil pump (COP), or if set to manual and is opened.
common, sufficient to provide a positive head for the COPs.
s) Upon completion of discharge, the cargo lines must be drained
to the shore tanks. e) When the cargo pumps and pressures are balanced, debottom all
h) Prime the pump casing and the fill the separator tanks. tanks by one metre.

i) Open the manifold valves that are connected to the discharge t) Ensure the ballast operations are completed close to the final
cargo stripping, allowing for time to correct the list for cargo f) Increase to full speed discharge as per the discharge plan and in
arms. agreement with the shore installation.
tank survey and for the sailing draught.
j) Start each COP and run at minimum speed, watching the back- g) When a cargo oil tank reaches a sounding of approximately
pressures carefully. Ensure that the AUS discharge valve is set to Ballasting is to be started in accordance with the chief officer’s discharge plan,
which is generally after bulk discharge is under way. The bulk of the ballasting 1.0m, the vacuum pump system can be started and the automatic
manual and is opened. Use the COP discharge valves to control stripping system activated, closing the crossover valves and thus
the pressures at the COP and manifold. shall be completed prior to completing the cargo discharge, with only final
adjustments to be made to the ballast tanks to achieve the sailing draught, trim isolating the lines.
and any list corrected.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 4 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.1c Discharging a Single Grade from the Cargo Centre Tanks OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow Tank Cleaning L L L OD306 OD305
OP307 350 Flow Meter
Tank (Port) Meter A OP291 Heater 700 700
Upper Deck OD378 OP297
400 OD335 65
300
A OD379 700 OD304 OD303 L L
OP302
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Grade - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 5 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
h) As the tanks are stripped out, the cargo pump can be directed to
the centre tanks. A low flow rate may be necessary whilst the
remaining stripping is under way.

Position Description Valve

Close No.1/2 line crossover valves OT101, OT102
Close No.1/3 line crossover valves OT113, OT114
Close No.2/3 line crossover valves OT108, OT109
Close No.1 wings COT suction valves OT103, OT104
Close No.2 wings COT suction valves OT115, OT116
Close No.3 wings COT suction valves OT131, OT132

y
Close No.4 wings COT suction valves OT123, OT124
Close No.5 wings COT suction valves OT139, OT140

op
Close Slop tank cargo valves OT151, OT152
Open No.1 centre COT suction valve OT110
Open No.2 centre COT suction valve OT120
Open No.3 centre COT suction valve OT128
Open No.4 centre COT suction valve OT136

C
Open No.5 centre COT suction valve OT153
Open No.1/2 line crossover valves OT101, OT102
Open No.1/3 line crossover valves OT113, OT114
Open No.2/3 line crossover valves OT108, OT109

ft
i) Increase to full speed discharge as per the discharge plan and in
agreement with the shore installation. ra
j) When a cargo oil tank reaches a sounding of approximately
1.0m, the vacuum pump system can be started and the automatic
stripping system activated.
D
k) Isolate No.3 COP to take suction via the stripping line and strip
out all the tanks in sequence, closing the crossover valves and
thus isolating the lines.

l) Stop No.2 COP as No.3 centre is completed.

m) Upon completion of discharge, the cargo lines must be drained

to the shore tanks.

n) Complete the ballasting operation.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 6 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.2a Line Draining via the MARPOL Line OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 60
Sample Point 200
700 700 700 L L
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Grade - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 7 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.4.2 Line Draining via the MARPOL Line Position Description Valve
Open No.1/2/3 manifold crossover valves OD301, OD302
Cargo tanks, lines and pumps must be drained as far as possible in order
OD303, OD304
to achieve the maximum out-turn figures and to aid gas freeing. In order to
OD305, OD306
facilitate draining, build-up of scale and sediment must be kept to a minimum.
On completion of discharge, all lines, both top and bottom, must be drained to As required Main line vacuum valves OD339, OD338
the shore terminal. The stripping drain line (MARPOL) terminating outboard
of the manifold valve should be used for this purpose. b) Start the stripping pump and observe the vacuum on the line.
Listen to the flow at the manifold. Open the vacuum breaking
valves as required.
Procedure for Line Draining
c) Drain the separators and the COPs.
Emptying all the cargo lines can be achieved by draining all lines with the

y
stripping pump and pumping the drainings ashore via the MARPOL line.
Position Description Valve
During draining of the lines, the vacuum in the cargo lines must be broken via
vacuum breaker valves. Open Stripping pump COP suction valve OP298

op
Open No.1/2/3 COP discharge line drain valves OP264, OP265
The following is an example of when the main cargo lines and the stripping line OP266
has been used. Assume all valves are closed after discharge. Open No.1/2/3 COP casing drain valves OP256, OP257
OP258
a) Set the cargo valves as follows to drain the pumps and cargo Open No.1/2/3 COP separator drain valves OP246, OP247
lines. OP248

C
Position Description Valve d) On completion of line draining, close all valves starting with
Open No.1/2 line crossover valves OT101, OT102 those furthest from the pump.
Open No.1/3 line crossover valves OT113, OT114
e) Stop the stripping pump, close all valves and agree ship/shore
Open No.2/3 line crossover valves OT108, OT109

ft
figures.
Open No.1/2/3 cargo line drop valves OD331, OD332
OD333 Note: If the eductors have been used, these sections must also be stripped
Open No.1/2/3 deck line block valves OD334, OD335 dry, plus any other sections which may have also been used.

Open
OD336
No.1/2/3 line pump room bulkhead master OP206, OP209
ra
valves OP211
Open No.1/2/3 COP suction valves OP229, OP230
D
OP231
Open No.1 COP stripping line crossover valves OP217, OP218
Open No.2 COP stripping line crossover valves OP219, OP220
Open No.3 COP stripping line crossover valves OP221, OP222
Open No.1/2/3 COP discharge valves OP272, OP273
OP274
Open No.1/2/3 COP AUS discharge valves OP268, OP269
OP270
Open Stripping pump suction valve OP293
Open Stripping pump MARPOL discharge OP307
valve
Open No.1 manifold MARPOL drain valves OD309, OD310

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 8 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.3a Initial Discharge OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Grade - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 9 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.4.3 Full Discharge of a Single Grade Cargo When preparing the system to discharge cargo, it is important that all valves Position Description Valve
with Crude Oil Washing are in the closed position prior to setting the lines for discharge and all tank ig
Open No.4 wings COT suction valves OT123, OT124
connections are set up as required.
Open Port slop tank suction valve OT152
COW of No.2 Wing Tanks, the Port Slop Tank and No.1 Centre Open No.3 centre COT suction valve OT128
Initial Discharge Procedure
Tank Open No.1/2 line crossover valves OT101, OT102
a) The inert gas system should be prepared for discharge, and
Open No.5 centre COT suction valve OT153
The following procedure is a guide to discharging a full cargo and simultaneously the cargo pumps should be warmed through. All tank survey
operations must be completed prior to opening cargo lines. Set Open Starboard slop tank suction valve OT151
crude oil washing the selected cargo oil tanks. After the tanks to be washed are
discharged ashore, they are then given a complete cleaning pattern. up the cargo system and tanks ready to commence the discharge
of the cargo. g) Isolate No.3 COP onto the wings and strip out with the AUS
The crude oil washing (COW) operation uses the tank cleaning pump in this system in operation. Similarly isolate No.2 COP onto the port
procedure as the drive pump for the crude oil washing (COW) and one eductor slop tank and strip out with the AUS system in operation.
Position Description Valve

y
with suction along the stripping line, taking supply from No.5 centre tank via Open Deck main IG isolating valves IG36, IG40
the pump room direct suction, with the tank washings being discharged into Position Description Valve
Open No.2 wings COT suction valves OT115, OT116
the starboard slop tank. Open Port slop tank direct pump room suction OP213, OP214

op
Open No.3 line pump room bulkhead master OP211 valves
In this open cycle washing method ‘dry’ crude is used throughout with a valve
Open No.2 line eductor suction valves OP219, OP220
minimum impact on the discharge rate, keeping the discharge at an optimum Open No.3 COP suction valve OP231
Open No.2 COP suction valve OP230
pumping rate ashore. Open No.3 COP bottom crossover valves OP237, OP238
Close No.2 COP bottom crossover valves OP235, OP236
Open No.2 COP bottom crossover valves OP235, OP236
Initially No.2 and 3 COP are common via the bottom crossover to take suction Close No.3 COP bottom crossover valves OP237, OP238

C
Open No.1 centre COT suction valve OT110
from No.2 and 4 wing tanks and the port slop tank. When these tanks are close Close Port slop tank suction valves OT152
to stripping, No.2 COP can be isolated onto the port slop tank via the direct Open No.1 line pump room bulkhead master OP206
pump room line and can then be stripped out whilst No.3 COP continues on valve h) Common No.2 and No.3 COP onto No.2 line.
the wing tanks. Open No.1 COP suction valve OP229
Open No.1/2/3 deck line block valves OD334, OD335 Position Description Valve
During this operation, No.1 COP is discharging No.1 and 5 centre tanks, plus

ft
OD336 Close Port slop tank direct pump room suction OP213, OP214
No.3 centre tank and the starboard slop tank via the forward crossover lines
valves
connecting No.2 and 3 lines. b) When the shore terminal confirm they are ready to receive Close No.2 line eductor suction valves OP219, OP220
When the first group of wing tanks are stripped, No.2 and 3 COP are transferred
to discharge No.1 and 5 wing tanks, No.3 centre tank and the starboard slop
tank, closing the forward crossover valves isolating No.1 COP onto No.1 and
ra cargo, the vessel can open the manifold valves connected to the
shore line and commence discharge. Open

Close
No.2 line pump room bulkhead master
valve
No.2 wings COT suction valves
OP209

OT115, OT116
5 centre tanks. Position Description Valve
Close No.4 wings COT suction valves OT123, OT124
As required No.1/2/3/4 manifold port valves OD312, OD318
D
OD324, OD330 Open No.1 wings COT suction valves OT103, OT104
The COW operation washes No.2 port wing tank and the port slop tank, then
No.2 starboard wing tank. The discharge into the starboard slop tank should be Open No.5 wings COT suction valves OT139, OT140
carefully monitored. Stop the tank cleaning pump upon completion of the first c) Start the COPs as described in Section 1.3. Open No.2 COP bottom crossover valves OP235, OP236
part of the COW operation. Open No.3 COP bottom crossover valves OP237, OP238
d) Commence the discharge at minimum speed, carrying out all the Close No.3 COP suction valve OP231
Close No.5 centre tank to enable stripping of No.1 centre tank, then No.1 COP safety and integrity checks as each of the COPs are started.
Close No.3 line pump room bulkhead master OP211
can be isolated onto No.2 and 4 centre tanks. No.1 centre tank can be COW
valve
with the tank cleaning pump taking suction from No.5 centre. e) Once the system has been proved, and with the shore terminal’s
agreement, increase the pump speeds until the maximum Close No.1/2 line crossover valves OT101, OT102
When completed all of the crude oil washing, the remaining tanks can be made permitted back-pressure or flow rate is achieved. Balance each
common to complete the discharge, opening No.3 wing tanks, No.2 and 4 pump to work at a similar performance.
centre tanks.
f) Debottom all the tanks by at least 1.0m to remove any water and
If the terminal does not supply all manifold connections, the manifold crossover sediment traces which may have accumulated there.
valves can be utilised.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 10 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 2.4.3b COW No.2 Port Wing Tank and Port Slop Tank Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
To Cargo Stripping

TC53 TC49 TC43 TC41 TC35 TC31 TC25 TC20 TC15 TC10 TC04
TC58 TC59
TC57
Tank Cleaning
Heater TC55 TC45 TC39 TC29 TC19 TC08
Sample Point
650

OP306 Flow
350 Flow Meter 100 100 100 100 100
Meter A OP291 TC51 TC47 TC37 TC27 TC17
OP297
300 400
OP302 A OD379 TC33 TC23 TC13 TC06 TC02
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
OP307 Cargo Oil 100 100
OP305
Stripping 300 OP295 250
Eductors 650 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
TC28 TC18 TC07
TC56 100

y
40 OP300 OP296 TC54 TC44 TC38
300 100 100
OP304 OP303 To Overboard 25 TC50 TC46 TC36 TC32 TC26 TC16 TC05 TC01
Discharge
Stripping OP301
TC22 TC12
250 Pump 300 OP294

op
100 100
OP299 100

Suction For
OP293
Drain Tank OP292

TC52 TC48 TC42 TC40 TC34 TC30 TC24 TC21 TC14 TC09 TC03
Upper Deck
250
For Pump
To Room Bilges
From Water Ballast

C
Manifold System OP242 OP241 Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
OP290 450 650 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
80
Tank Cleaning
500 OP240 OP239 65
Pump LO
500 500 OP289 LO Slop Tank No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
OP288 (Port)
OP271 OP263 To Automatic Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
50
Vacuum System OP298 OP216 OP215 250 450 (Port) (Port) (Port) (Port) (Port)
250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)

ft
50 OP245 650
OP255 OP252
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700

OP274 OP270

OP266
OP262

OP258 50
50

OP248 OP244
750

OP311 OP310 LO
80
ra
OP287
OP232

LO
OP222
OP212
450

OP
500
OT OT
149 154
OT
155 OT
150

OT157
OT146
OT141
300
OT
138
OT
137
OT133
300
Drop Lines
OT130

OT129
250
OT125
300
OT122

OT121
250
OT117
300
OT107
OT112

OT111
250
500

50 OP286 221 250

OP254 OP251 250
No.2 Cargo Oil 700
125 750 750
OP278 OP277 A Pump OP236 OP235
D
50 750 750 (Port) (Stbd)
650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil 125 OT109 OT102
OP276 OP275 A Pump OP234 OP233 OP208 OP207
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT110 OT108 OT101
OP272 OP268 OP260 OP229 750
750
500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key OP203
250 500 250 500 250 500 250 500 250 500
Cargo Group - 1 Hydraulic Oil OP309 250
LC 250 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
TCP/COW Sea Water Sea Slop Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Chest OP202 OP201 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
OP227 OP228

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 11 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
COW of No.2 Wing Tanks and the Port Slop Tank f) Educt No.2 starboard wing tank and then commence COW of COW of No.1 Centre Tank
this tank.
a) Line up and then start the TCP from No.5 centre, via the eductor a) Close No.5 centre and strip out No.1 centre with No.1 COP.
and into the starboard slop tank in preparation for the COW
operation. Position Description Valve b) Open No.2 and 4 centres.
Close COW line block valve TC59
Position Description Valve Close No.2 port wing COW machine valves TC15, TC21 c) Line up and then start the tank cleaning pump from No.5 centre,
Open No.5 centre tank direct pump room OT148, OT149 Close Port slop tank COW machine valves TC53 via the eductor and into the starboard slop tank in preparation
suction valves for the COW operation.
Close No.2 port wing stripping suction valve OT117, OT119
Open Tank cleaning pump suction valve OP210 Close Port slop tank direct pump room suction OP213, OP214 d) Educt No.1 centre tank and then commence COW of this tank.
Open No.1 eductor drive and suction valves OP302, OP300 valves
Open Starboard slop tank eductor discharge OP204, OP205 Open No.2 starboard wing stripping suction TC14, TC20 Position Description Valve
valves valve

y
Close No.5 centre COT suction valve OT153
Open Stripping line pump room bulkhead OP212 Open No.2 starboard wing COW machine TC14, TC20
Close No.1 centre COT suction valve OT110
master valve valves

op
Open No.2 and 4 centres OT120, OT136
b) Ensure that the eductor has sufficient suction and open No.2 g) When the tank has completed the wash cycle, allow for final Open No.5 centre tank direct pump room OT148, OT149
port wing tank stripping suction valve and educt out. Thereafter stripping including any run down from the tank sides. suction valves
close this tank and educt the port slop tank via the direct suction Open Tank cleaning pump suction valve OP210
line. h) Close down the COW line and drain the tank cleaning machines Open No.1 eductor drive and suction valves OP302, OP300
and branch lines.
Open Starboard slop tank eductor discharge OP204, OP205

C
Once the necessary safety checks are completed and the terminal has granted valves
permission, the vessel can commence crude oil washing. Use the eductor to Position Description Valve
ensure that the tank bottoms are dry before commencing COW. Open Stripping line pump room bulkhead OP212
Close COW line block valve TC59 master valve
Close No.2 starboard wing COW machine TC14, TC20 Open No.1 centre tank stripping valves OT111, OT112
c) Line up the COW system and commence crude oil washing,
valves Open No.1 centre COW machine valves TC01, TC02
educting the tanks using the stripping suction line.

ft
Close No.2 starboard wing stripping suction TC14, TC20 TC05, TC06
valve TC11
Note: Care should be taken when opening the crude oil wash line to avoid
hydraulic shock. This can be achieved by reducing the cargo pump speed Open COW line block valve TC59
and opening the COW machine valves before opening the main COW block
valve.
ra
Stop the tank cleaning pump and close all the stripping line valves, including
the eductor valves.
e) When the tank has completed the wash cycle, allow for final
stripping including any run down from the tank sides.
Note: Monitor the port slop tank ullage and bleed off as required.
Position Description Valve
f) Close down the COW line and drain the tank cleaning machines
D
Open No.2 port wing stripping suction valves OT117, OT119
and branch lines.
Close No.2 port wing stripping suction valves OT117, OT119
Open Port slop tank direct pump room suction OP213, OP214 Position Description Valve
valves
Close COW line block valve TC59
Open No.2 port wing stripping suction valves OT117, OT119
Close No.1 centre COW machine valves TC01, TC02
Open No.2 port wing COW machine valves TC15, TC20 TC05, TC06
Open Port slop tank COW machine valves TC53 TC11
Open COW line block valve TC59 Close No.1 centre tank stripping valves OT111, OT112

d) When the tanks have completed the wash cycle, allow for final Stop the tank cleaning pump and close all the stripping line valves, including
stripping including any run down from the tank sides. the eductor valves.

e) Close down the COW line and drain the tank cleaning
machines.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 12 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.4.3c Final Discharge OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow Tank Cleaning
L L L OD306 OD305
OP307 350 Flow Meter
Tank (Port) Meter A OP291 Heater 700 700
Upper Deck OD378 OP297
400 OD335 65
300
A OD379 700 OD304 OD303 L L
OP302
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150-

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Cargo Grade - 1 Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 13 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Final Discharge Procedure
a) Open No.3 wings common with No.2 and 4 centre tanks using
No.1 COP to discharge ashore.

b) Common No.1 and 2 COP via the pump room crossover valves
and isolate No.3 COP to strip out the remaining tanks with the
AUS in operation. Close

c) Isolate No.3 COP onto the stripping line and strip out all the
tanks available.

Position Description Valve

y
Open No.3 wing tanks OT123, OT124
Open No.1 COP bottom crossover valves OP233, OP234

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Close No.2 COP suction valve OP230
Open No.3 COP suction valve OP231
Open No.3 COP to stripping line via the OP221, OP222
crossover valves
Open Stripping line pump room bulkhead OP211
master valve

C
Close No.3 COP bottom crossover valves OP237, OP238

d) When the remaining tanks are at stripping level, stop No.2 COP
and use No.3 COP with the AUS in operation.

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e) Strip out all the tanks and complete the final line draining as
described in section 2.4.2.
ra
D

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.4 - Page 14 of 14
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.5 Crude Oil Washing and Tank Cleaning System

2.5.1 Crude Oil Washing (COW)

2.5.2 Water Wash - (Cold or Hot)

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2.5.3 Slop Tank Heating

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Illustrations

2.5.1a Tank Cleaning System

2.5.1b Tank Cleaning Closed Cycle

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ft
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D
Hadi Cargo Systems Operating Manual
Illustration 2.5.1a Tank Cleaning System Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
To Cargo Stripping

TC53 TC49 TC43 TC41 TC35 TC31 TC25 TC21 TC15 TC10 TC04
TC58 TC59
TC57
Tank Cleaning
Heater TC55 TC45 TC39 TC29 TC19 TC08
Sample Point
650

OP306 Flow
350 Flow Meter 100 100 100 100 100
Meter A OP291 TC51 TC47 TC37 TC27 TC17
OP297
300 400
OP302 A OD379 TC33 TC23 TC13 TC11 TC06 TC02
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
OP307 Cargo Oil 100 100
OP305
Stripping 300 OP295 250
Eductors 650 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
TC28 TC18 TC07
40 OP300 OP296 TC56 TC54 TC44 TC38 100

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300 100 100
OP304 OP303 To Overboard 25 TC50 TC46 TC36 TC32 TC26 TC16 TC05 TC01
Discharge
Stripping OP301
TC22 TC12
250 Pump 300 OP294
100 100

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OP299 100

Suction For
OP293
Drain Tank OP292

TC52 TC48 TC42 TC40 TC34 TC30 TC24 TC20 TC14 TC09 TC03
Upper Deck
250
For Pump
To Room Bilges
From Water Ballast
Manifold System OP242 OP241 Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank

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OP290 450 650 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
80
Tank Cleaning
500 OP240 OP239 65
Pump LO
500 500 OP289 LO Slop Tank No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
OP288 (Port)
OP271 OP263 To Automatic Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
50
Vacuum System OP298 OP216 OP215 250 450 (Port) (Port) (Port) (Port) (Port)
250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 OP245 650

ft
OP255 OP252
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
50 OP212 155 OT OT146 138
OP274 OP270

OP266
OP262

OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310 LO
OP287
ra
OP286
LO
OP222
450

OP
221
500
OT OT
149 154
150

OT157

700
OT141
300 OT
137

250
OT133
300
Drop Lines
OT129
250
OT125
300 OT121
250
OT117
300
OT112

OT111
250
250
500

OP278 OP277 OP236 OP235 750 750

A Pump 50 750 750 (Port) (Stbd)
650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
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500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil 125 OT109 OT102
OP276 OP275 A Pump OP234 OP233 OP208 OP207
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT110 OT108 OT101
OP272 OP268 OP260 OP229 750
750
500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key OP203
250 500 250 500 250 500 250 500 250 500
Cargo Group - 1 Hydraulic Oil OP309 250
LC 250 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Sea Water Sea Slop Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Chest OP202 OP201 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
OP227 OP228

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.5 - Page 1 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.5 Tank Cleaning Procedures COTs are crude oil washed during discharge by pumping dry crude, at a back- A full cycle of the machines with a pressure of 10 bar takes 68 minutes with a
pressure of about 8kg/cm² where possible, bled from the discharge of one of 1.5° pitch. Washing a tank should consist of at least one full cycle, the actual
2.5.1 Crude Oil Washing (COW) the cargo oil pumps via the tank cleaning line to the tank cleaning machines duration required will be found with experience and depend on the cleaning
while discharging from a cargo tank. Should the pressure to the tank cleaning requirements. The stripping suction valves in the cargo oil tanks are in stripping
A typical crude oil washing programme is as follows: guns drop below 6kg/cm², then crude oil washing must be stopped until the wells, therefore the vessel should be given a trim of approximately 6m by the
pressure can be raised to a satisfactory level. stern where possible.
1st voyage
No.1 and 3 centre, No.5 wings and port slop tank The tank cleaning pump can be used independently from the discharge When preparing the system for crude oil washing (COW), it is important to
operation for greater flexibility and efficiency. ensure that all valves are in the closed position prior to setting the lines. The
2nd voyage
level of the slop tanks should be close to the level of the slop tank level line,
No.3 centre, No.1 wings and No.4 wing tanks The balance line outlet is at approximately 14m above the tank floor level in about half the tank volume at about 14 metres ullage.
the starboard clean slop tank, and the inlet 1.0m above the tank bottom in the
3rd voyage
port dirty slop tank. The machines should be manually set to the washing angle and direction

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No.3 and 4 centre, No.3 wings and starboard slop tank required, whether for a complete wash or for a two stage top wash then bottom
4th voyage When the slop tanks are used for COW, the eductors are driven by the same wash pattern. Sufficient time should be allowed for the machines to complete
cargo oil pump that is being used to drive the COW machines. It is also used to the full wash pattern along with draining the tank upon completion, with time

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No.2, 3 and 5 centres and No.2 wing tanks drain the oil fractions from the cargo tank bottom to a slop tank. Good draining allowed for rundown.
is essential during COW operations. The stripping suctions are in wells and are
Leakage of crude oil from the COW system is a potential fire and pollution all connected to the common stripping line. Do not open the eductor suctions CAUTION
hazard. Before use, the system should be pressure tested to working pressure to the COTs until the drive fluid pressure is 13kg/cm² at the eductor inlet,
and any leaks made good. Reference should be made to the vessel’s approved Prior to COW operations being carried out ensure that the spectacle
otherwise the drive fluid may run back through the eductors into the cargo
Crude Oil Washing Manual. blanks on the tank cleaning heater are in the closed position at both the
tanks.
inlet and outlet to the heater. Should there be a ruptured or leaking coil

C
in the heater, crude oil could pass back to the engine room if crude oil is
CAUTION During COW operations one of the major factors in ensuring the tank top and
allowed to pass through the heater.
The cargo stripping pump is a positive displacement pump and therefore bulkheads are cleaned of residues and sludge, is the level of solvency in the
must never be used to pressure test the COW line. crude oil. As the period of crude oil washing continues, this level of solvency
will diminish if only one source is being used. Open Cycle COW

ft
The requirements for COW are that one quarter of the number of tanks should This procedure can use the bleed off supply from a cargo pump when discharging
be crude oil washed for sludge control, but need not be washed more than once The number of tanks required to be undergo COW as per the charterer’s to the shore or the tank cleaning pump. By adjusting the flow rate to the shore
in four months, except for carriage of ballast. No.3 cargo centre tank must be instructions (possibly a full wash of all tanks) may well be above the minimum with the speed of the cargo oil pump and the discharge valve, adequate flow
MARPOL requirement. It may be necessary to either discharge the slop
washed every voyage for heavy weather ballast.

During COW operations, the system must be kept under continuous observation
ra
tanks and then recharge them after a number of tanks have been completed,
or conduct half of the COW with one slop tank, then the other half with the
second slop tank. During the transit period to the discharge port, it is advisable
rate can be supplied to the crude oil washing system. More than one cargo
pump can be used to supply the crude oil washing system if required.

and the tanks fully inerted. Crude oil washing must be stopped immediately if
when hand dipping the tanks to gauge the degree of sediment and sludge at the Closed Cycle COW
there are any signs of leakage or a malfunction is detected, or there is a failure
tank bottom.
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of the IG system. This procedure uses one or both of the slop tanks for the supply and discharge
in a closed loop process. A cargo pump or the tank cleaning pump will take
Before commencing COW, it is necessary to debottom all COTs, including the The degree of sediment present can influence the amount of time it will take suction from the slop tank, through the eductor for draining the tank and
slop tanks. This will remove any water that may have settled during transit, this to conduct a COW of the individual tanks and the level of ROB at the finish of discharged back into the slop tank. The COW drive is also supplied from the
debottoming will considerably reduce the risk of any static charges that may be discharge. Therefore, when formulating the discharge plan, it may be necessary same supply.
created during washing. to take this information into account when setting the stagger for the tanks.

Where any tank has been used for load on top (LOT) and it is intended to use Crude oil washing may also be carried out using drive fluid bled-off from the
them for COW, they should be discharged in their entirety and then recharged. discharge of a main cargo pump taking direct suction from the COTs rather
The levels to which the slop tanks are recharged are arbitrary, but sufficient than using the slop tanks for drive fluid. Using this method depends very much
ullage is required in the clean slop tank to allow for the cargo pump to maintain on the back-pressure available to ensure a good supply of fresh crude to the
suction and the balance line to remain covered. tank washing machines at the correct pressure, and the number of grades of
crude in the vessel and their cargo tank locations.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.5 - Page 2 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 2.5.1b Tank Cleaning Closed Cycle Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
To Cargo Stripping

TC53 TC49 TC43 TC41 TC35 TC31 TC25 TC21 TC15 TC10 TC04
TC58 TC59
TC57
Tank Cleaning
Heater TC55 TC45 TC39 TC29 TC19 TC08
Sample Point
650

OP306 Flow
350 Flow Meter 100 100 100 100 100
Meter A OP291 TC51 TC47 TC37 TC27 TC17
OP297
300 400
OP302 A OD379 TC33 TC23 TC13 TC11 TC06 TC02
100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
OP307 Cargo Oil 100 100
OP305
Stripping 300 OP295 250
Eductors 650 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100 100
TC28 TC18 TC07
OP300 OP296 TC56 TC54 TC44 TC38 100

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40
300 100 100
OP304 OP303 To Overboard 25 TC50 TC46 TC36 TC32 TC26 TC16 TC05 TC01
Discharge
Stripping OP301
TC22 TC12
250 Pump 300 OP294

op
100 100
OP299 100

Suction For
OP293
Drain Tank OP292

TC52 TC48 TC42 TC40 TC34 TC30 TC24 TC20 TC14 TC09 TC03
Upper Deck
250
For Pump
To Room Bilges
From Water Ballast

C
Manifold System OP242 OP241 Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
OP290 450 650 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
80
Tank Cleaning
500 OP240 OP239 65
Pump LO
500 500 OP289 LO Slop Tank No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
OP288 (Port)
OP271 OP263 To Automatic Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
50
Vacuum System OP298 OP216 OP215 250 450 (Port) (Port) (Port) (Port) (Port)
250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)

ft
50 OP245 650
OP255 OP252
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT
OP274 OP270

OP266
OP262

OP258
50
50
50

OP248 OP244 OP311 OP310 LO

80

OP287
ra
OP286
LO
OP222
OP212
450

OP
221
500
OT OT
149 154
155 OT
150

OT157
OT146
OT141
300
138
OT
137
OT133
300
Drop Lines
OT130

OT129
250
OT125
300
OT122

OT121
250
OT117
300
OT107
OT112

OT111
250
250
500

OP254 OP251 250

No.2 Cargo Oil 700
125 750 750
OP278 OP277 A Pump OP236 OP235
50 750 750 (Port) (Stbd)
650 OP211
D
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
750 OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil 125 OT109 OT102
OP276 OP275 A Pump OP234 OP233 OP208 OP207
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT110 OT108 OT101
OP272 OP268 OP260 OP229 750
750
500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key OP203
250 500 250 500 250 500 250 500 250 500
Cargo Group - 1 Hydraulic Oil OP309 250
LC 250 No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Sea Water Sea Slop Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Chest OP202 OP201 (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
OP227 OP228

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.5 - Page 3 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Procedure for Closed Cycle COW
Position Description Valve
This procedure uses recirculating crude oil with one dedicated cargo oil pump Open Pump room starboard slop tank suction valves OT144, OT145
(COP) or the tank cleaning pump for crude oil washing and generally for Open Tank cleaning pump suction valve OP212
educting the tanks being washed. The procedure usually would employ either Open No.2 eductor drive and suction valves OP301, OP299
of the slop tanks, or both slop tanks if available. Open No.2 eductor discharge to port slop tank OP215, OP216
Open Stripping line bulkhead valve OP212
a) Ensure the cargo oil tanks to be COW are inerted and that the
oxygen content is less than 8%. Open Slop tank levelling line OT150

b) Line up the tank cleaning pump to take direct suction from the b) Start the tank cleaning pump and adjust the pump to supply the
starboard slop tank, to the eductor and discharging into the port correct pressure to the eductor.
slop tank, with the balance line open in the slop tanks.

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c) When a vacuum is shown at the eductor, open the stripping
c) Ensure adequate pressure is delivered to the eductor and there is suction line valve to No.4 centre cargo tank.
a vacuum at the eductor suction prior to opening the tanks.

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d) Confirm that the tank is drained, then commence the COW of
d) Establish the tank is stripped dry, and the COW machines are set this tank. Adjust the tank cleaning pump during supplying the
to the correct wash pattern. COW machines.

e) During the wash cycle, ensure the COW machines are operating Position Description Valve
correctly by the sound pattern and the graduated indicator. Open No.4 centre stripping suction valves OT137, OT138

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Open No.4 centre tank cleaning machine valves TC32, TC33
f) Monitor the slop tank levels and check that the tank being crude TC36, TC37
oil washed is draining correctly. Open Tank cleaning line block valve TC59
g) Upon completion of the COW, first close the block valves
e) Monitor the slop tank levels, the COW machines and the

ft
closest to the supply working towards the COW machines, to
stripping of No.4 centre cargo tank.
allow the lines to drain and not permit the lines being under
pressure.
f) Stop the machines upon completion of the wash, strip the tanks
Illustration 2.5.1b shows crude oil washing being carried out using the closed
cycle method with both of the slop tanks. The tank cleaning pump is taking
ra dry and before stopping the pump, ensure that the stripping
suction is closed, to avoid any possible flow back through the
eductor.
suction from the starboard slop tank while supplying drive fluid to the COW
machines on No.4 centre and No.2 eductor, which is being used to drain No.4
g) Close all valves upon completion.
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centre tank into the port slop tank.

Closed Cycle COW of No.4 Centre Cargo Tanks

Assume that No.4 centre cargo oil tank is to be crude oil washed.

Commence with all valves closed.

a) Line up the tank cleaning pump to take direct suction from the
starboard slop tank, to the eductor No.2 and discharging into the
port slop tank, with the balance line open in the slop tanks.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.5 - Page 4 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.5.2 Water Wash - (Cold or Hot) 2.5.3 Slop Tank Heating Position Description Valve
Open/close Supply inlet valve HC25
Both slop tanks are fitted with heating coils as detailed in Section 1.2.4. The
cold Water Wash slop tank heating coils’ steam supply is fed from the engine room 6kg/cm²
Open/close Condensate coil drain valve HC29
system. Each tank is fitted with a steam and a condensate header. There Open/close Supply inlet valve HC19
Cold washing (water rinsing) of the cargo tanks (COTs) is required for the are drain valves on both headers, which are used to test the quality of the Open/close Condensate coil drain valve HC23
following purposes: condensate returns. The condensate from the slop tank heating coils is led back Open/close Supply inlet valve HC13
• Prior to the ballasting of COTs which have previously been to the feed filter tank through the atmospheric condenser and an inspection tank Open/close Condensate coil drain valve HC17
crude oil washed, where the ballast is to be treated as clean on deck. The normal method of testing the coils is simply to crack steam on to
Open/close Supply inlet valve HC07
ballast. the system and test the quality of the condensate returns.
Open/close Condensate coil drain valve HC11
• Prior to refit, or the inspection of COTs that have previously Open/close Supply inlet valve HC01
been crude oil washed. WARNING
Open/close Condensate coil drain valve HC05

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Water hammer in steam lines can be a problem resulting in possible
• Cargo product cleaning standard requirements. Open/close Supply inlet valve HC13
damage to the pipe system and even steam line failure resulting in
scalding of personnel. It is essential that all steam lines are drained of Open/close Condensate coil drain valve HC17
For the water washing procedure refer to the previous Section 2.5.1 as the only

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condensate and that steam is supplied to cold lines gradually with line
difference is the washing medium.
drain valves open. This allows the steam line to warm through and for f) Open the supply inlet valves starting from forward to aft and the
the condensate to drain. corresponding condensate return valves.
Hot Water Wash
g) Open the condensate block valves.
Procedure for the Operation of the Cargo Heating System for
After the carriage of certain crudes, or for charterer’s requirements or when a
the Starboard Slop Tank

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high degree of cleaning is required, it may be necessary to use heated sea water h) Check the condensate outlet from the heating coils for signs of
as the washing medium. oil at the drain valves.
All valves and drains are closed.
A tank cleaning heater is fitted in the top of the pump room capable of heating i) Close the drain valves.
sea water from 20°C to 70°C with a throughput of 360m³/h. In addition, heating a) Ensure all spectacle blanks in the steam inlet and condensate
coils are fitted in both slop tanks. Seven sets of coils are fitted to the slop tanks lines are removed from the tanks to be heated. j) Regulate the temperature of each tank by throttling-in the

ft
and are capable of heating the sea water contents from 44°C to 66°C over a condensate return valve.
period of 24 hours with a sea water temperature of 5°C and air temperature of b) Open the condensate outlet drain valve on the starboard slop
2°C. The closed cycle method of cleaning may prove the most effective and
ra tank. k) Slowly open the master steam valve to its full extent while
efficient means of controlling the heated water and washing residues. continuing to warm through the lines and coils.
c) Open the drain valve on heating coil steam line.

d) Crack open the main steam valve and warm through the deck Shutting Down the System
lines. a) Shut off all individual tank steam and condensate valves.
D
e) At the slop tank heating coil manifolds open the inlet valves in b) Open drain valves to prevent a vacuum forming which could
sequence and warm through the heating coils by opening and draw in oil through any pipe defects.
then closing the condensate drain valves.
c) Close drain valves when the coils have reached ambient
Position Description Valve temperature, in order to prevent ingress of sea water during
Open Condensate drain valve HC45 heavy weather.
Open Intermediate supply block valve HC47
d) Close the main supply and return valves.
As required Steam supply to coils master valve HC52
Open/close Supply inlet valve HC37
Open/close Condensate coil drain valve HC41
Open/close Supply inlet valve HC31
Open/close Condensate coil drain valve HC35

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.5 - Page 5 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.6 Gas Freeing

2.6.1 Gas Freeing for Entry

2.6.2 Tank Entry Procedure

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2.6.2 Gas Freeing for Hot Work

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Illustrations

2.6a Gas Freeing

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ft
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D
Hadi Cargo Systems Operating Manual
Illustration 2.6a Gas Freeing
Flammability Composition
15 Note: This diagram is illustrative only and should not be used for
B
deciding upon acceptable gas compositions in practical cases

F
D
10

rt Gas
Dil
Hydrocarbon Gas - uti
on
Percentage by Volume wit
hA

with Ine
ir

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Dilution
5 Flammable

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Mixture
G
Critical
Dilution
with Air
Dilution with E
H Air
C

C
0 5 10 15 20 21

Oxygen - Percentage by Volume

ft
Purging Gas Freeing Gas Freeing
Fresh Air
ra Portable
Fan

Fresh Air
D
Hydrocarbon/Inert Gas Mixture Discharging Inert Gas with Less Than 2% HC
Via Common Venting Arrangement

Fresh Air

Inert Gas Into Tank Via

Cargo Filling Line Fresh Air from IG Blower Fesh Air Into Tank Via
via the Cargo Filling Line Cargo Filling Line

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.6 - Page 1 of 4
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.6 Gas Freeing d) Monitor the atmosphere of each tank until the hydrocarbon e) Change over the IG fans to fresh air. Ensure the IG deck
meter readings are 2% or less. isolating valve remains shut.
2.6.1 Gas Freeing For Entry
e) Upon completion of purging, the ig plant must be stopped, the f) Restart the fans and supply air to the cargo oil tanks to be gas
Cargo oil tanks must be water washed, purged and gas freed prior to entry for pressure of the ig main minimised and the IG tank isolating freed via the removable spool piece cross-connecting into the
inspection and must never be entered when inerted. valves closed on the tanks to be gas freed. Close all cargo cargo top line.
valves.
f) Initially vent through the vent gas riser. Gas free only sufficient
Prior to gas freeing any cargo oil tank or gaseous space, then they must be
f) The tank hatch can now be opened and the tank gas freed using tanks at any one time which will allow a good outflow of vapour
purged with inert gas (IG) to reduce the hydrocarbon gas (hc) content to 2% or
the portable fans. from each tank.
less, thus ensuring that the space will not pass through the flammable envelope
as the oxygen percentage increases. (See Flammability Composition Diagram g) Towards the end of the gas freeing, the tank hatch can be
- Hydrocarbon Gas/Air/Inert Gas Mixture.) g) Monitor the individual tank atmospheres for oxygen until the
readings are 20.9% oxygen. opened, and the portable air blowers can be utilised, thereafter

y
flow from the IG blowers along the cargo line can be stopped.
It is important to locally isolate the tanks that are to be gas freed, so that inert
h) Carefully monitor for lower flammable limit (lFl) and ensure
gas cannot enter these tanks from adjacent inerted tanks, or conversely that h) Monitor the individual tank atmospheres for oxygen until the
that the readings are consistently below 1%.
air cannot enter inerted tanks. All portable gas measuring equipment must be

op
readings are 20.9% Oxygen.
tested and calibrated with their results logged. The first stage in the gas freeing i) Test the COT for hydrogen sulphide (H2S) and carbon monoxide
process is called purging. (CO) to ensure that the atmospheres are within acceptable i) Carefully monitor for lower flammable limit (lFl) and ensure
limits. that the readings are consistently below 1%.
Purging and Gas Freeing j) Test the COT for hydrogen sulphide (H2S) and carbon monoxide
CAUTION
(CO) to ensure that the atmospheres are within acceptable

C
There are two methods that are available to purge the tanks with inert gas, these Prior to testing the tank atmosphere, it is important to stop the gas limits.
being by the displacement method or by the dilution method. See section 2.2.1 freeing fans for 10 minutes to avoid obtaining a false reading. The checks
of this manual. should be made at multiple sample points and varying tank levels to For the purpose of gas freeing, (1) the illustration shows venting with the gas at
obtain a full and representative sample of the actual tank atmosphere. 2% Hc to the vent mast riser. However, it is possible to vent via the gas freeing
If it is decided to purge the tanks by dilution method or when the cargo lines
side vent with 2% Hc and isolating the tank IG vent valve, as illustrated in gas
cannot be used, then a single or pair of tanks should only be purged at any

ft
Alternative Method for Gas Freeing after the Cargo Oil Tanks freeing (2) in illustration 2.6.1a above.
one time. The inert gas supplied from the IG line should be at a high pressure
to have a high tank entry velocity to ensure that the lower section of the tank have been Purged
atmosphere is properly penetrated and the tank vented via the PV gas freeing
ra CAUTION
vent cover. In the event that several, or all of the cargo oil tanks are to be gas freed; after Prior to testing the tank atmosphere, it is important to stop the gas
the tanks have been purged, the inert gas fan(s) can be changed over to supply freeing fans and to isolate the IG fresh air supply for 10 minutes to avoid
When several tanks are required to be inspected, the common practice is air to the tanks. obtaining a false reading. The checks should be made at multiple sample
to purge all these tanks simultaneously by the displacement method and to points and varying tank levels to obtain a full and representative sample
monitor the tank atmosphere at several sample points, until it is 2% or less a) Line up the inert gas line to supply the cargo oil tanks to be of the actual tank atmosphere.
D
hydrocarbon gas (hc). The maximum IG pressure in the tanks during this purged via the suction valves, with the removable spool piece
method should not exceed 300mmWg and is supplied via the bottom cargo cross-connecting into the No.3 cargo top line in place. All lines
lines into the tanks. must have been water washed and well drained.

a) Line up the inert gas line to supply the cargo oil tanks to be b) Ensure that all the other tanks are isolated.
purged via the suction valves, with the removable spool piece
cross-connecting into the No.3 cargo top line in place. All lines c) Start the IG system and adjust the flow to maintain a similar
must have been water washed and well drained. tank pressure of about 300mmWG in each tank. The tanks
should be vented via the mast riser.
b) Ensure that all the other tanks are isolated.
d) Monitor the atmosphere of each tank until the hydrocarbon
c) Start the IG system and adjust the flow to maintain a similar meter readings are 2% or less.
tank pressure of about 300mmWG in each tank. The tanks
should be vented via the mast riser.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.6 - Page 2 of 4
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.6.2 Tank Entry Procedure Space Prepared and Secured for Entry The stand-by person assigned to be in attendance at the tank entrance should
remain in constant contact with the OOW and should not be involved in any
The space to be entered is to be secured against the ingress of dangerous
other duties. In the event of an emergency, under no circumstances should the
Definitions substances. Valves are to have a positive method of displaying if open or shut,
attending stand-by person enter the tank before help has arrived. The lines of
and of preventing them from being operated while entry is taking place.
communication for dealing with emergencies should be clearly established and
A competent person is a member of the Vessel’s Management Team (VMT), understood by all concerned.
the Master or Chief Engineer. Where necessary, if any items require isolating, then a ‘Tag-out’ permit to work
should raised and complied in conjunction with the proposed tank entry.
A responsible person is a competent person authorised by the VMT. A Permit To Work
Pre-Entry Preparations Made A permit to work must be completed before entry if contractors are to enter
A tank/space supervisor is to be appointed and to be in charge of the tank/space the tank. The permit should be of limited duration and should, in any case, not
work squad. The space must be thoroughly ventilated and the atmospheres tested and found
have a validity in excess of 24 hours.
safe for entry without breathing apparatus. A positive fresh air ventilation
should be maintained throughout the period of the tank entry. Rescue and

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A standby person shall act as the tank entry controller.
resuscitation equipment is to be at the entrance to the space, along with a Tank Entry Completed
stand-by person who will maintain constant and full communications with the
Potential Hazards to be Identified Prior to securing the space after the tank entry is completed, it should be
personnel throughout the time they are in the space. They should also maintain

op
checked that all personnel have vacated the space. If no further work is ongoing
communications with the OOW.
• Oxygen deficiency and/or the presence of toxic substances or then all tools, equipment and debris should be removed and the space visually
flammable vapours. checked and items fully accounted for.
Pre-Entry Checks
• Subsequent release of liquids/gases due to associated work. The ventilation should be stopped, any tags removed and the space secured to
When the responsible person is satisfied that the preparation for tank entry is
• Trip, slips and other movement related hazards. prevent entry. Additionally the space is a cargo tank, then this must be inerted
complete, he is required to make a final tank inspection. This check is to prove

C
as soon as possible.
• Work tools, lowering and heaving items overhead. communications are satisfactory and for local tank atmosphere checks.
• Low light levels.
This entry shall be made with a multiple gas detector and whilst wearing Tank Entry Restrictions
• Vapour released from disturbing oil residues and increased an Emergency Escape Breathing Device (EEBD). If the tank atmosphere is
The following conditions are to be considered unsuitable for arranging tank
movement hazards. suitable for entry, then the final authorisation can be given with the issue of the
entry:

ft
tank entry permit.
• Ventilation failure, illumination failure.
• When the vessel is in heavy weather or expecting such
• Escape and rescue routes. If required, further ventilation should continue to be made if the space is conditions.
unsuitable and the space identified as unsuitable for tank entry.
• External alarm for other on board emergency.

The level of risk must be defined in accordance with the Company Safety
ra
Procedures During Entry
•
•
When navigating in dense traffic.
In pilotage waters.
Operations Manual. Full account is to be taken of the potential dangers and the • In shallow coastal waters or similar conditions.
All personnel entering the tank must have an identity tag, which is kept at the
hazards associated with the space to be entered. Additionally, more details and
tank entry point by the stand-by person to indicate who is in the tank.
D
recommendations can be found in the Company Safety Operations Manual, At any other times when the personnel would be placed in unnecessary risks.
COSWP and ISGOTT books.
Ventilation is to be continued during the entry period. Should the ventilation
WARNING
fail, the operation is to be stopped and personnel in the tank are to return to the
Atmosphere Tested deck immediately. It is stressed that entry into any space that has not been proved to be safe
for entry should only be considered in an emergency situation when no
The responsible person shall test the cargo oil tank atmosphere for the oxygen
The atmosphere must be tested at regular intervals to verify that it is still practical alternative exists. Entry would then be made using breathing
content, the lower flammable limit measurement, hydrocarbon gas and carbon
safe. Careful monitoring of personnel in the tank is to be carried out. Should apparatus under strict control and supervision. This action must have
monoxide content at different levels and sections. Additionally, the atmosphere
the stand-by person note any adverse signs, he is to issue the recall signal the company approval.
should be tested for other toxic gases if the cargo data sheet from the last cargo
indicated other possible known toxic gases, (for example benzene). immediately and advise the OOW, who will sound the alarm and summon
assistance. In a similar manner, should any person in the tank feel adversely
Entry into a space, without the use of breathing apparatus, is only permitted affected in any way, they are to warn their companions and vacate the tank
when the oxygen content is 20.9%, and the flammable gas content is nil. immediately.
Where readings have been steady for some time, up to 1% LFL is acceptable
in conjunction with the 20.9% oxygen.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.6 - Page 3 of 4
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.6.3 Gas Freeing for Hot Work • Any adjacent ballast tanks are to be tested to ensure that they are
gas free.
In addition to the requirements of section 2.6.1 and 2.6.2, the following are to • All interconnecting pipelines with other compartments are to be
be complied with: flushed through, drained and isolated from the compartment in
which hot work is to be carried out.
All the necessary terminal and port authority approvals are to be obtained. The
company shall employ a shore based chemist whenever possible. • These cargo lines can then be kept flooded with sea water or
alternatively purged.
If hot work is to be undertaken outside of the engine room, then a Hot Work • All sludge scale and sediment for a distance of at least ten
Permit must be issued after direct consultation with the Company. metres around the hot work area must be removed, including
from the reverse side of frames and bulkheads.
If the hot work is to be carried out on the main deck, then the hot work permit
to be issued must confirm the following: • Areas immediately below the place of hot work are also to be

y
cleared.
• That the cargo tanks are at a Hc gas level below 2% and an
oxygen level below 8%. • Any hot work adjacent to fuel oil tanks cannot be carried out
unless that space is certified as being safe.

op
• The chief officer has carried out all appropriate gas checks and
that they are within the acceptable limits. • Hot work permission is to be obtained from the company/
chemist as appropriate and a gas free certificate issued.
• No combustible material is in the area.
• The inert gas in all other cargo tanks is to be reduced slightly to
• Tanks below the main deck where hot work is to be carried out just above the alarm limit, ie, approximately 350mmWg.
must have been water washed and gas freed.

C
• Appropriate fire fighting equipment is to be ready for immediate All cargo and pump room valves are to be locked closed, or inhibited with a
use, including hoses run out and the fire pumps running. DO NOT OPERATE sign, posted for the duration of the repair period.
• Blanket cooling water is to be available on the deck to stop the When the ship is in dry dock, then the shipyard hot work procedures and work
build up of hot debris from the use of gas cutting equipment. permits will apply.
• All the equipment to be used has been tested and proved

ft
satisfactory. WARNING
• Only competent persons are to carry out the repair work. No hot work is allowed during cargo loading or discharging, COW and
ra
tank cleaning, tank purging or gas freeing operations.
Hot work must not reduce the vessel’s fire fighting potential.

After completion of the hot work, all equipment and materials must be stowed
away or secured.
D
If hot work is to be carried out inside cargo, ballast, fuel oil tanks or void
spaces then the following requirements must be met:
• Tanks in which hot work is to be undertaken must have a oxygen
level of 21% and less than 1% LFL Hc gases.
• The tanks in which hot work is to be undertaken must be
continuously vented throughout the work.
• All adjacent cargo tanks, including diagonally positioned tanks
must be cleaned and gas freed, or cleaned, inerted and purged
to less than 1% Hc gas by volume. If hot work is to be carried
out on bulkheads of an adjacent tank, then these adjacent tanks
must also have a LFL of less than 1% Hc gases.
• Other tanks are to be purged to less than 2% Hc gases.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.6 - Page 4 of 4
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
2.7 Ballasting and Deballasting Operations

2.7.1 Ballast Operations

2.7.2 Heavy Weather Ballasting

y
2.7.3 Line Cleaning

2.7.4 Oil Discharge Monitoring Equipment (ODME)

op
Illustrations

2.7.1a Ballasting Nos.4 and 5 Ballast Tanks

C
2.7.1b Deballasting Nos.4 and 5 Ballast Tanks

2.7.2a Heavy Weather Ballasting of No.3 Centre Tank

2.7.2b Deballasting Heavy Weather Ballast from No.3 Centre Tank

ft
2.7.3a Line Cleaning with No.1 Cargo Pump
ra
2.7.3b Flushing the Cargo Manifolds

2.7.4a Oil Discharge Monitoring System (ODME)

D
Hadi Cargo Systems Operating Manual
Illustration 2.7.1a Ballasting Nos.4 and 5 Ballast Tanks

From Inert
Gas Main Line
IG038 BA034 BA046
Upper Deck Upper Deck

No.5 Water
Ballast Tank (Port)

800 800
BA033 700 BA029

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

y
450 (Port) (Port) (Port) (Port) (Port)
Sea BA045 No.2 WB
Chest Stripping

op
Eductor 450

BA032 BA044 No.1 WB

350 Stripping
BA041 Eductor
850 350
25 BA031 200 450 200 450 200 450 200 450 200 450
BA54 BA53 600
800 25 BA028 BA027

C
BA52 BA036 350 BA022 BA020 BA018 BA016 BA014 BA012 BA010 BA008 BA006 BA004
BA040 650

600 650 650

BA043 BA048 25
BA038 BA024
No.2 Water
Ballast Pump BA50
BA026

ft
650 650 650

25 BA039 BA035
ra BA025
450
BA51 BA002 BA001
D
600 650 650
BA042 BA047 25
BA037 BA023
600
No.1 Water BA021 BA019 BA017 BA015 BA013 BA011 BA009 BA007 BA005 BA003
Ballast Pump BA49
Forward
BA030
Peak Tank
200 450 200 450 200 450 200 450 200 450

OP242

Key
OP241
Ballast Water
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Hydraulic Oil
To Cargo Oil System

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 1 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.7 Ballasting and Deballasting Operations Procedure to Ballast No.4 and 5 Ballast Tanks
CAUTION
2.7.1 Ballast Operations Commence with all valves closed. To prevent over pressure of the ballast system always make sure at least
two tank valves are open for each ballast pump in operation.
a) Run sea water into No.4 and 5 ballast tanks until the level is into
Ballasting the side of the tanks, then change to use the ballast pumps. Deballasting
The ballast system is normally empty and dry prior to ballasting, it is therefore
Position Description Valve Deballasting should commence as soon practicable after loading commences,
essential to start ballasting slowly in order to avoid damaging the ballast line
with surge pressure. This can be achieved by opening the valves in the order of Open Ballast line sea chest valve BA041 but in accordance with the loading plan. However, careful planning is essential
highest static head to the lower head. Open No.1/2 ballast pump sea suction valves BA039, BA040 to maintain the vessel at a suitable draught and trim consistent with weather
conditions and any berth limitations.
Open No.1/2 ballast pump suction valves BA037, BA038
Upon commencing discharge of the cargo and in accordance with the discharge Open Port and starboard line bulkhead valves BA023, BA024

y
plan, line-up the ballast system to run in permanent ballast to the selected tanks. The freeboard may need to be limited to that which can be safely accommodated
Open No.5 wing ballast tank suction valves BA019, BA020 by the loading booms or flexible hoses.
Where possible, do not stop running into a tank until the double bottom is full
and the water level is into the side tank area, this is in order to minimise the free Open No.4 wing ballast tank suction valves BA015, BA016

op
surface effects. Care is essential to ensure that excessive stress, trim and list are a) Prior to commencing deballast operations, check that the valve
avoided and that draught restrictions are not exceeded. b) Ensure that there is sufficient power to start each ballast pump BA030, the emergency cargo oil line connection valves is closed
by confirming with the duty engineer. and that the spool piece in the connection to the cargo system
a) Prior to commencing ballast operations, check that the valve is removed. Also check that valve BA034 and the isolation
BA030, the emergency cargo oil line connection valves is closed c) Line up the No.1 ballast pump with the discharge valve from the valve from the IG main IG038 are closed and that spool piece is
and that the spool piece in the connection to the cargo system pump closed. removed.

C
is removed. Also check that valve BA034 and the isolation
valve from the IG main IG038 are closed and that spool piece is d) Start No.1 ballast pump, and when the pump is running, open b) Run out ballast to approximately the draught of the vessel,
removed. the discharge valve to the required position between 10%-45% that is to a level whereby pumping ballast would prove more
and ensure the correct flow is achieved. efficient than running ballast.
b) Run in ballast to approximately the draught of the vessel, that is
to a level whereby pumping ballast would prove more efficient e) Start No.2 ballast pump, and when the pump is running, open c) Reset the ballast lines so that both pumps are pumping from the

ft
than running ballast. the discharge valve to the required position between 10%-45% tanks to sea via the high overboard discharge line.
and ensure the correct flow is achieved.
c) Reset the ballast lines so that both pumps are pumping from sea During deballasting, each pump should operate on similar load and back-
to the ballast tanks.

During ballasting, each pump should operate on similar load and back-
ra
Position
Close
Open
Description
No.1/2 ballast pump line suction valves
No.1/2 ballast line discharge valves
Valve
BA037, BA038
BA035, BA036
pressures, thus ensuring both pumps are operating most efficiently. In the event
of a list developing, then various ballast tanks should be closed to correct the
situation. The suction valves are of the proportional type, and as such greater
pressures, thus ensuring both pumps are operating most efficiently. In the event control over the flow to individual tanks is obtainable.
As required No.1/2 ballast pump discharge valve BA042, BA043
of a list developing, then various ballast tanks should be closed to correct the
D
situation. The suction valves are of the proportional type and as such, greater d) Take down the tanks to stripping level, then close these off.
control over the flow to individual tanks is obtainable. f) When topping-off the ballast tanks, reduce the pump discharge With care and a suitable trim it is possible to nearly strip out the
rate on the pumps by throttling-in on the pump discharge valve. foremost tanks whilst adjusting the flow from the after tanks to
d) Fill the majority of ballast tanks very close to the tank coaming, Stop filling each tank at the required ullage. the pump.
to ensure that ballast tanks are at least 98% full without
overfilling them. This ensures that the possibility of steel g) On completion of ballasting operations, shut the pump down e) Line up the eductor and strip all the ballast tanks out.
corrosion is minimised. and close all valves.
f) Shut down the ballast system upon completion of ballasting.
e) Shut down the ballast system upon completion of ballasting. h) Record the details in the Ballast Water Record Book as
necessary. CAUTION
f) Always inspect the quality of the ballast as soon as possible Check the surface of each ballast tank prior to discharge to check for
after completion in order to ensure that it is clean. any contamination. During discharge, regularly examine the ballast
discharge overboard for any contamination.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 2 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 2.7.1b Deballasting Nos.4 and 5 Ballast Tanks

From Inert
Gas Main Line
IG038 BA034 BA046
Upper Deck Upper Deck

No.5 Water
Ballast Tank (Port)

800 800
BA033 700 BA029

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

y
450 (Port) (Port) (Port) (Port) (Port)
Sea BA045 No.2 WB
Chest Stripping

op
450
Eductor
BA032 BA044
350 No.1 WB
BA041 Stripping
350
Eductor
850
25 BA031 200 450 200 450 200 450 200 450 200 450
BA54 BA53 600
800 25 BA028 BA027

C
BA52 BA036 350 BA022 BA020 BA018 BA016 BA014 BA012 BA010 BA008 BA006 BA004
BA040 650

600 650 650

BA043 BA048 25
BA038 BA024
No.2 Water
Ballast Pump BA50
BA026

ft
650 650 650

25 BA039 BA035
ra BA025
450
BA51 BA002 BA001
D
600 650 650
BA042 BA047 25
BA037 BA023
600
No.1 Water BA021 BA019 BA017 BA015 BA013 BA011 BA009 BA007 BA005 BA003
Ballast Pump BA49
Forward
BA030
Peak Tank
200 450 200 450 200 450 200 450 200 450

OP242

Key
OP241
Ballast Water
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Hydraulic Oil
To Cargo Oil System

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 3 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Procedure for Deballasting No.4 and 5 Ballast Tanks i) Ensure there is a vacuum on the eductor stripping suction
before opening one tank to be stripped out. Strip out each tank
Commence with all valves closed. separately.

a) Run out No.4 and 5 WBTs to sea level through the sea chest, Position Description Valve
then change over to pumping out when it would prove more Open Ballast line sea chest valve BA041
efficient. Open No.1/2 ballast pump sea suction valves BA039, BA040
Close No.1/2 ballast pump suction valves BA037, BA038
Position Description Valve
Close No.4 wing ballast tank suction valves BA015, BA016
Open No.4 wing ballast tank suction valves BA015, BA016
Close No.5 wing ballast tank suction valves BA019, BA020
Open No.5 wing ballast tank suction valves BA019, BA020
Open Ballast eductor drive valves BA031, BA032
Open Port and starboard line bulkhead valves BA023, BA024

y
Open Ballast eductor suction valves BA027, BA028
Open No.1/2 ballast pump suction valves BA037, BA038
Close Ballast line overboard intermediate valve BA033
Open No.1/2 ballast pump sea suction valves BA039, BA040
Open No.4 wing ballast tank stripping suction BA017, BA018

op
Open Ballast line sea chest valve BA041 valves
Confirm No.1 and 2 ballast pump discharge valves. BA043, BA042
b) Ensure that there is sufficient power to start each ballast pump open these valves would normally be already open
by confirming with the duty engineer. for the bulk ballast discharge
Close No.4 wing ballast tank stripping suction BA017, BA018
c) Line-up the No.1 ballast pump and with the discharge valve
valves

C
from the pump closed.
Open No.5 wing ballast tank stripping suction BA021, BA022
d) Start No.1 ballast pump, and when the pump is running, open valves
the discharge valve to the required position between 10%-45% Close No.5 wing ballast tank stripping suction BA021, BA022
and ensure the correct flow is achieved. valves

ft
e) Start No.2 ballast pump, and when the pump is running, open j) On completion of deballasting operations, shut the pump down
the discharge valve to the required position between 10%-45% and close all valves.
and ensure the correct flow is achieved.

Position
Close
Description
No.1/2 ballast pump sea suction valves
Valve
BA039, BA040
ra k) Record the details in the Ballast Water Record Book as
necessary.

Open Ballast line overboard intermediate valve BA033 WARNING

D
Open Ballast line overboard master valve BA029 The vessel shall at all times meet the minimum criteria for trim and
As required No.1/2 ballast pump discharge valve BA042, BA043 stability, and have due regard to the fact that having a large number of
slack tanks at any one time will reduce the metacentric height (GM) due
to an increase in the free surface effect.
f) Pump out the tanks to stripping level, then re-direct via the
eductors.
Ballast Exchange
g) Change over the ballast system to sea suction, stripping with the
ballast eductors, closing the tank suction valves. Depending upon the next load port it may be necessary, due to port and sea
area requirements, that a ballast exchange must be made. The Ballast Water
h) Resume the ballast discharge through the eductor and discharging Exchange Manual will give the sequence order in which the exchange should
via the high overboard discharge line. The eductor drive pressure be carried out in order to limit the stress and bending forces while maintaining
should be about 4 bar. stability. See also section 1.7 of this manual.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 4 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.7.2a Heavy Weather Ballasting to No.3 Centre Tank OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

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200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

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250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 5 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.7.2 Heavy Weather Ballasting Procedure for Heavy Weather Ballasting Position Description Valve
Open No.2 main line pump room block valve OD335
The normal ballast operations are as described in Section 2.7.1. In the event Initially, a brief line flush should be carried out. As some urgency may be
of extreme weather conditions, where the Master considers that it would be associated with this operation, a full line wash at this time may not be possible. Open No.2 main line loading drop valve OD332
prudent to ballast additional cargo oil tanks, then the following procedure In this case scenario, the stripping pump will be used to ensure the bottom sea Open No.2 to No.3 line crossover valves OT113, OT114
should be adopted: No.3 centre cargo oil tanks will be used. crossover line is drained and contains clean sea water prior to starting the main Open Port slop tank suction valve OT152
cargo pump, reducing any likelihood of oil contamination out of the sea water
a) Ensure that at the discharge port, the heavy weather ballast line. When No.2 COP is started, the initial line is flushed into the port slop tank As required No.2 COP discharge valve OP273
tank is suitably prepared in accordance with MARPOL before changing over to ballasting No.3 centre cargo oil tank and the stripping
73/78 requirements, that is crude oil washed as a minimum pump is then shut down. f) Stop the stripping pump and close all the valves on the pump.
requirement.
In this instance, it is assumed that No.3 centre cargo oil tank has been crude oil g) Open No.3 centre cargo oil tank, then close the port slop tank
b) Ensure that all the cargo lines have been well drained. washed, but has not been water washed and the ballast is therefore classed as and use No.2 COP to fill with ballast, once satisfied that the

y
departure (or dirty) ballast. lines and pump are flushed adequately.
c) Carefully calculate the stress, trim and stability. To avoid
sloshing, aim to ballast each COT to 98% capacity. The spectacle flange between the sea valves in the pump room will require Position Description Valve

op
swinging into the open position. Ensure all of the manifold blanks are in place Close Stripping pump sea crossover valve OP298
d) One of the cargo oil pumps may be used, utilising the main sea and secured. Throughout this operation, the tank pressure should be monitored,
Close Stripping pump discharge valve OP305
valves and the pump room direct loading lines. and excess can be vented through the vent mast riser.
Close Discharge valves to the port slop tank OP215, OP216
e) Where ballast is put into a tank which has been crude washed Commence with all valves closed. Open No.3 centre cargo tank suction valve OT128
but not water rinsed, then the ballast in that tank is to be treated Close Port slop tank suction valve OT152

C
as dirty ballast. a) Line up the stripping pump to take suction from the sea line, Close No.2 to No.3 line crossover valves OT113, OT114
discharging to the port slop tank.
A cargo oil tank may not be used for additional ballast, unless it was crude h) Upon completion of ballasting, the sea chest valve and the
washed at the discharge port. b) Start the stripping pump and when a vacuum shows on the intermediate sea valve should be closed, and the blind flange
suction side of the pump, open No.2 COP pump room bottom replaced. Drain all lines to the port slop tank and then close all

ft
At the onset of improved weather, or as soon after as is practicable, the crossover line valves. When a vacuum shows on the suction side the valves.
additional ballast should be discharged. This cargo oil tank ballast must be of the stripping pump, open the intermediate sea valve. Continue
discharged according to MARPOL 73/78 regulations in sea areas acceptable to monitoring the line vacuum and when a vacuum shows on the i) The appropriate entry should be made in the official Oil Record
suction side of the pump, open the main sea chest valve.
the signatories, with the ODME operational.

CAUTION
ra c) Verify that there is flow to the port slop tank.
Book.

CAUTION
In accordance with company regulations, the ballasting of cargo tanks Close the sea valves immediately if the pump is stopped. When
in this vessel is strictly prohibited in port and such a procedure is Position Description Valve
restarting, use the stripping pump to obtain a vacuum, as described,
D
only permitted at sea in the case of an emergency in accordance with Open Stripping pump discharge valve OP305 prior to restarting the cargo oil pump.
Regulation of MARPOL 73/78. Open Discharge valve to the slop tanks OP291
Open Discharge valves to the port slop tank OP215, OP216
Open Stripping pump sea crossover valve OP298
Open No.2 COP bottom crossover valves OP235, OP236
Open Intermediate sea valve OP228
Open Main sea chest valve OP227

d) Line-up No.2 COP to discharge up to the main deck line and

down the drop line into the port slop tank.

e) Start No.2 COP flushing into the port slop tank and verify there
is flow to the port slop tank via No.2 COP.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 6 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.7.2b Deballasting Heavy Weather Ballast from No.3 Centre Tank OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L
Flow Meter Tank Cleaning OD306 OD305
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154
OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 7 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Procedure to Discharge Heavy Weather Ballast c) Open the manual overboard discharge valve with caution to j) Stop the discharge when the centre tank has been reduced
ensure no oil residues are discharged. adequately and the remaining should be stripped out via the
Prior to any deballasting operations, an oil interface should be made of No.3 stripping pump and line into the port slop tank.
centre cargo oil tank to check and record any detectable oil. d) Start the inert gas system set to supply as required.
k) Return the overboard discharge blind flange into position and
As the ballast was taken on board without a thorough line wash, then a flush of The ODME will regulate the automatic operation of the discharge line valves to ensure all valves are closed.
the lines to clear any possible dead-ends and uncleaned sections into the port either the port slop tank via the interlocked valve OP291 or directly overboard
slop tank is required before deballasting can begin. The stripping line is only to via the interlocked valve OD379. l) Stop No.2 COP and use the stripping pump to drain No.3 centre
be used to strip the final remaining tank contents into the port slop tank. cargo tank, the pump and the cargo lines to the port slop tank.
Position Description Valve All the drainings are thus consolidated into one slop tank ready
The spectacle flange between the overboard valves will require swinging into Open Deck main IG isolating valves IG36, IG40 for decanting after a suitable settling period.
the open position.
Open No.3 centre cargo tank suction valve OT128
m) Close down the inert gas system when normal tank pressure is

y
Commence with all valves closed. Open No.2 line bulkhead master valve OP209 reached.
Open No.2 COP suction valve OP230
a) Line up No.2 COP to discharge up along the pump room top Open No.2 COP top crossover valves OP277, OP278 n) Make the appropriate entries in the official Oil Record Book.

op
crossover line into the port slop tank. Open Top crossover discharge block valve OP306
Open Discharge valves to the port slop tank OP215, OP216 In a similar manner, any of the other cargo oil tanks could be ballasted and
b) Start No.2 COP flushing into the port slop tank and verify there deballasted if necessary.
is flow to the port slop tank via No.2 COP. Open Overboard master valve OT156
Auto Interlock discharge valve to the port slop OP291
c) Monitor the ullage in the port slop tank and No.3 centre cargo tank

C
oil tank to check the volume transferred. Auto Interlock overboard discharge valve OD379

d) Stop the cargo pump and close all the valves. e) Start No.2 COP maintaining the pump at minimum speed
and observe the overboard discharge. The pump will initially
Position Description Valve discharge to the port slop tank until the discharge on the ODME

ft
Open No.3 centre cargo tank suction valve OT128 registers an oil content below the maximum permitted amount
per nautical mile. When this value is reached, the ODME
Open No.2 line bulkhead master valve OP209
automatically changes the overboard valve to open and the slop
Open No.2 COP suction valve OP230
Open
Open
No.2 COP top crossover valves
Top crossover discharge block valve
OP277, OP278
OP306
ra tank interlock valve to close, thus diverting the discharge of the
ballast water overboard.

Open Interlock discharge valve to the port slop OP291 f) Slowly increase the pump speed to full flow for the bulk
tank discharge.
D
Open Discharge valves to the port slop tank OP215, OP216
g) As the sounding in No.3 centre cargo oil tank nears the bottom,
The vessel must meet the requirements of all MARPOL regulations regarding reduce the pump speed and maintain a good over the side
the deballasting of departure ballast and have a fully functioning ODME unit watch.
in operation throughout. Inert gas will be required during this operation. See
Section 2.2.4 of this manual. h) Gradually reduce the pump speed, throttling down on the cargo
pump discharge valve. As the sounding level approaches the last
Commence with all valves closed. few metres, this will then have the effect of reducing turbulence
at the suction and this in turn will help reduce the drawing down
a) Line-up No.2 COP to take suction from No.3 centre cargo oil of any surface oil film.
tank.
i) The ODME should divert the tank of stripping to the port slop
b) Complete all checks on the ODME. tank as traces of oil are detected, or it may be necessary to divert
the flow to the slop tank if any oil traces are visually sighted.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 8 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.7.3a Line Cleaning With No.1 Cargo Pump OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
ra
OP286
LO
OP222

750
450

OP
221
OT OT
149 154
OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 9 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
2.7.3 Line Cleaning g) No.2 and No.3 COP are flushed with water from the starboard e) Start No.1 COP flushing into the port slop tank and verify there
slop tank with the sea valves closed. is flow to the port slop tank via No.1 COP.
Periodically it becomes necessary to wash and gas free all the cargo tanks
and pipelines for inspection and possible repairs. In order to achieve this, it is h) Vent the tank pressure via the mast riser and monitor the tank Position Description Valve
necessary to flush all pumps and lines with sea water, ensuring that at all lines pressure throughout. Open No.1 main line pump room block valve OD334
have been washed and are subsequently clean and gas free upon completion.
Open No.1 main line loading drop valve OD331
Note: The slop tanks should be filled close to the levelling line discharge
Lines must be washed to the slop tanks, and the slop tanks can then be decanted height in the slop tanks, assuming that water washing is to take place after the Open No.1 to No.3 line crossover valves OT108, OT109
after the contents have settled, in accordance with MARPOL 73/78. The extent line wash. If the slop tanks reach this level prior to completion of the flush Open Slop tank suction valve OT152
to which the lines are washed will be dependent upon the type of maintenance from the sea chest, then the pump suction should be taken directly from the As required No.1 COP discharge valve OP272
required. slop tanks and the sea chest valves closed.
f) Stop the stripping pump and close the stripping pump valves.
The following is for a full comprehensive line wash, with the main cargo The spectacle flange between the sea valves in the pump room will require

y
lines undergoing a variable flow rate. It is important not to overpressurise the swinging into the open position. Ensure all of the manifold blanks are in place
lines, particularly when going from large diameter lines to smaller lines. By and secured. Throughout this operation, the tank pressure should be monitored, Position Description Valve
monitoring the pressure gauges, the outflow into the slop tanks and having a Close Stripping pump sea crossover valve OP298

op
and any excess can be vented through the vent mast riser.
means of diverting the flow directly into the slop tank as a bleed-off, should Close Stripping pump discharge valve OP305
avoid unnecessary excess pressure. The following should be considered as a guide and can be adapted to suit the
operator’s needs. g) Open the manifold crossover valves between No.1 and No.2
By adjusting the flow pattern along the bore of the pipelines by means of lines.
increasing and decreasing the volume and pressure, any oil clinging to the sides
and small dead-ends are more likely to be disturbed and flushed out. This can Line Cleaning with No.1 Cargo Pump h) Open No.2 main line pump room block valve.

C
be achieved by adjusting the pump revolutions and the pump discharge valve.
Additionally, the brief opening and then closing of other valves along the flow Commence with all valves closed.
i) Open No.2 cargo pump discharge to deck, the top crossover
can flush out further dead-ends. valves, the slop tank block valve and port slop valves.
a) Line-up the stripping pump to take suction from the sea line,
discharging to the port slop tank.
Line Cleaning Sequence j) Close No.1 loading drop line to wash the top deck lines.

ft
b) Start the stripping pump and when a vacuum shows on the
a) It is important to ensure that all tanks and lines are well stripped k) Flush No.2 line down via the manifold crossovers and down to
suction side of the pump, open No.1 COP pump room bottom
ashore upon completion of cargo. See Section 2.4.2 of this the port slop tank.
crossover line valves. When a vacuum shows on the suction side

b)
manual.

All crude oil washing machine valves should be opened and

ra of the stripping pump, open the intermediate sea valve. Continue
monitoring the line vacuum and when a vacuum shows on the
suction side of the pumps, open the main sea chest valve.
l) Prepare No.3 line in a similar manner and flush this line also.

allowed to drain any oil residues prior to line washing. Position Description Valve
Open No.1 manifold crossover valves OD301, OD302
D
Position Description Valve
c) All manifold drains, the MARPOL line and the cargo top line Open No.2 manifold crossover valves OD303, OD304
drains should have been allowed to drain down into the tanks. Open Stripping pump discharge valve OP305
Open Discharge valve to the slop tanks OP291 Open No.2 main line pump room block valve OD335
d) Prior to washing the lines, all valves should be in the closed Open Discharge valves to the port slop tank OP215, OP216 Open No.2 COP discharge valve OP273
position and the manifold blanks securely fitted. Open Stripping pump sea crossover valve OP298 Open No.2 COP top crossover valves OP277, OP278
Open No.1 COP bottom crossover valves OP233, OP234 Open Slop tank intermediate block valve OP306
e) Normal cargo operation safety precautions should be undertaken Open Discharge valve to the slop tanks OP291
Open Intermediate sea valve OP228
throughout this operation. Open Port slop tank discharge valves OP215, OP216
Open Main sea chest valve OP227
Close No.1 main line loading drop valve OD331
f) Perform the first line flush using No.1 COP to carry out the
major line wash, washing the top lines, the manifold sections, c) Verify that there is flow to the port slop tank. Close Slop tank suction valve OT152
the cargo drop line to the tanks, the cargo pump discharge lines Open No.3 manifold crossover valves OD305, OD306
all into the port slop tank. d) Line-up No.1 COP to discharge up to the main deck line and Open No.3 main line pump room block valve OD336
down the drop line into the port slop tank.
Open No.3 COP discharge valve OP274

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 10 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
25
Illustration 2.7.3b Flushing the Cargo Manifolds OD373 OD369
125
Upper Deck
600 600 OD358 OD354 OD348 OD344 OD341
From Inert Gas OD371 OD367 OD363 OD361
System Main OD328 OD322 OD316 OD310
OD337 IG39 80 25 25 25 25
To No.4 Cargo Portable
700 No.3 Cargo Oil Main Line Oil Tank (Port) Drain Pump OD327 OD321 OD315 OD309
700 No.2 Cargo Oil Main Line 50 OD359 OD355 OD349 OD345
No.1 Cargo Oil Main Line 200 200 200 200
700 OD365 L OD330 L OD324 L OD318 L OD312

Cargo Stripping Line To Tank

Cleaning L L OD336 700 60 700 700 L L
Sample Point 200
650 TC58 TC59 Main OD351 700
TC57 OD334 700
To Slop OP306 Flow L L L OD306 OD305
Flow Meter Tank Cleaning
Tank (Port) OP307 350 Meter A OP291 700 700
OP297 Heater
Upper Deck OD378 65
300 400 OD335 700 OD304 OD303 L L
OP302 A OD379
Cargo Oil OD350
OP305 700 OD
M Stripping OP295 OD302 OD301
300
650 L L 339
Eductors

y
200 OD377 OD333 OD331
40 OP300 OP296 OD375
300 OD376 Portable 50 L OD329 L OD323 L OD317 L OD311 OD
OP285 OP304 OP303 L 200 200 200 200 338
M Drain Pump OD364
Stripping OP301 OD357 OD353 OD347 OD343
125
OD374 OD332
Pump OP294 OD326 OD320 OD314 OD308 To No.3

op
250 300
25 25 25 25 Centre
80
M OP284 OP299 100 Slop No.5 Water Cargo Oil
OD372 OD370 OD366 OD360 OD325 OD319 OD313 OD307
Suction For Tank 650 Ballast Tank (Stbd) Tank
OD356 OD352 OD346 OD342 25
From Water Ballast Drain Tank OP292 125
250
OD368 OD362
A System
M OP293 For Pump OT156 HBWL
700 OD340
600 700
OP283 A 125 Room Bilges 700
OP242 OP241 To No.4 Cargo
Vacuum Pump Unit OP281 Oil Tank (Starboard)
In Engine Room 125 OP290 450 650
A 80 Slop Tank (Port) No.5 Cargo Oil Tank No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port) No.1 Cargo Oil Tank (Port)

C
Tank Cleaning (Port)
500 OP240 OP239 65
Pump OP282 TC57
LO
500 500 OP289 LO
OP288
OP271 OP263 50
OP298 OP216 OP215 250 450 500
OP245 250 500 250 500 250 500 250 500 250 500
OP267 OP259 50 OP249 (Port) (Stbd)
50 650
750 For Pump OT152 OT147 OT143 OT140 OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104
OP255 OP252

ft
No.3 Cargo Oil 50 Room Void
OP280 OP279 A Pump OP238 OP237 OP214 OP213
650 OP231 450 300
700 750 OP232 OT OT OT107
80 OT OT130 OT122
OP274 OP270 OP262 50 OP212 155 OT146 138 OT112
500 150

OP278 OP277
OP266 OP258
50

No.2 Cargo Oil

50

OP254 OP251
OP248

125
OP244 OP311 OP310

OP236 OP235 750

LO
OP287
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OP286
LO
OP222

750
450

OP
221
OT OT
149 154 OT157

700
OT141
300 OT
137

250
OT133
300 OT129
250
OT125
300 OT121
250
OT117
300 OT111
250

750
250
500

A Pump 50 750 (Port) (Stbd)

650 OP211
700 750 OT148 500 No.5 No.4 No.3 No.2 No.1
OT114
500 Cargo Oil Cargo Oil Cargo Oil Cargo Oil Cargo
D
OP273 OP269 OP261 OP230 Tank Tank 650 Tank Tank Oil Tank
450
750 OP210 (Centre) (Centre) OT128 (Centre) (Centre) OT113 (Centre)
OP265 OP257 50 OP247
OP219 OP220 750
50
OP253 OP250 750 OP209 650
No.1 Cargo Oil OT
125 OT109
OP276 OP275 A Pump OP234 OP233 OP208 OP207 102
650 50 OP243 650 650
450 OP217 OP218 650
700 750 OT153 OT145 OT136 OT120 OT108 OT
OT110 101
OP272 OP268 OP260 OP229 750
Compound 750
Gauge 500 OP206
OP264 OP256 50 OP246 OT151
50 50 650 OT
750 25 OP205 OP204 OT144 OT139 OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103
142
Key Compressed Air OP203
OP224 OP226 250 250 500 250 500 250 500 250 500
500
250
Hydraulic Oil OP225 OP309 250
450
OP202 OP201
Sea Water
Sea OP228 No.1 HFO Tank
OP223
Inert Gas Chest (Port and Starboard) No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
750
Slop Tank (Starboard) (Starboard) No.4 Cargo Oil Tank (Starboard) (Starboard) (Starboard) No.1 Cargo Oil Tank (Starboard)
OP227
LC

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 11 of 17
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Hadi Cargo Systems Operating Manual

Position Description Valve The following is a continuation to flush the manifold area. The spectacle flange between valves the sea valves in the pump room will
require swinging into the closed position.
Open No.3 COP top crossover valves OP279, OP280 Position Description Valve
Close No.2 manifold crossover valves OD303, OD304 Open No.1 main line pump room block valve OD336 CAUTION
Close No.2 main line pump room block valve OD335 Open No.1 manifold crossover valves OD301, OD302 Ensure that the sea valves are closed prior to stopping the cargo pump.
Close No.2 COP discharge valve OP273 Open No.2 manifold crossover valves OD303, OD304 Should the cargo pump trip out during the line washing procedure, close
Close No.2 COP top crossover valves OP277, OP278 Open No.3 manifold crossover valves OD305, OD306 the sea valves immediately.
Open No.3 starboard cargo oil tank manifold OD360, OD368
m) Line up to flush through the manifold crossovers down No.3 master drain valves OD372
drop line, via the crossovers and thereafter No.2 manifold Internal Line Washing
Open No.1, 2, 3 and 4 starboard manifold OD307, OD308
crossover and down No.2 drop line and then into all of the cargo
MARPOL drain valves OD313, OD314 This can be achieved by using No.2, and then No.3 cargo oil pumps followed
tanks in sequence to flush these branches. OD319, OD320 by the tank cleaning pump, (these pumps can be cleaned with the water held in

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OD325, OD326 the slop tanks) and then by taking suction from the starboard slop tank, via the
Position Description Valve As required No.1 COP discharge valve OP272 pump room bottom lines and directing through the associated lines requiring
Open No.3 main line loading drop valve OD333 Open/close No.1, 2, 3 and 4 starboard manifold OD311, OD317 washing and then returning into the port slop tank.

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Open Port slop tank suction valve OT152 valves OD323, OD329
Open No.2 to No.3 line crossover valves OT113, OT114 Close No.1, 2, 3 and 4 starboard manifold OD307, OD308 The tank cleaning pump can be used to flush the tank cleaning line and
Open No.1 to No.2 line crossover valves OT101, OT102 MARPOL drain valves OD313, OD314 machines in sequence, followed by the stripping line. It is important not to
OD319, OD320 direct pressure along the stripping line, but to only use this line in the suction
Close No.3 main line pump room block valve OD336
OD325, OD326 mode or via gravity feed from one tank to another.
Close No.3 COP discharge valve OP274

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Close No.3 COP top crossover valves OP279, OP280 Close No.3 starboard cargo oil tank manifold OD360, OD368
The slop tank levelling line should be open to allow the discharged oil residues
master drain valves OD372
Open No.2 manifold crossover valves OD303, OD304 to remain in the port slop tank as far as possible.
Open No.3 port cargo oil tank manifold master OD361, OD369
Open No.2 main line loading drop valve OD332 drain valves OD373 The eductor lines can also be washed through before being employed to educt
Close No.3 manifold crossover valves OD305, OD306 Open No.1, 2, 3 and 4 port manifold MARPOL OD309, OD310 all the cargo tanks back into the slop tanks. If at anytime the slop tank reaches
Close No.3 main line loading drop valve OD333 drain valves OD315, OD316 a high level, all the washing operations should be stopped. Thereafter, allow

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Open/Shut All cargo tank suction valves OD321, OD322 the slop tanks at least 24 hours to settle before decanting in accordance with
OD327, OD328 MARPOL regulations.
n) Open No.1 top crossover line to the port slop tank and close Open/close No.1, 2, 3 and 4 port manifold valves OD312, OD318
No.1 pump discharge to the main deck.
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Close
OD324, OD330
No.1, 2, 3 and 4 port manifold MARPOL OD309, OD310
Position Description Valve drain valves OD315, OD316
Open No.1 COP top crossover valves OP275, OP276 OD321, OD322
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Close No.1 COP discharge valve OP272 OD327, OD328
Open Slop tank levelling line OT150 Close No.3 port cargo oil tank manifold master OD361, OD369
drain valves OD373
Open/Shut No.5 centre tank pump room discharge OP207, OP208
valves Close No.1 COP discharge valve OP272
Open/Shut Starboard slop tank pump room discharge OP204, OP205 Close No.1 main line pump room block valve OD334
valves
o) Close the sea valves when sufficient water is held in both of the
This above procedure should ensure an adequate washing of the cargo top deck slop tanks.
lines, drop lines and tank bottom lines.
p) Stop No.1 COP when the sea valves are closed.
Close all manifold, cargo tank, drop lines and crossover valves with No.1 COP
flushing into the port slop tank and with the level line open. q) Close all the valves and the mast riser vent valve.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 12 of 17
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 2.7.4a Oil Discharge Monitoring System
From Cargo OD377
Pumps
SAFE AREA HAZARDOUS AREA

CARGO CONTROL
OD379 OD156
ROOM Flow Meter Upper Deck
Sample
OP306 Probe Probe
1 2 3 A INPUT

4 5 6 B ENTER

7 8 9 C STOP

0
AUTO MAN STAND
BY
?????

ODME S-3000
MAN AUTO ALARM POWER

seil OP291 A
OP305 Flowmeter

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Cargo Control Console “a2”
“c2”
“b2”
OP304 “B” Port Slop
Flowmeter “D”
Tank
Stripping dP/I Transmitter

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“a1” “b1”
Pump “c1” OP216 OP215
To VRC. No.5 Centre
System Tank
GPS dP/I Transmitter
“d2” OP208 OP207
Speed Log
“d1”
PUMP ROOM
Hydraulic Panel Unit

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Starboard
V0 Slop
ENGINE ROOM Tank

OP205 OP204
Oil Content PPM Measuring Unit
Meter Cabinet V1

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ra V5
Red V3
Blue No.5
Green Pressure Pressure
Switch
P2 Starboard
Regulator Ballast Tank
Control Air (2.5 bar) P1 (3 bar set point)
Motor Starter “F”
D
Key

Ballast Water
Drain
Fresh Water Compressed Air

Fresh Water

Electrical Signal
AC440V Supply
Instrumentation
Electric Motor Sampling Pump
in Engine Room in Pump Room

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 13 of 17
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
2.7.4 Oil Discharge Monitoring Equipment (ODME) All ballast and effluent discharge operations will be clearly recorded in the Oil From the sample pump discharge, the sample is routed directly to the analyser
Record Book Part II, which is placed on board in accordance with Regulation unit.
Manufacturer: ODME 20 of Annex I of MARPOL 73/78. It is recommended that the ODME printout
is attached to the corresponding entries and be made available for port state The sample passes through the in-line flow detector/indicator, a manually
Model: S-3000
inspection when required. operated flow regulating valve and a three-way backflush pneumatic valve
before being discharged to the slop tank.
The ODME S-3000 oil monitoring equipment and control system is certified to Subject to charter party agreement, oil contaminated water and slops may
meet the requirements of IMO Resolution A.586 (14) and MEPC.51(32) and is be discharged to a shore reception facility at the loading port. Monitoring of A supply of fresh water is available for system flushing and calibration.
fully suitable for monitoring oil-like substances that IMO have stated. discharge in this case is not required.
Control Unit - Ship’s Control Centre
The control unit automatically handles the information about oil content, flow Prior to the discharge of ballast and oil contaminated water, the cargo officer
rate of discharge, ship speed, date and time and status of the overboard valve shall use the portable cargo monitoring/interface detector, in accordance with The control unit provides the means of total supervision of the monitoring and
control system. The valves are controlled by the system with interlocks which the manufacturer’s instructions, to determine the position of the oil/water sampling system and performs the function of a computer and recording device

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are operated remotely when the unit is powered-up. The unit has a measuring interface and shall record the resulting measurement prior to the commencement in respect of allowable discharge operations.
range of 0-1000ppm, and is fitted with a self-cleaning device. of monitored discharge.

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Procedures for ballast handling and line washing in compliance with regulations It should be ensured that all valves not required for the particular operation
9 of Annex I of MARPOL 73/78. Line draining shall be carried out in being undertaken are kept in a fully closed position.
accordance with the procedures detailed in the approved Crude Oil Washing
Operation and Equipment Manual prior to any discharge of extraordinary dirty
ballast, oil contaminated water and slops. Introduction

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Regulation 15 (3) (a) of Annex I of MARPOL 73/78 specifies that the approved The oil discharge monitoring equipment is installed on this vessel to provide
oil discharge monitoring and control system shall be in operation when there the control of overboard discharge by measuring oil outflow concentration.
is any discharge of oil contaminated water into the sea. For this vessel, this It also computes the rate of discharge and total quantity of oil discharged
means all extraordinary dirty ballast water. For instance, line flushing and per ballast voyage. The system monitors the oil content, discharge ratio of
tank washing water from the cargo space must be monitored using the high oily mixture and discharged oil quantity. It automatically stops the overboard
overboard discharge. discharge of the oily mixture and returns the discharge to the slop tank when

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the oil content exceeds the limitation of the preset value.
The discharge monitoring of clean ballast is not required by Annex I of
MARPOL 73/78, providing such ballast is contained in a tank previously, the The system fitted to this vessel consists of the following main elements:
subject of tank washing coming after carriage of oil. The ballast discharge
must not produce visible traces of oil or sludge to the surface of clean calm
water. It is recommended however, that all such extraordinary clean ballast
ra •
•
Sampling system.
Monitoring system.
be monitored in order that evidence can be collected to determine that the • Control system.
oil content of such discharge does not exceed 15ppm, notwithstanding the Oil discharge monitoring control unit.
D
presence of visible traces.
Sampling System
The digital visual display unit shows the data for any current discharge situation
The discharge monitoring of segregated ballast is not required by Annex I of The major components required for the sampling of contaminated oil discharge and gives instantaneous alarm indication.
MARPOL 73/78. Such ballast should be subject to surface examination prior are located in the hazardous area and consist of:
to discharge. • A sampling pump and motor assembly located on the bulkhead A printer is incorporated to record data required in compliance with IMO
between the pump room and engine room. Resolution A.586 (XIV).
Prior to any discharge overboard, the oil monitoring and control system shall
• The oil content meter and measuring vessel penetration located
undergo pre-start checks and the input of data variables. The system will Monitoring System - Engine Room
above the sampling pump.
remain fully operational during all phases of discharge and the printed record
confirming time and data will be retained on board for a period of at least three • A control valve assembly. The signal is derived from the analysis of the sample water being passed
years. through the measuring vessel from the sampling pump.
During operation, the oil monitoring sample pump extracts a sample from the
probe, which is situated in the overboard discharge and routed through a local,
manually operated probe isolating valve to the control valve assembly.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 14 of 17
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Discharge of Ballast and Contaminated Water • 999ppm range exceed. • Each time data is changed or revised.
Ensure that line flushing has been completed prior to discharging any ballast • Water failure. • Each time there is an increase of 10 litres/nautical mile in the
or oil contaminated water. All valves not being used for the discharge are to quantity of oil being discharged.
• Motor pump wrongly powered.
be kept shut.
• Calibration failure. Notified Outputs
Access to data input, operating mode etc, is through the keyboard located on • Oil content meter failure.
the unit. The printer will provide the following data according to the sampling mode:
• Flow meter failure.
• Date (Day/Month/Year) and time (24 hours GMT).
• Printer paper failure.
Control Unit - Alarms, Controls and VDU Displays • Channel selected - manually selected (No.l).
• Ship’s speed too high > 20 knots.
• State of discharge (permitted/prohibited).
Introduction • Ship’s speed too low.
• Position of discharge valve (open/closed).

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The control unit has a user’s access code, which must be input prior to the • Discharge valve wrongly open.
• Flow rate input value.
changing of input data.
• Total oil limit in litres - manually input.

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Automatic and Manual Input
Control Unit Panel Facilities • Power on/power off.
• Monitoring.
• VDU intensity control. Automatic Inputs
• Instantaneous rate of discharge of oil in litre/mile.
• Mains supply indicator. • Concentration of oil in parts per million (ppm) which is a real
• Total quantity of oil discharged.
• Alarm indicator/Acknowledge pushbutton. value derived from the installed oil content meter.

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• Input value of oil content in ppm.
• Auto/Manual key switch. • Time (based on GMT and date). Pre-programmed until the
year 2020. Memory is maintained for a maximum of three • Ship speed input value.
• Keyboard. months by a rechargeable battery back-up regardless of mains
• Visual display unit. disconnection. Other data is listed or VDU displayed as appropriate according to specific
operating parameters or malfunctions, ie, vessel under voyage etc.
• Printer. • Effluent outflow rate is obtained from the installed flow meter

ft
system.
Starting Interlock
Alarms and VDU Displays ra • Ship’s speed is obtained from the ship’s speed log.
The Resolution A.586 (X1V) requirement for a starting interlock is satisfied
In case of an alarm condition, the (red) alarm indicator will illuminate together
by electrical control between the control unit and a relay based on interlock
with an audible alarm from the control unit. Manual Inputs
circuits contained in the cargo valve console.
Manual inputs are not normally required, except for the verification of a sample
Pressing the alarm indicator pushbutton will acknowledge the specific alarm channel and the selection of total oil reset, total oil limit and ship situation
condition and cancel the audible alarm. The alarm indicator lamp will stay Discharge Valve Control
data.
D
illuminated until the fault is rectified. Full automatic discharge valve control is arranged in compliance with
paragraph 3.3 of Res. A.586 (X1V) by the mutual operation of the overboard
Any message currently displayed on the VDU will be accompanied by a new Outputs Recorded discharge valve OD379 and the recirculating valve OP291.
message at the bottom of the screen, detailing which alarm parameter has
occurred and (where applicable) the rectification procedure that should be
followed, this can be displayed upon demand. Introduction Flow Rate Indicating System
The outputs from the control unit are recorded by the printer. Each record must The ODME control unit is provided with the automatic input rate of effluent
The alarms (programmed and non-programmed) incorporated within the be retained for at least three years. discharge from the discharge line leading to the port high overboard discharge
control unit microprocessor include as follows: line. The flow rate indicating system consists of a probe located in the vertical
• Pre-alarm at 25 litres/nautical mile. The printer will be provide a listing every 10 minutes during operation and will rising section of the upstream discharge line of the ODME sampling probe.
provide immediate and additional listings such as: Linked to the probe is a DP transmitter, the low pressure and high pressure
• 30 litres/nautical mile exceeded. impulse lines from the probe are connected to the transmitter mounting valve
• Each time the equipment is switched on.
• Total oil limit exceed. block.
• Each time an alarm is raised.
• 15ppm passed or 100ppm passed.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 15 of 17
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Ship’s Speed Indicating System Cargo Control Room d) Prepare and start the discharging system, then PRESS the OBV
The system consists of a speed log, the transmitted signal of which is cabled button to start the discharge.
a) Ensure that 220V power is available to the ODME control
directly to the ODME control unit. unit.
Commencement of Ballast or Contaminated Oil Discharge
Discharge of Ballast and Contaminated Water b) Check that the control unit printer has sufficient paper. a) Ensure all line flushing/tank washing operations are properly
Ensure that line flushing has been completed prior to discharging any ballast completed.
c) Request the engine room for cargo pump service.
or oil contaminated water. All valves not being used for the discharge are to
be kept shut. b) Ensure pre-operational checks for the ballast monitor system
d) Start up the hydraulic power pack, set the ODME ready for the have been completed.
operation and open the relevant cargo valves.
Pre-Operational Checks for Oil Discharge Monitoring and Control c) Check the IG plant is available and placed on standby and that
System e) Inform the officer on watch (OOW) of impending discharge. all relevant IG/vent distribution systems and valves are set to

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Make an initial entry in the Oil Record Book. their correct respective positions.
Prior to setting the oil discharge monitoring and control system and
commencement of ballast or oil contaminated water discharge, the following
checks must be carried out: Operation of the ODME Ballast Monitor d) Set up the ODME mimic panel and control unit as described

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previously. The important parameters being:
Engine Room Programming Procedure for Ballast Monitor • Ship’s situation.
a) Ensure that the power supply is available to the sample pump When the line flushing and pre-operational checks have been carried out, the • Type of product.
motor starter. following operating procedure is carried out at the control unit panel. • Total oil limit.

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b) Check that the power supply to the analyser unit is ‘ON’. a) Inform the bridge watch (and engine room) that discharge e) Execute a manual calibration/flushing procedure.
of ballast or slops is in progress. The bridge lookout should
c) Ensure that the air supply to the oil content meter is available. report to the OOW of any oil or discolouration noticeable in the f) PRESS the OBV button to start the discharge.
outflow or wake of the vessel. A seaman, equipped with radio,
Pump Room should ideally be stationed above the overboard discharge to Slowly run up the discharge pump to induce suction and prevent surging and

ft
warn of any cargo oil discolouration to the officer, especially divert the flow into the starboard slop tank through the recirculating valve.
a) Ensure adequate air supply is available to the monitoring when approaching a low tank level. When the instantaneous rate of discharge is stabilised at a low reading, the
system. ra secondary overboard discharge valve will open and the recirculating valve will
b) Set the control unit main switch ‘ON’. close. Run the discharge pump at a suitable speed with the required outflow
b) Check and adjust the regulator serving and supplying control
rate and observe the litre/mile instantaneous rate output carefully.
air. c) Programme the ballast monitor as described in the manufacturer’s
manual for the following: Periodic Checks During the Discharge
c) Open the fresh water flushing/calibration shut-off valve.
• Select the sample point.
D
a) Carefully observe any diminishing tank levels.
d) Check all drain valves in the monitoring system are closed. • Select the oil type.
• Check the oil discharge mode select OIL DISCHARGE, this b) Reduce the outflow as the tank level decreases, and further
e) Open the sample probe isolating valve. slow down the discharge pump when there is approximately a
also selects discharge rate limit 30 litres/nm.
one metre level remaining in the tank, in order to avoid vortex
Note: Do not adjust the hydraulic flow regulating valve unless absolutely • Select the sample point to be used. formation and possible disturbance to the oil layer.
necessary. The valve is preset during commissioning to give a sample flow • Check and adjust the manual flow rate, the auto entry is in
of between 700 and 750 litres/hour through the ODME system. brackets. c) Station a watchkeeper with a radio above the discharge point to
provide early warning of water discolouration.
• Check or adjust the manual speed input, the automatic entry
On Deck is in brackets.
d) Be prepared to stop discharging at the 30 litres/nautical mile
a) Take oil/water interface readings of heavy weather ballast • Check the total quantity of oil discharged and the total alarm limit.
tank(s) and/or of tank washings contained in the slop tanks by quantity alarm level.
using the MMC UTI detector. e) Be prepared to stop discharging at Total Limit Alarm.
• Press the RESET key on the computer to erase any old
alarms.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 16 of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Note: Always ensure the overboard valve OD379 closes and the recirculating If the Instantaneous Rate of Discharge (30 Litres/Nautical Miles) is
valve OP291 opens upon reaching an operational or alarm status. Exceeded
a) Stop the discharge pump and secure the cargo system main
Shutdown Procedure valves.

On completion of discharge operations: b) Allow further time for oil/water interface formation.

a) Stop the discharge pump. c) If it is known that contamination has occurred, immediately use
clean water to flush the lines into the starboard slop tank.
b) Open the recirculating valve OP291, the overboard valve
OD379 should be closed along with the manual overboard valve d) Take interface readings.
OT156.

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e) Try discharging again at a reduced flow rate, carefully observing
c) Ensure that the ODME system executes full calibration/flushing the outflow quantity.
cycle to completion.

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f) If a further discharge is impossible even though not exceeding
d) Ensure that the print recorder shows completion of operations. the 30 litres/nautical miles limit, retain the oil contaminated
water for discharge to a shore reception facility at a later date.
e) Switch off the oil content meter and control unit and open the
sample pump isolator (as long as automatic flushing is not
required). If the Total Quantity Limit is Reached

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a) Stop the discharge pump immediately and secure the cargo
f) Isolate the sample probe and the fresh water supply valves (as system.
long as automatic flushing is not required).
If the ODME Suffers a Malfunction or Failure
g) Execute the final line flush to the port slop tank on completion
of contaminated oil discharge. a) Stop the discharge pump and secure the cargo system.

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h) Secure the discharge system. b) Depending on the malfunction, attempt to rectify the fault using
ra the troubleshooting page shown on the control unit display.
i) Make the appropriate entry in the Oil Record Book - Part II. The
Master must then countersign the record book.

Note: The system should execute an automatic calibration/flushing cycle

every 24 hours when in STANDBY mode. When this is not required, ensure
D
that the power switch on the control unit is in the OFF position and the above
items e) and f) are isolated.

Action in Case of ODME Alarm

In the case of exceeding an operational limit or receiving an equipment
malfunction alarm, all overboard discharge operations will be stopped by the
control system pending further effluent processing (if possible) or system
rectification.

The action, in the case of manual (override) operation, consists of stopping the
discharge pump and closing the overboard valves.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 2.7 - Page 17of 17
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Section 3: Cargo Operations - Control and Instrumentation

3.1 Control Systems

3.1.1 Control System Overview

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3.1.2 Cargo and Ballast Mimic Panels

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3.1.3 Control of Valves and Pumps

3.1.4 Loading Computer

Illustrations

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3.1.2a Cargo and Ballast Mimic Panel (i)

3.1.2b Cargo and Ballast Mimic Panel (ii)

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3.1.3a Valve Mimic Control

3.1.3b Cargo pump Speed Controller

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3.1.3c Cargo Pump Monitoring Panel

3.1.4a Main Window with Cargo Tanks Table

3.1.4b Load Tool Window

D
3.1.4c Cargo and Ballast Window with Edit Tanks

3.1.4d Emergency (MARPOL) Direct Damage Stability Window

3.1.4e Draught Survey Window

Hadi Cargo Systems Operating Manual
3.1 Control Systems If any item of equipment to be used for loading or discharge proves to be When discharging, the duty officer must agree a discharge rate with the
defective during the checks made prior to arrival in port, the equipment must terminal and discharge must commence at a low rate and be increased to the
3.1.1 Control System Overview be replaced or repaired. If an item of equipment cannot be replaced or repaired, agreed rate when the ship and shore officers are satisfied that discharge is
a plan must be devised which will allow the desired operations to take place proceeding correctly.
The management of the cargo loading and discharge operations is carried out using alternative systems. In the case of failure of the hydraulic valve system or
from the Cargo Control Room (CCR), which is situated facing forward and a hydraulic valve actuator, the handpumps must be prepared or the emergency Efficient communications between the cargo control room and the shore
starboard of the centre line on A deck. operating procedure adopted. terminal are essential at all times for safe and incident-free loading or
discharge.
From the CCR, the following can be controlled and monitored: The cargo and ballast pumps are controlled from the cargo control console
located in the cargo control room. Each cargo pump has its own control During both loading and discharge operations, a manifold watch should be
• The cargo and ballast mimic control and panel. lever, which allows the speed to be regulated. No.1 ballast pump is controlled in place, to visually check this area for leaks, the hose connections and the
• The cargo and ballast pump control panels. similarly, whereas No.2 ballast pump is electrically-driven and controlled by pipeline gauge pressures. The outboard manifold should be patrolled to ensure
throttling-in on the discharge valve. The control panel also incorporates gauges no leaks are apparent at that side. The manifold watch should be aware of the

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• The automatic tank stripping system.
which allow for monitoring of the cargo, stripping and educting systems. emergency procedure for raising the alarm with the shore operators and the
• Saab cargo and ballast tank display. operation of the ship’s emergency pump trips located at the manifold.
The control and display cabinet for the remote gas detection system is located

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• A comprehensive temperature and alarm management system.
in the cargo control room. This unit continuously samples the atmosphere
• Overfilling of the tanks is avoided by use of the Hanla overfill within the ballast tanks, void spaces and the pump room.
alarm system.
• Local dipping of the tanks is carried out using the UTI ullage/ It is essential that all instruments involved in cargo operations are fully
temperature equipment. functioning before the cargo operations commence. Checks must be made on
all systems prior to the arrival of the vessel in port to ensure that there will

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• The use of an on-line loading computer to maintain stress and be no delay in cargo operations. Operating systems such as the remote valve
stability calculation in real-time mode. system and the cargo pump drive system must be prepared prior to arrival and
the control systems for such devices must be checked as operational as soon
Cargo loading or discharge requires that the correct valves for a particular tank as practicable.
and the manifold valves for that tank are open in order for the cargo to flow
as required. It is essential that the duty officer and others involved in cargo

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Valve and pump control panels, tank level gauges and other instruments
loading or discharge know and understand the procedures involved. Planning involved in cargo operations are located in the cargo control room where radio
prior to loading or discharge is essential and all systems to be used for these communication systems are also located. The cargo control room must be
procedures must be checked before the operations are commenced. The
hydraulic valve system should be started in order to ensure that it can operate
as required during cargo loading or discharge. The cargo pump operating panel
must be checked, as must the control system for the cargo pumps.
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manned at all times during cargo operations. The hydraulic power pack for the
remotely operated valves is located in the hydraulic valve room and is operated
from the cargo control room.

The duty officer in the cargo control room can set up the majority of the ballast,
Cargo and ballast tank levels are displayed on the Saab monitor and the ship’s
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cargo and pump room valves using the remote valve buttons on the mimic panel,
on-line loading computer. The operation of the cargo tank level system must but a number of the valves are manually operated and must be set locally. The
be verified before discharge. Readings of tank levels must be taken before and manual valves are provided with a memory indicator at mimic panels to allow
after discharge/loading in order to compute the amount of cargo discharged the duty officer to see immediately if a valve is open or closed.
from a particular tank or loaded into a tank. The loading computer program
can prepare suitable figures in printed format. Tank venting and the inert gas When loading, the duty officer must request an initial low loading rate from
systems must be prepared as required and these must be controlled correctly the terminal and only when satisfied that the system is correctly set and the
during their operation. cargo is going into the desired tank should an increased rate be requested.
If at any time during the loading procedure should the tank level monitoring
Where ballasting/deballasting is to take place at the same time as discharge/ system fail, the duty officer should immediately request a stop to the loading
loading, the ballast system must be prepared and the ballast display checked procedure whilst the system is corrected or an alternative arranged. Loading
for operation. should never take place if the duty officer is unable to determine the level in
the tank being filled. At all times, the duty officer must be in complete control
of loading operations.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 1 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.1.2a Cargo and Ballast Mimic Panel (i)

TC59 TO TANK OD376 OD375

OD337 IG39
FROM CLEANING MAIN COMP.
I. G. S.
TC58 TC57 AIR
OD374
MAIN T.C. HEATER OD
377
OP306 S. P.
OP284 OP285
F
No.4 No.3 No.2 No.1 OD379 OD379
OD378 V.P. V.P. V.P. V.P.
F S O
OP302

STR. EDUCTOR
TO SLOP T. (P) OP291 OP291

NO.2 C. O.
OP297 OIL DISCHARGE
SLOP T.

A
S O

y
MONITORING SYSTEM
OP283 OP281 OP307

OP282
MONIT- OT156
OP271 ST-BY ORING
H. B. W. L.
N
STEADY OP305 NO.5
OP300 OP295 W. B. T.
S O
LOWER RAISE
OP263
OP242 OP241 OP301 (S)

STR. EDUCTOR
OP296

op
NO.1 C. O.
OP259
OP OP
T.C.P OP240 OP239
OP280 OP279 267 249
OP299
OP294
OP245 OP292 NO.5
OP255 SUCTION OP216 OP215 SLOP T. (P)
OP274 FOR C.O.T. (P)
N
S O
LOWER
STEADY
RAISE
DRAIN
OP262 LOWER RAISE TANK OT152 OT143 OT140
A OP252 OP238 OP237 N N N

OP304 OP293 OP214 OP213 S O S O S O

OP270 OT150 OT147

OP258
OP OP
OP231

C
266 NO.3 C.O.P. 248
OP212
OP278 OP277 C. O. STRIP. P. OT146
OP244
OP298 OP289 OT141
OP254 OP210
OP273
N
P
STEADY OT155
S O
LOWER RAISE OP236 OP235
OP261 OP311 OP288
A OP251 OP222 OP221 OT154 OT153
S
N N
OP290 S O S O

OP269 OP257 OP211

OP230 OP310 OT
OP NO.2 C.O.P. OP
148

ft
265 247 NO.5
OP276 OP275 OP220 OP219
C.O.T. (C)
OP234 OP233 OP209 OT
OP243
OP253 149
OP272
N
STEADY
S O
LOWER RAISE
A

OP268
OP260

OP
264
NO.1 C.O.P.
OP256
OP250

OP
246
ra OP229

OP226
OP309

OP228
OP287

OP286
P/R
VOID
OP218 OP217
OP208 OP207

OP206

OP232
OP223 OP205 OP204 OT151 OT142 OT139
BA046 BA034 IG38 N N N

FROM I. G. S O S O S O

OT145
D
MAIN LINE OP203
OP227
COMP. BA033
AIR
OP202 OP201 OT144
OP224 OP225
S.C. SLOP T. (S) NO.5
BA045 C.O.T. (S)
= BALLAST PUMP OPERATION =
BA032 NOTICE
STR. EDUCTOR

1. REMOVE THE VACUUM PRESSURE IN OPEN

BA044
MAIN LINE. IF ANY, AND FILL THE LINE BA022 BA020
DURING SEA WATER TANK CLEANING. NO.5 W. B. T (P)
NO.2 W. B.

WITH WATER. BA043 BA053 OP-207, 208 VALVES FOR NO.5 N N

2. OPEN THE DEDICATED TANK VALVE (S). N

CARGO TANK (C) AND OP-204, 205 S O S O

3. OPEN THE CONCERNED VALVES AS S O NO. 2 BA029

BA048 BA041 BA031 H. B. W. L. VALVES FOR SLOP TANK (S) TO BE
STR. EDUCTOR

NECESSARY ‘EXCEPT PUMP DISCHARGE’. NO.5 KEPT CLOSED

BA054
4. START BALLAST PUMP.
S.C. W. B. T.
NO.1 W. B.

STOP START
5. OPEN THE DISCHARGE VALVE GRADUALLY.
OPEN ESPECIALLY SLOWLY FROM 10 TO (P) BA024
45 DEGREE. BA
W. B. P. BA040
6. WHEN STOP BALLASTING. 030 BA036
1) CLOSE THE DISCHARGE VALVE
GRADUALLY. BA042 BA038
BA028 BA026
2) STOP BALLAST PUMP N
STEADY
3) CLOSE ALL CONCERNED VALVES. S O
LOWER RAISE BA021 BA019
BA047 N N
S O S O
NOTE: MORE THAN TWO TANK VALVES TO BE
OPENED WHEN ONE PUMP RUNNING IN BA039 BA035 BA027 BA025
FULL CAPACITY BA037 BA023

NO.1 W.B.P.
NO.5 W. B. T (S)

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 2 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.1.2 Cargo and Ballast Mimic Panels

Introduction

This vessel uses the traditional mimic panel mounted horizontally on the cargo
console. The mimic panel has a schematic diagram of both the cargo pipelines
and ballast pipelines incorporated over a tank overview layout, which also
includes the cargo pump room system. Situated in logical arrangements are
the valve remote operating pushbuttons, switches, light indicators for the local
hydraulic valves, light indicators for the manual operated valves and the pump
controls. All the valve switches are numbered and the tanks have identification
labels.

y
Each cargo line is colour-coded to indicate the individual cargo main line and a
different colour is used to identify the common lines, such as the tank cleaning

op
line and slop tank lines. The eductors are indicated with a suitable symbol as
is the cargo stripping pump and the tank cleaning pump.

The panel is illuminated with status lights, which on remote operated valves
are automatically controlled and on manually operated valves the operator
must press these to indicate open or closed. To prevent accidental operation,

C
the remote operated valves are covered with a hinged plastic cover. The white
light indicates fully closed and the green light indicates fully open.

The valves which are remotely operated and have a variable degree of opening,
are operated from switches which are rotated to operate and the light for
these is automatically controlled. When the valve is fully closed, the small

ft
adjacent white light is illuminated and is extinguished when the valve is not
fully closed. When the valve is moving, the rotating switch control flashes and
remains steady when the valve reaches fully open or if placed into neutral it is
extinguished if fully closed. A percentage indicator is placed adjacent to these
switches, a small indicator to show the valve’s actual status.
ra
The panel has a main power switch which must be switched on to activate the
panel and the illuminations, then the hydraulic power pack must also be running
D
before any valve operation can be performed. The status of all the valves should
be noted including status of the manual valves and their appropriate manual
indicator lights represent the present valve position. A buzzer stop pushbutton
is included in the control console to acknowledge the main alarm system for
the cargo valves and pumps.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 3 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.1.2b Cargo and Ballast Mimic Panel (ii)

OD351 OD341

OD369
TO NO.4
C.O.T. (P)
OD373 OD OD OD361 OD359 OD327 OD355 OD321 OD349 OD315 OD345 OD309
371 367
OD363

OD358 OD OD328 OD354 OD OD322 OD348 OD OD316 OD344 OD OD310

330 324 318 312
DRAIN PUMP
OD336 OD365 OD306 OD305
OD304 OD303
OD335

OD334
OD
OD302 OD301 339
DRAIN PUMP OD364
OD OD OD OD OD

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OD356 329 OD325 OD352 323 OD319 OD346 317 OD313 OD342 311 OD307 338

OD362
OD OD OD
331 OD372 OD357 OD326 OD353 OD320 OD347 OD314 OD343 OD308 NO.3
370 366 OD360
C.O.T. (C)
OD TO NO.4

op
332 C.O.T. (S)
OD368
OD
333
OD350 OD340

NO.4 C.O.T (P) NO.3 C.O.T (P) NO.2 C.O.T (P) NO.1 C.O.T (P)

OT135 OT132 OT127 OT124 OT119 OT116 OT106 OT104

N N N N N N N
S O S O S O S O S O S O S O

C
OT107

OT133 OT125 OT117

OT138 OT130 OT122 OT112

OT137 OT136 OT129 OT128 OT121 OT120 OT111 OT110
N N N N N N N N
S O S O S O S O S O S O S O S OT114 OT109

ft
NO.4 NO.3 NO.2 NO.1
C.O.T. (C) C.O.T. (C) C.O.T. (C) C.O.T. (C) OT113 OT108

ra OT102 OT101

OT134 OT131 OT126 OT123 OT118 OT115 OT105 OT103

N N N N N N N N
O S O O S O O S O S O S O
D
NO.4 C.O.T (S) NO.3 C.O.T (S) NO.2 C.O.T (S) NO.1 C.O.T (S)

BA018 BA016 NO.4 W. B. T (P) BA014 BA012 NO.3 W. B. T (P) BA010 BA008 NO.2 W. B. T (P) BA006 BA004 NO.1 W. B. T (P)
N N N N N N N N
S O S O S O S O S O S O S O S O

BA017 BA015 BA013 BA011 BA009 BA007 BA005 BA003

N N N N N N N N BA002 BA001
S O S O S O S O S O S O S O S O

NO.4 W. B. T (S) NO.3 W. B. T (S) NO.2 W. B. T (S) NO.1 W. B. T (S)

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 4 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.1.3 Control of Valves and Pumps Illustration 3.1.3a Valve Mimic Control

Control of Valves SLOP T. (P)

Proportional Valves 100

OT152
N
80 S O

These are hydraulically remotely operated valves which can be controlled to

60

40 OT150 OT147
20

open to any set amount. The rotating switch has three set positions which are 0

represented by S, N and O. OT146

When the valve is in a fully closed position, the rotating switch is positioned in
the S direction, and when the valve is in a fully open position, the switch is in OT155
OT154 OT153
the O position, with the corresponding needle pointer on the adjacent indicator 100 N 100 N

y
80 80
S O S O

showing 0% for fully closed and 100% for fully open. The valve will remain 60

40
60

40

OT 20 20

at that position until the operator selects a new order. At this time the valve 148 0 0

control will remain energised until it reaches the stop position for either fully

op
closed or fully open of the valve. As such, by rotating the switch and leaving OT
149
the switch at S or O, then the valve will move in that direction until it reaches
the stop limit. Therefore, to close an open valve, the operator selects S and to
open a closed valve the operator selects O to move the valve to the desired
position.

C
If the operator selects the position N, all movement of the valve will cease
and the degree of opening will be represented by the indicator panel as a
percentage. This action would be chosen when an operator wishes to open or
close a valve to a required percentage. When the operator is controlling the
valve to a small degree of operation, additional measures may be necessary to
confirm the actual status of the valve and that the indicators are matched.

ft
Open/Shut Valves ra
These are hydraulically remotely operated valves which can be controlled to be
either fully closed or fully open with no intermediate position.

When the valve is in a fully closed position, the white sector light is illuminated
and when the valve is in a fully open position, the green sector light is
D
illuminated. To move the valve to the fully open position, the operator lifts the
clear plastic cover and activates the pushbutton once to open. The white sector
light will fade out and the green sector light will brighten up until fully open.
To move the valve to the fully closed position, the operator lifts the clear plastic
cover and activates the pushbutton once to close. The white sector light will
brighten up until fully closed.

Local Control Valves

These are either manually or local hydraulic operated valves and the mimic
panel has simple pushbuttons which the operator can push to illuminate to
represent an open valve and push again to extinguish the light to represent a
closed valve.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 5 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Control of Pumps Illustration 3.1.3c Cargo Pump Monitoring Panel

The three cargo pumps have speed controllers, which can raise the cargo pump
from the minimum speed when control is handed over from the engine room
after start-up. Turning the spring-loaded handle clockwise to RAISE will
increase the pump revolutions gradually as indicated on the individual gauges.
Once the handle is released, it will return to the STEADY position and the No.3 Cargo Oil Pump No.2 Cargo Oil Pump No.1 Cargo Oil Pump
pump revolutions will remain at this setting. By rotating the handle counter-
clockwise to LOWER, the pump revolutions will reduce. Master Master Master
Master Master Master
Seal Seal Seal
Alarm Alarm Alarm
Alarm Alarm Alarm
Under normal circumstances, the pump cannot be increased or decreased
beyond the maximum and minimum settings, that is not beyond the trip
Master Master Master
positions. However, care must be taken when tank levels are low when the Run Run Run

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Trip Trip Trip
pump can begin to cavitate and lead to possible trip-out on overspeed.

op
The pumps are also fitted with a vibration monitoring device which monitors Revolution Revolution Revolution
both vibration and the mechanical pump seal integrity. Excessive vibration will
activate an alarm and the operator must take steps to reduce this condition, 6 9 6 9 6 9
before the unit trips the cargo pump.
3 12 3 12 3 12

By controlling the pump revolutions and the proportional discharge valve, 0 RPM 15 0 RPM 15 0 RPM 15

C
the operator can ensure the pump is operating at its most efficient, using the x 100 x 100 x 100

pressure and suction gauges as a guide to this condition along with the actual
discharge rate. See Section 1.3 for details of the cargo pumps.
Suction Pressure Suction Pressure Suction Pressure

Illustration 3.1.3b Cargo Pump Speed Controller

1 2 1 2 1 2

ft
0 3 0 3 0 3

OP276 OP275 50 50 50
76 kgf/cm2 4 76 kgf/cm2 4 76 kgf/cm2 4

100

80

60

40

20
S
OP272
N
O

A OP260
NO.1 C.O.P.

LOWER
STEADY
RAISE
OP253

OP250
OP243
ra Discharge Pressure Discharge Pressure Discharge Pressure
0
OP268 OP256
OP OP
D
264 246
10 15 10 15 10 15

5 20 5 20 5 20

0 kgf/cm2 25 0 kgf/cm2 25 0 kgf/cm2 25

EMGY STOP EMGY STOP EMGY STOP

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 6 of 15
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 3.1.4a Main Window with Cargo Tanks Table

Active Loading Condition [2008-11-01 02:20] (PLANNING)

File Mode Task Cargo & Ballast Results Tools View Loads Help Ack. Log.

Mode 77 m

Monitoring

Planning

Task

y
Bunkers
Tank Info
Cargo&Ballast Load PARCEL 3L

op
Stores Color... PARCEL 3L

Emergency Fill tanks equally

FILL [%] 0.0
Weight [t] 0.2

C
Show Cargo tanks Show Ballast tanks Show totals
Column Selection: Standard Ma Bbls In Air In Vacs Selected tank group: A11 Cargo
88% Capacity FILL. Ref.Dens in Air Ullage TOV TARGET/TOV GOV TEMP GSV
Seg. Parcel VCF
[m3] [m3] [kg/m3] [cm] [m3] [m3] [m3] [C] [m3]
COT3C 34383.2 2 PARCEL 3 LSFO 0.2 981.0 2959 2959 76.1 76.1 38.1 0.98438 74.8
COT3P 19598.3 1 PARCEL 2 HSFO 0.1 999.7 2900 2900 17.9 17.9 37.6 0.98510 17.6

COT3S

ft
19598.3 1 PARCEL 2 HSFO 0.1 999.7 2898 2898 20.2 20.2 37.5 0.98517 19.9
COT4C 34383.2 1 PARCEL 4 HSFO 0.0 980.3 2992 2992 0.0 0.0 41.8 0.98181 0.0
COT4P 19598.3 3 PARCEL 1 LSFO 0.1 984.4 2900 2900 18.0 18.0 49.1 0.97682 17.6
COT4S 19598.3 3 PARCEL 1 LSFO 0.1 984.4 2897 2897 21.4 21.4 49.9 0.97628 20.8
COT5C

COT5P
COT5S
ra 34441.1
10477.6
10477.6
1
2
2
PARCEL 2 HSFO
PARCEL 3 LSFO
PARCEL 3 LSFO
0.6
0.1
0.0
999.7
981.0
981.0
2957
2901
2901
2957
2901
2901
201.7
6.3
2.8
201.7
6.3
2.8
58.3
43.6
43.0
0.97098
0.98056
0.98098
195.8
6.1
2.8
SLOP P 5111.3 3 PARCEL 4 HSFO 0.0 980.3 2907 2907 0.9 0.9 50.3 0.97588 0.9
SLOP S 5111.3 2 PARCEL 3 LSFO 0.0 980.0 2904 2904 0.2 0.2 56.0 0.97191 0.2
343111.9 0.3 547.0 547.0 547.0 46.8 0.97862 535.1
D
Floating position according to Mode Calc Aft 11.13 m Mid 9.59 m Fwd 8.29 m Trim A 3.04 m Heel S 0.48

Zone Summer 9.34 Heel S 0.48 deg GMo 23.47 m DW 93991 t Strength Limit Sea
Dens 1.025 t/m3 11.13 At marks Mid 9.59 8.29 Trim A 3.04 m GMcor -0.20 m UnkDWT -0.6 % BMmax 64% at fr. 73
Below keel
Defl. hog 0.2 m C GM 23.27 m Disp 142234 t SFmax 60% at fr. 62
Prop. immersion 107 % 9.84

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 7 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.1.4 Loading Computer Once the login has been successful, the operating system is loaded and can be selected option will appear next to the task menu in the menu
accessed by double-clicking the Onboard-NAPA icon on the desktop. bar, then clicking that new option will reveal a new set of
The loading computer is situated on a desktop in the cargo control room commands for loading, discharging and ballasting the vessel.
(CCR), along with a printer unit. The computer has an ullage input from the Note: The Onboard-NAPA will automatically start with the loading condition • RESULTS MENU button activates the Loading Summary
SAAB tank radar system for the cargo, ballast and fuel oil tanks enabling the that was last saved. The name of the active loading condition is displayed at and Strength & Stability details also damage stability results
computer to be used in on-line mode during loading or discharging. the top of each menu. calculating standard MARPOL damage if required.
Software: Onboard-NAPA version D. 2006.1 (or later) • TOOLS MENU button activates twelve sub-menus including
System Producer: Onboard-NAPA Ltd. Main Window an option to Balance the vessel for heel or trim, other options
include Load Tool and Monitor Tool.
Introduction The main window as the title implies is the principal viewing window for the
• VIEW MENU button activates the menu to enable the user
Onboard-NAPA loading computer.
to chose how to view certain functions, for example under
This section is an introduction and description intended as a guide to the the Graphics option the user can chose to divide the graphic

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new user to indicate menu functions and the general layout of the loading The principal features of the main window are as follows:
window into four areas, other viewing options are available with
computer with some of the menu features described in more detail. For a full this menu

op
description of the Onboard-NAPA loading computer, the user should consult • Menu Bar. Described below.
the comprehensive user guide before using for the first time, and at all times • LOADS MENU button appears in the TASK menu when the
when using the loading computer until fully conversant with it and thereafter • Floating Position. The information box at the bottom of Bunkers option is selected.
the manual should be used for reference. the screen giving continuously updated information on the
floating position of the vessel as data changes are made to
Hydrostatic Information
affect hydrostatics and longitudinal strength.
The floating position field at the bottom of the main window contains the
Programme General • Graphics Area. Shows the vessel in sections on different

C
hydrostatic information of the active loading condition. Every time the loading
projections showing three or four different views.
condition is changed, the hydrostatic values are immediately updated.
Onboard-NAPA is an advanced computer programme for the calculation of • Table area. Here, primary and secondary data can be viewed
ship loading, damage stability, analysis and ship performance prediction. All and entered, for example when changing tabs between cargo The following information is available:
calculations are based on a real 3D geometric model of the vessel created by tanks and ballast tanks, cargo or ballast weights may be
the Naval Architectural Package (NAPA) and conforms to the requirements of entered directly.

ft
IMO Res.A749 and MARPOL 73/78. • Mean Draft, Draft Forward, Draft Aft, calculated extreme
• Multiuse Window. To enable the user, change the contents draughts located at the draught marks.
There is an on-line link between the Onboard-NAPA program and the Tank of this viewing window to suit his requirements.
• Trim is the difference of the draughts at the perpendiculars.
Measuring System (TMS) which consists of two parts, the hardware interface
and the software to convert the protocol to obtain data from the TMS.
ra
Menu Bar
•
•
Heel is the heeling angle in degrees.
GMcorr is the total effect of free surface in the active loading
The hardware interface is defined by the TMS manufacturer while the software The purpose of the menu bar is to show the alternative functions of the condition.
part of the interface, the on-line reading program, is a separate background Onboard-NAPA. Clicking on each command button, listed below, opens a sub GM is the metacentric heights.
D
•
programme taking care of the communication with the TMS. Data is sent from menu.
the TMS to the on-line reading program which converts it and sends it to the • MBmax, SFmax are the maximum hogging and sagging
Onboard-NAPA. bending moment and shear force relative to the SEA condition.
Command Buttons Available in the Menu Bar Where these forces exceed 100%, they are displayed in red.
Starting the Programme • FILE MENU button includes Save, Save As and Printer • Dens is the current specific gravity of the sea water, which can
options. be manually changed by typing a new value.
a) Power up the PC, monitor and printer.
• MODE MENU button includes Planning and Monitoring • Defl is the deflection of the hull obtained from the draft survey.
modes. A positive sign indicates hogging and a negative sign indicates
b) The message ‘Press Ctrl-Alt-Delete: ‘log on’ appears.
sagging.
• TASK MENU button activates the menu where five different
c) Enter the correct user name and password when they are tasks can be opened. Demo, Bunkers, Cargo & Ballast, Stores
requested. and Emergency. The name of the menu following task menu
changes according to which option is clicked in the task menu,
for example if the Cargo & Ballast option is selected, then that

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 8 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Illustration 3.1.4b Load Tool Window

Active Loading Condition [2008-11-01 02:20] (PLANNING)

File Mode Task Cargo & Ballast Results Tools View Loads Help Ack. Log.

Mode 77 m

Monitoring

Planning

Task

y
Bunkers
Tank Info
Cargo&Ballast Load PARCEL 3L

op
Stores Color... PARCEL 3L

Emergency Fill tanks equally

FILL [%] 0.0
Weight [t] 0.2

C
Tanks Load Actions List
Options: FREE - Apply Voyage Port: - Voyager Order Cel
006/2008
Tank Order: Total: 0 MT Air
Load: EMPTY Actions to be done at Load por
MT Air from to Temp Fill Name Unit Action Done
Name Info
[t] [%] [%] [C] [%] EMPTY
SLOP_S 0.0 0.0 0.0 N/A 0.0 0.0
Action Discharge

ft
Actions to be done at Discharg
Amount 0 Name Unit Action Done

Unit MTAir
Unit ... +0
ra TargetMin
TargetMax 0
0
0 m3
m3
0.0

AutoSelect
D
Floating position according to Mode Calc Aft 11.13 m Mid 9.59 m Fwd 8.29 m Trim A 3.04 m Heel S 0.48

Zone Summer 9.34 Heel S 0.48 deg GMo 23.47 m DW 93991 t Strength Limit Sea
Dens 1.025 t/m3 11.13 At marks Mid 9.59 8.29 Trim A 3.04 m GMcor -0.20 m UnkDWT -0.6 % BMmax 64% at fr. 73
Below keel
Defl. hog 0.2 m C GM 23.27 m Disp 142234 t SFmax 60% at fr. 62
Prop. immersion 107 % 9.84

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 9 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
File Menu • Tanker Type (Specific Tables). Activation of the F2 key will can toggle between the two modes and plan the next voyage in Planning Mode
produce a pop-up menu from which the tanker type can be at the same time as monitoring the current situation.
Purpose of the file menu is to display all the loading conditions saved on the chosen. For each tanker type, a specific column selection in the
hard disk. In the file menu it is possible to change the active loading condition cargo menu has been preprogrammed in.
or save the current condition. Loading conditions can also be deleted using this
View Menu
• Drive to Read Load Conditions. The user can choose from
menu. where to read the loading conditions. The master computer is This menu enables the user to personalise the graphic display to suit his
in LOCAL by default, but if there is more than one Onboard- viewing requirements and he can thus view all the information he needs.
Use of Onboard-NAPA When Loading New Cargo NAPA in the network the slave workstations can read the
loading conditions from the master computer as well. The View Menu has various options in the drop down box, they are:
a) Start the programme, the last loading condition is displayed.
Grade Database Menu • Show Table Area. To turn the table area on or off.
b) Select File. From the drop-down menu select an old condition

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suitable as a base for the new one. The grade database includes necessary information to a grade. It is also possible • Show Buttons. This controls the Button Bar on the left hand
to edit an existing grade, give a grade a code, add a new grade or delete an old side of the viewing screen.
c) Use the OPEN command to make it active. grade. To access this menu click Tools > Cargo & Ballast, then when the sub
• Show Infobar. This controls the Information Bar located

op
menu drops down click on GradeDB, this will then open up further options.
below the Menu Bar, the user may turn this On or Off as
d) From the drop-down menu select SAVE AS, a dialogue box will required.
appear. Type in the new condition’s name, then click SAVE and
save it. The available grade types are identified with the ASTM code. The ASTM • Section Tracing. This enables the user to open another
codes that can be defined in the table are: graphic window to show the selected tank in that second
e) Start loading. Use the SAVE command at no more than ten window.
• 6A, 6B, 6C, 24A, 24B, 24C, 54A, 54B, 54C and BITUM

C
minute intervals in order that the minimum amount of input is • Graphics. By clicking on this option, the user can control the
lost should there be a problem. In addition other loads with the following ASTM codes can be loaded into the Graphic Window and divide it into four parts if required.
cargo tanks:
Test conditions at intervals of not more than one month are used to check that
the program is still operating correctly. The results on screen should be checked • LIQUID. Liquid with no volume correction applied. Task Menu
against Test Conditions supplied as hard copy from the manufacturers. These

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checks must be recorded and kept for any statutory, port state or oil company • BULK. General bulk, no free surface effect.
Clicking on this option opens a drop down sub-menu with the following
inspections the vessel may undergo. ra • GRAIN. General grain. options available.
• CH. General chemical.
User Settings Dialog • Demo. This runs the 3D demonstration mode.
Commands Available in the Grade Database Menu
In this menu the user can modify several settings of the program. To access • INS L enables the user to add a new grade to the database. • Load Bunkers. This enables the user to command tasks for
this option click Tools, then click Settings from the drop down box, and User handling bunkers.
• SORT. Arranges the database alphabetically according to the
D
Settings dialog will appear. • Cargo & Ballast. This could be considered to be the user’s
grade name column. most used command, it includes commands for creating
Typical set of settings are: • CRUDE, PRODUCT, CHEMICAL button makes a sub-set of loading and discharging plans, in Planning mode, loading,
• Directory for Reports. It is possible to print the reports to files. corresponding grades in the table. ballasting and discharging the current situation, and also
All the reports including graphics are stored in GIF format and for monitoring the existing load or discharge situation in
• SAVE command saves the changes made in the grade
the lists in HTM format. Monitor mode.
database.
• Filling Rate Alarm which enables the user to set the value • Stores. To input weights for stores, provisions etc.
• PRINT command sends the total database to the printer.
when the filling rate, as a percentage, in the cargo menu changes • Emergency. This option simulates various user input
colour to orange as a warning. scenarios based on the current loaded condition for
Mode Menu grounding damage and tank ruptures and calculates the
• Remote Directory. With this it is possible for the user to choose
where to send loading conditions in the network as well as damage stability, and each of the up to sixty different
The two menu choices in this mode are Monitoring Mode and Planning Mode. possible scenarios is summarised to determine the vessel’s
remaining a local one. Monitoring mode is the active mode for the live condition at that time to enable survivability in accordance with MARPOL regulations.
the user to observe the loading or discharging condition alongside, The user

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 10 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.1.4c Cargo and Ballast Window with Edit Tanks

Active Loading Condition [2008-11-01 02:20] (PLANNING)

File Mode Task Cargo & Ballast Results Tools View Loads Help Ack. Log.
Undo
Mode Redo 77 m
Online Status
Monitoring Edit Tank
Empty Tank Ctrl+T
Planning
Empty Tank(s)
Load
Select Group Edit tanks
Set Value(s)
Set Load
Tank Info
Task

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Select tanks Load PARCEL 3 L
Bunkers Move Loads Color... PARCEL LSFO
GradeDB Ctrl+G Tank Info
Cargo&Ballast Load PARCEL 3 L
Voyage Order... F8 Fill tanks equally

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Select Grades... FILL [%] 0.2
Stores Color... PARCEL 3 L
Monitor Bars
Weight[t]: 0.2
Emergency Redistribute Fill tanks equally
Floating options TOV [m3] 0.2 FILL [%] 0.0
Capacity [m3] 5215.6 Weight [t] 0.2
Temp [C] 56
Dens [kg/m3] 0.95304
API.60F 12.5 0

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Tanks Cargo Totals Load Actions List
Options: FREE Total MTAir: - Apply Voyage 106.92 Port: - Voyager Order Cel
006/2008
Tank Order: Total
Total:TOV
0 [m3]: MT Air 110.9
Load: EMPTY Actions to be done at Load por
MT Air from to Margin: Temp Fill Name Unit Action Done
Name Info
[t] [%] [%] Min/Max targets[C] (54.4444C)
[%] EMPTY
SLOP_S 0.0 0.0 0.0 N/A
Margin: 0.0 0.0
Action DISCHARGE

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Actions to be done at Discharg
Max[m3] (+0%) Name Unit Action Done
Amount 0
Unit MTAir
Unit ... +0
ra TargetMin
TargetMax 0
0
0 m3
m3
0.0

AutoSelect Close
D
Floating position according to Mode Calc Aft 11.13 m Mid 9.59 m Fwd 8.29 m Trim A 3.04 m Heel S 0.48

Zone Summer 9.34 Heel S 0.48 deg GMo 23.47 m DW 93991 t Strength Limit Sea
Dens 1.025 t/m3 11.13 At marks Mid 9.59 8.29 Trim A 3.04 m GMcor -0.20 m UnkDWT -0.6 % BMmax 64% at fr. 73
Below keel
Defl. hog 0.2 m C GM 23.27 m Disp 142234 t SFmax 60% at fr. 62
Prop. immersion 107 % 9.84

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 11 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Note: To change the colour of the grade in the active line, click the colour Using the Balance Tool For example it is required to fill the fore peak tank. In the Edit tanks mode a
button. A pop-up menu showing the alternative colours will be opened. Select Load Tanks dialog box will appear. To choose the fore peak tank either left
the colour by pointing to one of the colour buttons. The balance tool is useful to help the user to determine how much cargo or click on the graphic display on the tank or by using the listed column selection
ballast or a combination of both to achieve a required completed condition, left click on the tank name listed in green on the left hand column. The, data
for example to achieve a particular draught for departure with a required trim. may be entered in various ways, the weight may be entered, or the percentage
Using the LOAD Tool Balancing would give the user the option to choose which cargo or ballast fill or by using the slider to the right of the box the weight may be entered that
tanks to use and the quantities required to achieve the desired draught. Bending way, by using the mouse to move the slider bar up In so doing, the values in
Clicking on the Mode option in the menu bar, then Planning > Planning mode and shear force stresses would all be taken into account as would free surface the load table to the left will increase progressively until the desired fill has
on the drop down box. effect. been achieved.

a) Select the Load Tool from the Tool option in the menu bar. To access the Balance option, go to the menu bar and click on Tools, click
again on Balance from the drop down box.
Load Bunker Ballast Menu
b) In the Tank Info box, click the drop down box and click Select

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This menu allows access to all tanks and spaces, other than the cargo tanks in
Grades. a) Using the existing loading condition in planning mode.
a tabular form. It is possible to make changes in volume, density or weight in
each tank or space separately. The tanks in the table are sorted according to

op
c) Chose the grades from the list on the left side of the Select b) Open the Balance tool.
their purpose and longitudinal position.
Grades Dialog box and press the arrow key in the centre of the
dialog box. c) Choose the selected tanks, ballast or cargo may be used as
It is possible to call up to the screen a group of tanks with the same grade with
required. Select with the Balance With option.
the group totals being displayed below the table.
d) Activate the grade from the list in the dialog box on the right.
d) In the targets box enter the draught and or trim required.
e) If required, modify the characteristics of the grade on the bottom Direct Input

C
box under parcel properties, these changes will only be relevant e) Choose Free in the Amount of Load to be Used box, the
for the current voyage, the same grade may be used more than computer will calculate the required weights to achieve the Cargo or ballast weights may be added or removed from an existing condition
once using different parcel names and colours. desired condition. by directly inputting the data. In Task > Cargo & Ballast > Tools > Load
Tool with the Show Table option open weights can now be entered directly as
f) Once satisfied with these changes to the grades, colours and f) If stresses are to be considered for this operation, then enter the required by left clicking on either Show Cargo Tanks or Show Ballast Tanks

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parcels click OK. required limits to be taken into account. and left clicking on the required tank, this will be highlighted in black along
the table to indicate the current data already entered. To change any data, click
g) In the LOAD box, choose the grade, action to be taken (Load ra g) Press Preview to commence the calculation. on the appropriate column and that selected column alone will be highlighted
or Discharge) the amount to load, the units eg Bbls, margin in black, type in the required weight to add or remove as appropriate and the
percentage. h) If the result is acceptable, click Apply. computer will re-calculate the change of condition to reflect the new data.
Clicking on the graphic display will also highlight the appropriate tank in the
h) Holding down the Ctrl button on the keyboard left click on the i) The result window will show a Before and After situation to column selection and data entered accordingly. To toggle between cargo tanks
mouse to select the tanks to load those selected parcels. show draught, trim etc before the balancing operation and also and ballast tanks, click on any tank on the graphic display and the column
D
after the weights have been re-distributed. selection table will change to reflect the tank, either ballast to cargo or vice
i) When the load sequence is completed, click APPLY. versa.
j) The Operations window shows a list of the tanks used in the
j) Save the completed loading condition. calculation to balance, Before and After, with the tonnages in At all times during cargo planning when entering data into the Onboard-NAPA
each tank listed alongside each other to show the transfer of loading computer, the data in the floating position table at the bottom of the
Using the load tool is just one of the options available to the user to load one weights. screen will be continuously updating the vessel’s draught, trim, stability, shear
or more different parcels, the loading computer manual will show other options force and bending moments keeping the operator fully aware of the changing
available. conditions. Any extreme conditions beyond the parameters as set out by class,
Edit Tanks
flag state or vessel design will be indicated to the user by an alarm and the
extreme condition will be highlighted in orange.
To use the Edit Tank option click on Task > Cargo & Ballast > Edit tanks on
the menu bar.

This is another method to fill or empty cargo or ballast tanks individually.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 12 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.1.4d Emergency (MARPOL) Direct Damage Stability Window

Active Loading Condition [2008-11-01 02:20] (PLANNING)

File Mode Task Cargo&Ballast Results Tools View Loads Help Ack. Log.
Strength & Stability
Mode Load Summary 77 m
Damage Results
Monitoring Direct Damage... F7

Planning Direct Damage Stability

Results Selected cases Summary Detailed Results Criteria Openings GZ-values
Calculate DAMAGE CASE DISCRIPTION SELECTED [Y/N]
55 D31 CASE NO31 BOTTOM SB Y
Task Print 56 D31_P CASE NO31 BOTTOM PS Y

y
57 D32 CASE NO32 BOTTOM Y
Bunkers Show Progress 58 D33 CASE NO33 BOTTOM SB Y
59 D33_P CASE NO33 BOTTOM PS Y
Cargo&Ballast Include 60 D34 CASE NO34 BOTTOM SB Y

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Stores 61 D34_P CASE NO34 BOTTOM PS N
Exclude 62 D35 CASE NO35 BOTTOM Y
Emergency 63 D36 CASE NO36 BOTTOM Y
Sort 64 D37 CASE NO37 BOTTOM SB Y
65 D37_P CASE NO37 BOTTOM PS Y
Emergency 66 D38 CASE NO38 BOTTOM Y
Break tank (s) 67 D39 CASE NO39 BOTTOM Y
68 D40 CASE NO40 RAKING SB Y
Column Selection Standard
Reset Show Ballast
69 tanks
D41 Show totals CASE NO41 RAKING Y

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Definition of 69
Capacity FILL Sound Radar Volume Target/TOV Dens Weight Frsm AlrP
Tank Load id Perm
Emergency [m3] [%] [m] [m] [m3] [m3] [t/m3] [t] [tm] (kPA)
damage cases. Damaged Compartments Summary of results
COT4P WBT4P BW 5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 0.0
COT5C WBT4S BW C4C COT4C
5652.8 97.4 25.24 8.49 5508.32 5422.2 1.0250 5646.0 0 0.95 0.0
COT5P WBT4P BW C5C COT5C
5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 0.0
COT5S WBT4P BW B4P WBT4P
5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 0.0
Damage B4S WBT4S
SLOP P WBT4S BW 5652.8 97.4 25.24 8.49 5508.32 5422.2 1.0250 5646.0 0 0.95 0.0
B5P WBT5P

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Breach SLOP S WBT4P BW 5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 0.0
FPT WBT4S BW
B5S WBT5S
5652.8 97.4 25.24 8.49 5508.32 5422.2 1.0250 5646.0 14948 0.95 0.0
Calculate WBT1 WBTERP BW 1132.7 96.0 22.58 1.30 1087.89 1091.0 1.0250 1115.1 3567 0.95 0.0
WBT1 WBTERS BW 1147.4 96.1 22.50 1.32 1102.51 1101.9 1.0250 1130.1 3635 0.95 0.0
Stages 0 WBT2 WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 176 0.95 0.0

Reset

Ground...
WBT2
WBT3
WBT3
WBT4
raWBT4P
WBT4S
WBTERP
WBTERS
BW
BW
BW
BW
5652.8
5652.8
1132.7
1147.4
96.4
97.4
96.0
96.1
25.25
25.24
22.58
22.50 Close
8.49
8.49
1.30
1.32
5449.87
5508.32
1087.89
1102.51
5428.7
5422.2
1091.0
1101.9
1.0250
1.0250
1.0250
1.0250
5586.1
5646.0
1115.1
1130.1
176
182
182
182
0.95
0.95
0.95
0.95
0.0
0.0
0.0
0.0
Stages WBT4 WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 182 0.95 0.0
59084.9 97.2 57221.62 56653.9 58652.2 40574 0
D
Floating position according to Mode Calc Aft 11.13 m Mid 9.59 m Fwd 8.29 m Trim A 3.04 m Heel S 0.48

Zone Summer 9.34 Heel S 0.48 deg GMo 23.47 m DW 93991 t Strength Limit Sea
Dens 1.025 t/m3 11.13 At marks Mid 9.59 8.29 Trim A 3.04 m GMcor -0.20 m UnkDWT -0.6 % BMmax 64% at fr. 73
Below keel
Defl. hog 0.2 m C GM 23.27 m Disp 142234 t SFmax 60% at fr. 62
Prop. immersion 107 % 9.84

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 13 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Draught Survey Menu Direct Damage Stability Menu
This menu page shows the results based on up to 69 different scenarios each
This menu provides a convenient way of checking the simulated floating case represents a different group of damaged compartments. For each of the
position against the real measured floating position. The program calculates different scenarios, tabs can be opened to provide more detailed results of each
the required correction weight and its position so that the simulation equals case including GZ values, and whether each case complies with MARPOL
reality. damage stability requirements..

The information can be entered either manually using the observed draughts The summary of results will compare the actual GM after damage to the
and heeling angle in the fields representing the different draught marks or from required minimum value.
the ON-LINE system by pressing the UPD from ON-LINE button.

The correction weight, if needed, can be loaded to the active loading condition Using On-Line Help in the Onboard-NAPA
as a mass load component by pressing the LOAD to CURRENT button.

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There are two levels of help functions for the Onboard-NAPA. On each menu
page a help button is available. By pressing the button, an information page
MARPOL Damages related to the active menu appears on the screen.

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This menu enables the user to verify that the active loading condition fulfils For more detailed information, another help function is available by pointing
the relevant damage stability requirements and what is the required GM for to a button, data field or graphical figure and pressing the F1 key. It is then
the loading condition. In the case of ‘Tanker for Oil’ the regulation 25 of possible to ask specific information concerning that function.
MARPOL 73/78 is applied. All the predefined damage cases, determined by
the MARPOL 73/78 regulations, are presented in the table of this menu.

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The menu is entered by Task > Emergency in the menu bar.

The EMERGENCY Damage Condition Option

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• Ground.
• Break Tank(s). ra
The loading computer will simulate the damage condition based on the entered
data for the existing loaded condition and whether the damage is through
grounding or tank damage.

When the selection of damage cases is completed, press the RESULT button
D
and this activates the damage stability calculations.

Results Menu
On completion of the damage stability calculation, the results are displayed on
the screen.

These results can be viewed at different levels:

• Strength and Stability displays 6 tabs for the GZ Curve,
Bending, Shear Stresses, Weight, Strength, Sequence.
• Load Summary displays the vessel’s loaded condition.
• Damage Results displays the simulated point of contact,
depth of the ground and grounding force.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 14 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.1.4e Draught Survey Window

Active Loading Condition [2008-11-01 02:20] (PLANNING)

File Mode Task Cargo&Ballast Results Tools View Loads Help Ack. Log.
Draft Survey F9
Mode Balance F12 77 m
Statistics
Monitoring Load Tool F10
Port Editor
Planning
t
Sequence
Settings
Various parameters
Task Extras

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Bunkers
Draft Survey
Cargo&Ballast

op
Stores
Aft mark P 11.13 m Aft mark P 9.59 m Aft mark P 8.29 m
Emergency

11.13 m 9.59 m 8.29 m

Column Selection Show Ballast tanks Show totals M3 Bbis

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Aft mark S 11.13 m Capacity FILL
Aft mark S 9.59 Sound Radar
m AftVolume Target/TOVm
mark S 9.29 Dens Weight Frsm
Perm Online
Tank Load id
[m3] [%] [m] [m] [m3] [m3] [t/m3] [t] [tm]
WBT4P UPDWBT4P BW
from online 5652.8
CLEAN Observed 96.4is calculated
Heel 25.25 8.49
by using MID5449.87
draft marks! 5428.7 Heel1.0250
0.00 5586.1 0 0.95 ON
deg
WBT4S WBT4S BW 5652.8 97.4 25.24 8.49 5508.32 5422.2 1.0250 5646.0 0 0.95 ON
WBT4P WBT4P BW 5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 OFF
WBT4P WBT4P BW 5652.8 Weight
96.4 25.25 Length
8.49 Rel. Weight5428.7 Deflection
5449.87 1.0250 5586.1 0 0.95 ON
WBT4S WBT4S
New BW
Calculated 5652.8
UNKNOWN DWT 97.4 21.2
25.24ton 8.49 5 m5508.32 0 5422.2
% 1.0250 m
hog 0.19 5646.0 0 0.95 ON

ft
WBT4P WBT4P BW 5652.8 96.4 25.25 8.49 5449.87 5428.7 1.0250 5586.1 0 0.95 ON
WBT4S WBT4S UNKNOWN
BW DWT In Stores
5652.8 97.4 25.24ton 8.49 0.0
0.0 m5508.32 0.0 %
5422.2 0.0
1.0250 m 5646.0 14948 0.95 ON
WBTERP WBTERP BW 1132.7 96.0 22.58 1.30 1087.89 1091.0 1.0250 1115.1 3567 0.95 ON
Edit Load New
UNKNOWN DWT in Stores:1147.4 RESET Change Length...
WBTERS WBTERS BW 96.1 22.50 1.32 1102.51 1101.9 1.0250 1130.1 3635 0.95 ON
WBTAP WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 176 0.95 ON
WBT4P
WBT4S
WBTERP
WBTERS
ra UNKNOWN DWT 21.2t (LCG+-358.4m TCG=-1297.29m VCG=10.98m) tends to fall outside the ship!
WBT4P
WBT4S
WBTERP
WBTERS
BW
BW
BW
BW
5652.8
5652.8
1132.7
1147.4
96.4
97.4
96.0
96.1
25.25
25.24
22.58
22.50
8.49
8.49
1.30
1.32
5449.87
5508.32
1087.89
1102.51
5428.7
5422.2
1091.0
1101.9
1.0250
1.0250
1.0250
1.0250
5586.1
5646.0
1115.1
1130.1
176
182
182
182
0.95
0.95
0.95
0.95
ON
ON
ON
ON
WBTAP WBTAP BW 1483.0 944.4 5.37 0.59 1400.34 1404.7 1.0250 1435.4 182 0.95 ON
59084.9 97.2 57221.62 56653.9 58652.2 40574 0
D
Floating position according to Mode Calc Aft 11.13 m Mid 9.59 m Fwd 8.29 m Trim A 3.04 m Heel S 0.48

9.34 Close
Zone Summer Heel S 0.48 deg GMo 23.47 m DW 93991 t Strength Limit Sea
Dens 1.025 t/m3 11.13 At marks Mid 9.59 8.29 Trim A 3.04 m GMcor -0.20 m UnkDWT -0.6 % BMmax 64% at fr. 73
Below keel
Defl. hog 0.2 m C GM 23.27 m Disp 142234 t SFmax 60% at fr. 62
Prop. immersion 107 % 9.84

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.1 - Page 15 of 15
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
3.2 Cargo Control Room, Console and Panels

3.2.1 Cargo Control Room Layout and Controls

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Illustrations

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3.2.1a Cargo Control Room

3.2.1b Cargo Control Console

C
ft
ra
D
Hadi Cargo Systems Operating Manual
Illustration 3.2.1a Cargo Control Room

18

19 16
15 20 17
Key

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1 - Overhead Light
15 2 - Cargo Control Console
3 - Revolving Arm Chair

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14 4 - White Board
1
1 3 1 3 5 - Inert Gas Sub Panel
1
6 - LAN Workstation

9 9 7 - Notice Board

13 8 - Sounding Board

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9 - Arm Chair
10 - Working Table
3
11 - Book Rack
12
2 10 12 - Saab Tankradar Star Supply Unit
13 - Accommodation and Air Conditioning
Air intake Multi Gas Monitor

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14 - Pumproom and Ballast Tanks Gas

1 11 Detection Panel
15 - Filing Cabinet Below
1
ra 1 9 9 1
16
17
-
-
Loading Computer Printer
Loading Computer Terminal Workstation
18 - Clinometer
19 - Walkie Talkie Radios with Chargers
D
20 - SAAB WSU Computer
6 8

5
4 7

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.2 - Page 1 of 3
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.2 Cargo Control Room, Console and
Panels

3.2.1 Cargo Control Room Layout and Controls

The Cargo Control Room (CCR) is located centrally on A deck within the
accommodation area, where all the necessary equipment and controls are
located, to permit the centralised administration and supervision of cargo
loading, discharging and ballast operations together with the load computer
calculations and data entries.

The layout and function of the different areas in the CCR are as follows:

y
• Entrance into the CCR is from the working alleyway on A deck.
Immediately ahead upon entering is the general working area of
the CCR, with the cargo console to the left.

op
• The cargo main console holds the controls, gauges and alarm
functions for the cargo pumps. In addition, control of the hydraulic
motors is operated from the console and the communications
station.
• The console also holds the display monitor for the cargo

C
monitoring system and the tank overfill and level alarm unit.
• The lower panel has the all the mimic panels and the keyboards
for the computer and Saab control and monitor,
• The bookcases and general accessories for cargo operations are
housed along the starboard forward bulkhead.

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• The inert gas sub panel is mounted on the aft bulkhead adjacent
to the main console. ra
• The starboard bulkhead includes the cabinet connections for the
gas detection panel and the Saab Tankradar Star supply unit.
• On the aft bulkhead starboard side is the work table containing
the LAN computer workstation
D
• The forward bulkhead work desk includes the Saab Tankradar
Star monitor and control panel and the loading computer

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.2 - Page 2 of 3
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.2.1b Cargo Control Console
Front Elevation
Key
1 2 3 4 5 124 130 134
1. AC220V source lamp 93 101 106 111 117
6 19 21 26 46 48 56 58 64 66 75 77
2. DC24V source 40 TANK OVERFILL ALARM HIGH LEVEL ALARM
3. Buzzer
TEMP. INDICATOR
00.0
20 22 27 28 47 49 57 59 65 67 76 78 94 95 102 107 112 118
4. AC220V power fail lamp 13 23 29 34 50 60 68 79 89
000 000 000 000 000 000
5. DC24V power fail lamp
6. Temperature indicator
7. Oil discharge monitor 14 24 30 35 41 51 61 69 80 125
96 103 108 113 119 131
8. Pump room bilge high (P) lamp 000 000 000 000 000 000
122
90 126 127
9. Pump room bilge high (S) lamp
10. Bosuns store bilge high (P) lamp 15 25 31 36 42 52 62 70 81 128 132 133
11. Bosuns store bilge high (S) lamp 000 000 000 000 000 000
135

12. Emergency fire pump room bilge high lamp 97 98 104 109 114 120
32 43 53 63 71 82
13. No.1 water ballast stripping eductor driving pressure gauge 91
16 37
14. No.1 water ballast stripping eductor suction pressure gauge
000 000 000 000 000 000

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15. No.1 water ballast stripping eductor discharge pressure gauge 44
16. No.2 water ballast stripping eductor driving pressure gauge 72 83 86 99 105 110 115 121 123
17 33 38 136
17. No.2 water ballast stripping eductor suction pressure gauge 84 87
18. No.2 water ballast stripping eductor discharge pressure gauge 8 10 12 85 88 116
129
45

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19. No.2 water ballast pump master alarm lamp 54 55 73 74 100
18 1 2 3 A
39
INPUT

4 5 6 B ENTER

20. No.2 water ballast pump master trip lamp 9 11

7 8 9 C
92
STOP

0
AUTO MAN STAND
BY
?????

ODME S-3000 0.0 0.0 0.0 0.0

21. No.2 water ballast pump power available lamp
MAN AUTO ALARM POWER

seil

22. No.2 water ballast pump run lamp 7 3

23. No.2 water ballast pump motor current gauge
24. No.2 water ballast pump suction pressure gauge
25. No.2 water ballast pump discharge pressure gauge
26. No.1 water ballast pump master alarm lamp
27. No.2 water ballast pump master trip lamp

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Plan View
28. No.1 water ballast pump run lamp
29. No.1 water ballast pump revolution counter
30. No.1 water ballast pump suction gauge 138
137
31. No.1 water ballast pump discharge gauge MRC
144 145

32. No.1 water ballast pump emergency stop button 139

33. Tank cleaning heating temperature gauge

34. No.1 cargo oil stripping eductor driving pressure gauge

ft
35. No.1 cargo oil stripping eductor suction pressure gauge 140

36. No.1 cargo oil stripping eductor discharge pressure gauge

37. No.2 cargo oil stripping eductor driving pressure gauge
141
38. No.2 cargo oil stripping eductor suction pressure gauge 142 143 ra
39. No.2 cargo oil stripping eductor discharge pressure gauge
40. Cargo oil stripping pump stroke gauge
R MENU

41. Cargo oil stripping pump suction pressure gauge

NEW EDIT DEL

ABC 1 DEF 2 GHI 3

JKL 4 MNO 5 PQR 6

STU 7 VWX 8 YZ 9

42. Cargo oil stripping pump discharge pressure gauge

SHIFT OK
0
* #

43. Cargo oil stripping pump steam inlet pressure gauge

44. Cargo oil stripping pump stop/normal switch
45. Pump room escape trunk fan start / stop buttons
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46. Turbine cargo pump master alarm lamp
47. Turbine cargo pump master trip lamp
48. Turbine cargo pump mechanical seal leakage lamp 66. No.2 cargo oil pump mechanical seal leakage lamp 84. Hydraulic power unit low pressure lamp 102. No.4 cargo oil tank (P) level gauge 120. No.1 cargo oil tank (S) level gauge 138. Test switch
49. Turbine cargo pump run lamp 67. No.2 cargo oil pump run lamp 85. Hydraulic power unit low level lamp 103. No.4 cargo oil tank (C) level gauge 121. No.1 water ballast tank (S) level display 139. Flicker stop button
50. Turbine cargo pump revolution counter 68. No.2 cargo oil pump revolution counter 86. Hydraulic power unit high high pressure lamp 104. No.4 cargo oil tank (S) level gauge 122. Fore peak tank level display 140. Buzzer stop button
51. Turbine cargo pump suction pressure gauge 69. No.2 cargo oil pump suction pressure gauge 87. Hydraulic power unit high pressure lamp 105. No.4 water ballast tank (S) level display 123. Cargo / slop tank Pressure gauge 141. VHF telephone
52. Turbine cargo pump discharge pressure gauge 70. No.2 cargo oil pump discharge pressure gauge 88. Hydraulic power unit high level lamp 106. No.3 water ballast tank (P) display 124. Clock 142. Sound powered telephone
53. Turbine cargo pump emergency stop button 71. No.2 cargo oil pump emergency stop button 89. Engine room sea water ballast tank (P) display 107. No.3 cargo oil tank (P) level gauge 125. Draught mid. (P) display 143. Auto telephone
54. No.2 pump room fan start / stop buttons 72. Hydraulic power unit pressure gauge 90. Aft peak tank level display 108. No.3 cargo oil tank (C) level gauge 126. Draught aft display 144. AUS control panel
55. No.1 pump room fan start / stop buttons 73. No.2 hydraulic pump start / stop button 91. Engine room sea water ballast tank (S) display 109. No.3 cargo oil tank (S) gauge 127. Draught fore display 145. Cargo and ballast mimic panel
56. No.3 cargo oil pump master alarm lamp 74. No.1 hydraulic pump start / stop button 92. Emergency fire pump start / stop buttons 110. No.3 water ballast tank (S) level display 128. Draft mid. (S) display
57. No.3 cargo oil pump master trip lamp 75. No.1 cargo oil pump master alarm lamp 93. No.5 water ballast tank (P) level display 111. No.2 water ballast tank (P) level display 129. Temperature indicators for pump room fan
58. No.3 cargo oil pump mechanical seal leakage lamp 76. No.1 cargo oil pump master trip lamp 94. Slop Tank (P) level gauge 112. No.2 cargo oil tank (P) level gauge 130. Wind speed indicator
59. No.3 cargo oil pump run lamp 77. No.1 cargo oil pump mechanical seal leakage lamp 95. No.5 cargo oil tank (P) level gauge 113. No.2 cargo oil tank (C) level gauge 131. Vapour collection main pipe pressure
60. No.3 cargo oil pump revolution counter 78. No.1 cargo oil pump run lamp 96. No.5 cargo oil tank (C) level gauge 114. No.2 cargo oil tank (S) level gauge 132. Vapour collection main pipe low pressure lamp
61. No.3 cargo oil pump suction pressure gauge 79. No.1 cargo oil pump revolution counter 97. Slop Tank (S) level gauge 115. No.2 water ballast tank (S) level display 133. Vapour collection main pipe high pressure lamp
62. No.3 cargo oil pump discharge pressure gauge 80. No.1 cargo oil pump suction pressure gauge 98. No.5 cargo oil tank (S) level gauge 116. Oxygen Monitoring Unit 134. Tank overfill and high level alarm panel
63. No.3 cargo oil pump emergency stop button 81. No.1 cargo oil pump discharge pressure gauge 99. No.5 water ballast tank (S) level display 117. No.1 water ballast tank (P) level display 135. Tank radar system fail lamp
64. No.2 cargo oil pump master alarm lamp 82. No.1 cargo oil pump emergency stop button 100. Vibration monitoring panel 118. No.1 cargo oil tank (P) level gauge 136. SAAB tank level gauge system monitor
65. No.2 cargo oil pump master trip lamp 83. Hydraulic power unit high temperature lamp 101. No.4 water ballast tank (P) level display 119. No.1 cargo oil tank (C) level gauge 137. PA remote control panel

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.2 - Page 3 of 3
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
3.3 Cargo Tank Instrumentation System

3.3.1 Tank Level Measurement System

3.3.2 Remote Sounding and Draught Gauge System

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3.3.3 Tank Overfill Alarm System

3.3.4 Gas Detection System

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3.3.5 Portable Gas Detection Equipment

Illustrations

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3.3.1a Tank Level Measurement and Alarms

3.3.1b Saab Tank Display

3.3.1c Cargo Grade Display

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3.3.1d Tank Channel Data Window
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3.3.1e Saab Ballast Tank Display

3.3.2a Remote Sounding and Draught Gauge System

3.3.3a Overfill Alarm System

D
3.3.4a Gas Detection System

3.3.4b Ballast Tank Gas Detection Panel

3.3.4c Pump Room Gas Detection Panel

3.3.4d Gas Indicators

Hadi Cargo Systems Operating Manual
Illustration 3.3.1a Tank Level Measurement and Alarms

TankRadar STaR Aug 01 21:02:09 2008 Help Close All

Window Overview Temps Ballast Tk Misc Tk Group System Ov.

Workstation
Workstation
SAFE

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CDU S110 x 18 I/O-Box Loadcalculator

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Interface to Ship Main Computer

C
IDU S110

SCU

ft
ra HAZARDOUS
D
32 Analog Inputs
SL P CT 5 P CT 4 P CT 3 P CT 2 P CT 1 P

CT 5 C CT 4 C CT 3 C CT 2 C CT 1 C

SL S CT 5 S CT 4 S CT 3 S CT 2 S CT 1 S

Alarm ALARM CT 2C Clean Antenna Warning 7. .more Accept Buzzer Stop

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 1 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.3 Cargo Tank Instrumentation System Description The Base Window
The base window is always at the background of the screen.
3.3.1 Tank Level Measurement System The workstation is operated with a mouse and keyboard. The mouse is used to
scroll around the screen with a point and click action to activate the selected At the top of the window there is row with the TankRadar name, the date and
Manufacturer: Saab Marine Electronics functions. time, the HELP button and a CLOSE ALL button.
Type: Saab TankRadar STaR
The screen display works under the Windows type environment, the overview By touching the HELP button, help texts can be read about the various parts
window is the main window to work from as it shows the cargo oil tank layout of the software.
General Description on the vessel. If the overview window is not displayed, select the OVERVIEW
button at the top of the screen. From the drop-down menu select CARGO Clear the screen by touching the CLOSE ALL button with the pointer. All the
The Saab TankRadar system is the main part of the cargo tank control system, OVERVIEW then the ‘i’ (information) icon on the mimic figure to open the windows that are open on the screen are closed down and the overview window
and is made up of the following units: tank data window, this displays the basic information on one tank. When is opened.
loading or discharging, the tank data windows of all the active tanks can be

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• Transmitters. opened and placed beside each other. Below the top row there is the row of buttons, of which the first button is
• Level unit. always the WINDOW button. The other buttons are as follows:
To display the channel menu, select the Tx Status and from the drop-down

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• Workstation. • OVERVIEW.
menu open a value (for example an ullage value). Select one of the items on
the menu or select outside the menu to close it. The tank set-up window shows • TEMP.
Transmitters more information on one tank than the tank data window.
• BALLAST.
The fifteen (15) cargo oil tanks and the two (2) slop tanks are equipped with
standard TAP type parabolic antenna transmitters. • DENSITY.
System Operation

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• TREND.
The radar transmitters mounted on the main deck emit a continuous radar signal,
Mouse and Keyboard • SYSTEM OVERVIEW.
which is directed by the antenna towards the surface of the tank contents. The
antenna picks up the return echo from the liquid surface. a) Move mouse pointer to the area on the screen that is required These buttons are used to open the corresponding windows.
to be activated or selected. The F function keys can be used as
Level Unit a substitute as hot keys and these can be viewed from the help

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menu. Overview Window
The level unit contains terminals for the intrinsically safe connection of the
When the workstation is switched on, a mimic of the vessel is shown in an
transmitters. It contains the electronics used for processing the signals from the
b) Left click to activate or press Enter/Return. overview window displaying the cargo oil tanks.
transmitters, for calculating the tank parameters, such as a trim/list corrected
ullage, and for communicating with the workstation.
ra c) Use the arrow keys to move the pointer as required, pressing
an arrow key once to move it just slightly, or keep it pressed to
Each tank is shown with its tank name, grade of oil that has been assigned to
the tank at the particular time, ullage which is also represented as a bar graph
The system can be set to automatically measure the ullage more often on cargo
move the cursor quickly. and average temperature and IG pressure in the tank. An arrow indicating the
tanks that are either being loaded or discharged.
level rate may be displayed below the value of the ullage. When it points down,
D
it indicates that the tank is being discharged and conversely it points up when
Workstation the tank is being loaded.
The workstation is used by the operator for the monitoring of tank ullages
and IG pressure, additionally it can also monitor the temperature in the cargo Located at the top of the overview window is information on draught, trim
tanks, slop tanks and the recovery tank. The workstation takes care of the alarm and list and sea water density. These figures will appear on all of the main
handling of the measured values. It also communicates with other systems, windows.
such as loading computer and level gauging systems for ballast.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 2 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual

Illustration 3.3.1b Saab Tank Display

TankRadar STaR Oct 31 04:02:39 2008 Help Close All

Window Overview Temp Ballast Density Trend System Overview Buzzer On

Draft Aft Draft Port 14.63m Draft Fore Trim A 0m Trim/List Corr: Plug
HADI 14.63m Draft Stbd 14.63m 14.63m List S 0.0° Seawater Density: 1.0250 kg/l

y
op
SLOP P
i CT 5P
i CT 4P
i CT 3P
i CT 2P
i CT 1P
i
Grade 1 Grade 1 Grade 1 Grade 1 Grade 1 Grade 1
IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure.
71mbar 71mbar 71mbar 71mbar 71mbar 71mbar
Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
Temp Avg. 11.9°C 11.9°C 11.9°C 11.9°C 11.9°C

C
11.9°C Ullage Ullage Ullage Ullage Ullage
1.770 m 2.800 m 1.790 m 1.810 m 1.770 m
Ullage
CT 5C
i CT 4C
i CT 3C
i CT 2C
i CT 1C
i
1.580 m
Grade 1 Grade 1 Grade 1 Grade 1 Grade 1
IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure.

ft
71mbar 71mbar 71mbar 71mbar 71mbar
SLOP S
i Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°C 11.9°C
Grade 1 Ullage Ullage Ullage Ullage Ullage
IG Pressure.
71mbar
CT 5S
1.770 m
ra
i CT 4S
2.800 m
i CT 3S
1.790 m
i
1.770 m

CT 2S
i
1.770 m

CT 1S
i
Temp Avg.
Grade 1 Grade 1 Grade 1 Grade 1 Grade 1
11.9°C
IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure.
D
71mbar 71mbar 71mbar 71mbar 71mbar
Ullage Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°C 11.9°C
1.580 m
Ullage Ullage Ullage Ullage Ullage
1.770 m 2.800 m 1.790 m 1.770 m 1.770 m

Alarm Accept Buzzer Stop

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 3 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Information Data Channel Set-Up Window Warning Summary Window
Use the Channel Set-Up window to enter a manual value. Just press the check The Warning Summary window lists all the failures that normally do not
Information about a particular tank can be accessed either by pressing via the box for manual, and then press the value and type the manual value. Some seriously affect the tank radar system.
pointer on the bar graph area or the i icon. This will then bring up a pop-up channels do not allow manual entries, the word Manual is then dimmed. It is
menu, Tank Data, Tank Set-Up and Channel Data. also possible to disconnect a channel by pressing the disconnect check The following messages can be included in the Warning Summary window:
box so that a check mark shows. Users should note this feature is password
• Level unit ground failure.
Tank Data Window protected.
• Level unit memory failure.
The Tank Data window is a small window displaying basic data of one tank
Alarm limits can be changed as well as blocking a channel. • Master communication failed.
for each window. The ullage for a cargo or a slop tank is shown in a numeric
form below the bar graph. In the bar graph, the ullage is indicated by the empty Select a new channel by pressing the CHANNEL button. • Level datic communication failed.
space above the coloured bar in the bar graph. Open the tank data window by
pressing the ‘i’ icon at the top right-hand side of the specific tank. The tank • SIOX communication failed.

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data window for that specific tank will open. If the Tx Status is then selected Alarm Window • Level unit restarted.
with the mouse cursor, the channel drop-down menu for that tank menu will The Summary window contains six summaries; Alarm, Warning Summary,
additionally be displayed. Sysfail, Alarm Blocked, Control Blocked and the Event Log. See the service manual for more information on how to find the failures and

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how to fix them.
A number of tank data windows can be opened, a maximum of 20 windows can Open the Summary window by pressing one of the two ALARM buttons, either
be displayed at one time and placed wherever required on the screen. at the lower left corner of the screen or from the WINDOW drop-down menu. Sysfail Window
The alarm limits are shown as lines beside the bar graph. The Hi and Low Press the Summary button to display one of the following summaries: The Sysfail window contains a list of any serious system failures within the tank
values in the window that are underlined can be changed. This change of radar system. The following failures can be included in the Sysfail window:
• Alarm to display the Alarm summary.

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parameter facility requires an operator password to enter into this function, • Level unit communication failed.
changes to the parameter settings should only be carried out under the authority • Warning to display the Warning summary.
of the chief officer. • Level unit sysfail.
• Sysfail to display any system failure.
• Level unit power failure.
• Alarm Blocked summary to display any alarms in the system
Tank Set-Up Window that are blocked. • Level unit LI communication failed.

ft
The Tank Set-Up window will give all the data on one tank. Alarm limits • Control Blocked summary to display any channels in the system • Input/output box relay communication failed.
and other data can be changed from this window. It is also possible to block that are blocked.
individual channels from this window by pressing the check boxes at the right
end of the window. A check mark in a box indicates that the channel is blocked.
A new tank can be selected by pressing the TANK button located at the top
left of the open window, this may include a ballast tank in which case click
ra • Event log to display a log of all events (up to the 200 latest
events in the system).
Alarm Blocked Summary Window
This feature show the list of alarm channels that have been put into a block
mode, whereby although the channel is measured and displayed, it will not
BALLAST to select the status of any chosen ballast tank. On the right side of the window there are four buttons for scrolling the list. Use trigger the alarm when its alarm point is reached. It is possible to configure the
the intermediate buttons to scroll the list one page at a time, or use the TOP or system which ensures that certain critical alarms are unable to be put in a block
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The Tank Set-Up window can contain more information than can fit sideways. BOTTOM buttons to go to the beginning or to the end of the list. mode, ie, high-high and low-low levels.
In this case there is a scroll bar at the bottom of the window for scrolling the
window sideways. When the ACCEPT PAGE button is pressed, all the channels seen on the screen
at the moment are accepted. Control Blocked Summary
This function simply serves as further action to select a valve operation and as
Channel Data Window
Alarm Summary Window such, is a means of ensuring the operation is running the correct valve.
The Channel Data window looks similar to the Tank Data window. The channel
data window is used to obtain a quick overview of the data of a single channel. The Alarm Summary window displays all the channels that are in alarm at the Event Log
A new channel can be selected directly from this window by pressing the moment. They are displayed with their status, value, the limit that caused the
CHANNEL button. The Channel Data Window is accessed by clicking on the channel to go into alarm and the unit with which the channel is presented. The The Event Log lists the latest 200 events for channels of the alarm classes
bargraph in the overview mimic. alarm summary can contain an unlimited number of rows. The alarms for each Sysfail, Warning and Alarm. An Event is recorded when a channel status goes
tank are grouped together in the summary. into or out of alarm, block or disconnect.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 4 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.1c Cargo Grade Display

TankRadar STaR Oct 31 04:02:39 2008 Help Close All

Window Overview Temp Ballast Density Trend System Overview Buzzer On

Draft Aft Draft Port 14.63m Draft Fore Trim A 0m Trim/List Corr: Plug
MimicsHADI List S 0.0°
14.63m Draft Stbd 14.63m 14.63m Seawater Density: 1.0250 kg/l

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Alarm

op
Group i i i i i i
SLOP P CT 5P CT 4P CT 3P CT 2P CT 1P
Notepad
Grade 1 Grade 1 Grade 1 Grade 1 Grade 1 Grade 1
Trend
IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure.
71mbar 71mbar 71mbar 71mbar 71mbar 71mbar
Printer Status Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
Temp Avg.
GRADES
11.9°C 11.9°C 11.9°C 11.9°C 11.9°C

C
11.9°C Ullage Ullage None Ullage Ullage Ullage
Setup 1.770 m 2.800 Grade
m 1.790 m 1.810 m 1.770 m Setup Grades
1 X
Service
Ullage i i 2 i i i
CT 5C CT 4C Grade CT 3C CT 2C Grade CT 1C
1.580 m
Configure
Grade 1 GradeGrade
1 3 Grade 1 Grade 1 Grade 1

ft
Unite
IG Pressure. IG Pressure.
Grade 4
IG Pressure. IG Pressure. IG Pressure.
71mbar 71mbar 71mbar 71mbar Long Name:
_________________________________________________
71mbar
i Trim/List
Temp Avg. Temp Avg. Temp Avg. Temp Avg. Short Name: ______________
Temp Avg. Colors: (0=Transparent)
SLOP S Grade 5
11.9°C 11.9°C 11.9°C 11.9°C Text Color: 0 11.9°C
___ 1 2 3 4
Date/Time
Grade 1
IG Pressure.
71mbar
Ullage
1.770Passowrd
m
Function
ra Ullage Grade
2.800 Grade
m
6
7
Ullage
1.790 m
UllageBackground Color:
1.770 m
0Ullage
___
1.770 m
5
9
13
6
10
14
7
11
15
8
12
16

i KeysCT 4S Grade i 8 i i i
CT 5S CT 3S CT 2S CT 1S Save Close
Temp Avg. Grades
Grade 1 GradeGrade
1 9 Grade 1 Grade 1 Grade 1
D
11.9°C
IG Pressure. IG Pressure.
Grade 10 IG Pressure. IG Pressure. IG Pressure.
71mbar 71mbar 71mbar 71mbar 71mbar
Ullage Temp Avg. Grade 11
Temp Avg. Temp Avg. Temp Avg. Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°C 11.9°C
1.580 m
Ullage Ullage Grade 12 Ullage Ullage Ullage
1.770 m 2.800 m 1.790 m 1.770 m 1.770 m

Alarm Accept Buzzer Stop

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 5 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Changing Cargo Grade Data for a Tank e) Press the LOG button to start or stop a logging of the group. It is Trend Window
also possible to order it to make a single logging of the group.
In order to assist the operator in recognising which grades are contained in each The Trend window is used to view the historical data of up to four channels in
cargo oil tank, the colour and ID grade name for each tank can be specified. a window, with different colours for each channel.
Adding a New Group
a) To change a tank grade ID, open the Window tab, this will open A number of trends can be configured and selected by pressing the TREND
Add a new group by pressing the ADD GROUP ACTION under the SET UP
a drop-down menu, select SETUP, a further drop-down menu button. The minimum sample rate is ten seconds. The latest 1,000 samples are
button. The Group and Log Set up window is displayed. Enter the name of the
will appear, select GRADE. stored and can be displayed using the scroll bar.
group.
b) The Setup Grade window will appear. In this dialogue box Each channel is displayed with its actual value and with its maximum and
Select if the group will be based on tanks or on channels. Normally it is best to
enter full grade name on the first line, then on the line below minimum settings for the diagram. The trends are shown in a window, these
have groups that are based on tanks. There will be one row for each tank. The
enter a unique abbreviation, normally not more than three or can be scrolled one page at a time using the intermediate left or right buttons,
columns can contain data such as ullage value, status, and unit for each tank.
four characters. Select a box fill and text line colour from the or they can be scrolled to the end of the trend using the outermost left and right

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The logging of the group can be set up directly, but these parameters can also
selection box to the right-hand side. Press SAVE to store this buttons. The window shows 180 samples at a time.
be defined at a later time, see instructions next on how to edit a group.
new information. Pressing outside of this window will shut it
down. There is a time ruler for viewing historical data. Use the buttons described

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Press OK to open the new group. Press the buttons marked with ???? to define above to move to the trend area that is required, then switch the ruler on by
the contents of the rows and columns of the group. Select NEW to add new pressing the RULER button. When the ruler is on, the values of the channels
c) On returning to the overview window, select the tank that rows or columns before or after the column or row button pressed.
requires to have its grade ID changed. Move the light pen or correspond to the time where the ruler is placed. The values are displayed under
cursor inside the area that already shows the grade ID name and the heading Ruler Value. The time and date, corresponding to the position of
colour and left click on the mouse control pad. A pop-up box Editing a Group the ruler, are shown above the grey window containing the trend lines. The ruler
will appear indicating a selection of previously defined cargo can be moved one sample at a time using the left and right single arrow buttons,

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grade names. Select the appropriate name and press/enter key Note: Do not edit a group with a log started. Stop it first, edit it and save the or five samples at a time using the left and right double arrow buttons. To move
on that name. The new grade ID and colour will appear. Users changes, then start it again. quickly to another part of the Trend, switch the ruler off and use the buttons to
should note this function is password protected. move one whole window at a time, or to go to one end of the trend.
To edit a group, first select the group from the list under the GROUP button.
Then press the SET UP button and select EDIT GROUP. The look of the When the ruler is on, it is possible to press a point on a trend and the Ruler
Group Window moves to this point. Then the position of the ruler can be adjusted more exactly

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window changes slightly when it is in the edit mode.
with the single arrow left and right buttons.
Use the Group window to group information, such as measured values, status,
The column and row headings turn into buttons that are used for defining the
alarm limits, into one or more tables. It could, for example, be the ullage values
of a number of tanks with the same cargo or it could be a group with all the
ballast tanks. It is possible to change a group or add new groups as follows:
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contents of each row or column. To change a row, press the button containing
the heading of the row. A small menu, with the options EDIT, NEW and
DELETE, is displayed.
Ballast Window

By clicking on the Ballast Window option, the user is given an overview of all
a) The Group Window is opened by clicking on the window button the ballast tanks showing a green bargraph of the tank level with the innage or
When selecting EDIT or NEW, the Edit Member window is opened. If sounding shown at the bottom of each display. Clicking on the ‘i’ icon opens up
and selecting GROUP from the drop down submenu.
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selecting NEW, first select whether the new row will be placed before or after a close up display of that particular tank level status, by clicking on the TANK
the active row. icon at the top left of the window, other tanks may be selected, either ballast or
b) Select the group required.
cargo. See illustration 3.3.1e
Press the MEMBER button to select another channel to be displayed on that
c) Press the SET UP button to select one of the following modes: row. The new channel is displayed on the Member row in the window. In the
1. Edit Group mode to change the group. Label input field the label can be changed so that it fits in the Group window. Edit, Add or Delete a Trend
The columns are changed in a similar way. Instead of the Member window, the
2. Add Group mode to create a new group. To change a trend, add a new one or delete one, press the SET UP button to
Infopost window is opened. In addition to the functions described above, it is
3. Delete Group to delete a whole group. possible to define the width of the column. open a menu with these choices. When selecting Add Trend or Edit Trend, the
Edit Trend window opens up.
d) Press the BLOCK button to block all the channels in the Use the LOG SET UP button to open the Group and Log Set Up window where
group that are possible to block. Unblock them by pressing the period, start time or stop time of the groups log can be set up. It is also Another way to open the Edit Trend window is by pressing one of the numbered
UNBLOCK. possible to define if the log should be printed or saved on a file. The option of channel buttons or anywhere on a channel row.
saving a file to a log is used only for service purposes. Users should note this
function is password protected.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 6 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.1d Tank Channel Data Window

TankRadar STaR Oct 31 04:02:39 2008 Help Close All

Window Overview Temp Ballast Density Trend System Overview Buzzer On

Channel X

Draft Aft Draft Port 14.63m Draft Fore Trim A 0m Trim/List Corr: Plug
HADI CT 5P Ullage Draft Stbd
14.63m 14.63m 14.63m List S 0.0° Seawater Density: 1.0250 kg/l
Status:

y
Value
Hi.Hi 1.180 m
Hi 3.000 m
i i i i i i

op
SLOP P CT 5P CT 4P
Max 20.240 m CT 3P CT 2P CT 1P
Grade 1 Grade 1 Min Grade 1
0.000 m Grade 1 Grade 1 Grade 1
IG Pressure. IG Pressure. IG Pressure. IG Pressure. Tank IG Pressure. X IG Pressure.
Lo 22.000 m
71mbar 71mbar Lo.Lo
71mbar
30.195 m
71mbar 71mbar 71mbar
Temp Avg. Temp Avg. Temp Avg. Temp Avg. Temp Avg.
Temp Avg. 11.9°C 1.770 m 11.9°C 11.9°C CT 5P 11.9°C 11.9°C
11.9°C Ullage Ullage Ullage Ullage Ullage

C
1.770 m 2.800 m 1.790 m Grade 1 1.810 m 1.770 m
Disconnect Manual
Ullage
CT 5C
i i i
Alarm Limits i i
AlarmCT 4CAlarm Delay
Block 0 s CT 3C CT 2C CT 1C
1.580 m
Grade 1 Grade 1 Grade 1 Hi.Hi 1.180 Grade 1 Grade 1
IG Pressure. IG Pressure. Hi
IG Pressure. 1.500 IG Pressure. IG Pressure.
Level Rate
71mbar 71mbar 71mbarLo 22.000
71mbar 0.01 m/h 71mbar

ft
SLOP S
i Temp Avg. Temp Avg. Temp Avg.Lo.Lo 30.195 Temp Avg.
Temperatures
Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°C 12.1°C
Avg 11.9°C
Grade 1 Ullage Ullage Ullage Ullage Ullage
Ullage Limits
1.770 m 2.800 m 1.790 m 1.770 1.770 m
IG Pressure.
71mbar

Temp Avg.
CT 5S
i
ra
CT 4S
i CT 3S
Max
Mini
0.000
22.230
Top m 12.3°C
Mid
CT 2S Bot
Ullage
Grade 1
12.2°C
i
11.9°C CT 1S
Grade 1
i
Grade 1 Grade 1 Grade 1
11.9°C Tx Status 1.770m
IG Pressure. IG Pressure. IG Pressure. IG Pressure. IG Pressure.
71mbar 71mbar 71mbar 71mbar 71mbar
D
Ullage Temp Avg. Temp Avg. Temp Avg. Temp Avg. Channel Temp Avg.
11.9°C 11.9°C 11.9°C 11.9°CTank Data 11.9°C
1.580 m
Ullage Ullage Ullage Ullage Ullage
1.770 m 2.800 m 1.790 m 1.770 m Tank Setup 1.770 m
Channel Data

Alarm Accept Buzzer Stop

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 7 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Change the name of the trend, by typing the new name in the input field. As all the operations are normally done on the workstation, the back-up
Change the sample period by entering the time between each sampling in display is only needed when servicing the system or if there is a failure on the
hours, minutes and seconds. The minimum sample rate is ten seconds. workstation.

It is also possible to activate or deactivate the trend by pressing the Active box. Note: No alarm handling on measured values (except for the IG pressure
A check mark indicates that the trend is active and is storing samples. alarm) is done in the level unit. All such alarm handling is done in the
workstation.
Select up to four channels that are included in the trend, by pressing the
numbered buttons at the bottom of the window. When pressing one of these
buttons, the Edit Channel window opens up.

Editing a Channel in a Trend

y
By pressing one of the numbered buttons for the channels in either the Trend
window or in the Edit Trend window, the Edit Channel window is opened.

op
In this window it is possible to select the channel for that trend line and also
specify the maximum and minimum range for the trend graph. As a guidance,
the maximum and minimum of that range for the channel are printed in the
window. Select a colour by pressing the box with the correct colour.

C
Note: Maximum and minimum ranges can be changed without losing the
historical data of the trend. When any channel is added or deleted, the
historical data for the other channels in that trend window is lost. To avoid
losing historical data, make a new trend with the new channel or channels
included or deleted. The original trend will still contain the historical data.

ft
Changing the Sampling Period of a Trend

Note: All historical data of the trend will be lost when the sampling period
is changed. To avoid this, make a new trend with the new sampling period.
Press the SET UP button in the Trend window and press EDIT TREND on
ra
the menu. Enter a new sampling period in the Edit Trend window. Select OK
to start the trend with the new sampling period.
D
Back-Up Display on the Level Unit

If the workstation should fail, level indication can be obtained from the level
unit.

The back-up display is located in the calculation unit in the top part of the level
unit cabinet. The back-up display serves only as a back-up for the workstation.
The display can show each tank with its tank name and relevant tank values.
The display can also show other information such as the setting of the trim/list
mode, trim and list values, mode of the Processor Memory Board (LCM),
communication parameters and versions of the software.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 8 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.1e Saab Ballast Tank Display

TankRadar STaR Oct 31 04:02:39 2008 Help Close All

Window Overview Temp Ballast Density Trend System Overview Buzzer On

Draft Aft Draft Port 9.79m Draft Fore Trim A 3.25m by Stern
Ballast Tk 11.56m Draft Stbd 9.79m 0.51m List S 0.08O to Port Seawater Density: 1.0250 kg/l

y
op
E/R WBT P WBT 5P WBT 4P WBT 3P WBT 2P WBT 1P
i i i i i i

Density Density Density Density Density Density

1.0200 1.0200 1.0250 1.0250 1.0250 1.0250

C
AFT PEAK kg/l kg/l kg/l kg/l kg/l kg/l FORE PEAK

i Innage Innage Innage Innage Innage Innage i

0.04 m 17.97 m 29.49 m 29.60 m 28.85 m 28.67 m
Density Density

ft
1.0250 1.0250
kg/l E/R WBT S WBT 5S WBT 1S WBT 3S WBT 2S WBT 1S kg/l
i i i i i i Innage
Innage
1.57 m
Density
ra Density Density Density Density Density
8.63 m

1.0250 1.0250 1.0250 1.0250 1.0250 1.0250

kg/l kg/l kg/l kg/l kg/l kg/l
D
Innage Innage Innage Innage Innage Innage
0.14 m 18.29 m 29.29 m 29.35 m 29.13 m 26.66 m

Alarm ALARM CT 2C Clean Antenna Warning 6..more Accept Buzzer Stop

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 9 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.2a Remote Sounding and Draught Gauge System

Key Indicator
Foam Room
Air
Purge Pipe P : Measuring Depth Pressure
Constant Flow Regulator Air Supply H : Liquid Level Height
Hydraulic Oil
g : Specific Gravity
Electrical/Pressure Type
Dry Air Inlet Air Supply Unit Draught Gauge (4 Sets) P
P = Hg
Electrical/Pressure Type H = P
Level Gauge (14 Sets) g
H

y
P
Measuring 'Zero' Point

Dead

op
Zone

No.5 Water Ballast No.4 Water Ballast

Tank (Port) Tank (Port) Purge Mouth

Main Deck Valve Aft Port Manifold

E/R Water Ballast Tank

No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank

C
(Port) (Port) (Port)

Mid Draught
(Port )
Fore
Slop Tank No.5 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank Peak
No.4 Cargo Oil Tank (Port)
(Port) (Port) (Port) (Port) (Port) Tank

ft
Aft Peak Tank

Engine
Room
ra
No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Oil Tank (Centre) Oil Tank (Centre) Oil Tank (Centre) Oil Tank (Centre) Oil Tank (Centre)
D

Fore Draft
Aft Draft

Main
Deck

No.5 Cargo No.4 Cargo No3 Cargo No.2 Cargo No.1 Cargo
Main Deck Slop Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Aft
(Stbd) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Peak Main Deck
Tank
Mid Draught
(Starboard )

No.5 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard)
E/R Water Ballast Tank

No.4 Water Ballast Tank (Starboard) Valve Aft Starboard Manifold

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 10 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.3.2 Remote Sounding and Draught Gauge Operating Principle
System
The operating principle is based upon the measurement of the hydrostatic
Manufacturer: Hanla Level Co. Ltd pressure at the bottom of the tank by the injection of air through a bubbling
Type: Electro- Pneumatic probe.
Model: CT-180-EPN
The output pneumatic signal of the modulator is fed into a P/I converter, where
No. of Sets: 14 + 4 draught gauge the pneumatic signal is converted to an electrical signal, which is connected to
the display and digital indicator.
Introduction Clean dry instrument air at approximately 7kg/cm2 from the control air system
is supplied to the Hanla cabinets, where it is regulated down to an operating
The water ballast tanks (including the fore peak), the aft peak and the engine pressure of 4.5kg/cm2.

y
room ballast tanks are fitted with an independent electro-pneumatic level and
draught gauge system. The indicators for this system are located on the CCR This regulated pressure is internally channelled to parallel pneumatic constant
console. The system configuration is as shown in illustration 3.3.2a. flow speed controllers. The flow is set to approximately 0.5 litres/min for

op
normal operation using the flow adjustment screw, this current flow being
Draught gauge level transmitters fitted to the vessel are linked into the Saab indicated by the flow meter located on the front panel of the constant flow
TankRadar system. The vessel’s draught, trim and list can be viewed through speed controllers. Ensure that the supply pressure is on before opening any
the various screens on the Saab displays. The forward transmitter is located in line valve.
the fore peak tank, the aft transmitter in the engine room and the amidships
transmitters in No.3 port and starboard ballast tanks. Each of the draught The constant air flow is routed to the measuring lines. The fuel oil and diesel

C
gauges is isolated by a manual hydraulic valve operated from on deck. The oil tanks are fitted with a non-return valve in the transmitter line. The draught
amidships draught gauge isolating valves are to be found on the main deck port system lines are each fitted with a ship side isolating valve.
and starboard sides aft of each cargo manifold and the forward unit isolating
valve on deck forward, aft of the entrance to the bosuns store alongside the The tank level height creates a hydrostatic counter pressure on the air flowing
operating valve for the fore peak tank. out of the sounding pipe or the pneumatic 1:1 converter. This pressure acts on
the electric pressure sensors located in the Hanla cabinet and is converted to a

ft
Copper multi-core tubing is used to connect the transmitters in the tanks to the digital signal (frequency).
control cabinet. Here the pneumatic signal is converted to an electronic signal,
which is then passed to the display gauges in the control room console. An atmospheric sensor is located inside the Hanla cabinet which is used as a
The ballast tanks are also equipped with high and low level alarms calibrated
for each of the tanks. The set points can be set to any set point as required via
ra
reference point in the hydrostatic pressure calculations. In pressurised tanks,
differential measurement with two measuring points is used with one of the
points being the reference sensor.
the Saab Cargo Display.
From the digital signal, the central processing unit calculates the pressure and
D
the level height, taking into account the sensor’s pressure and temperature
coefficients as well as the measurement point specific settings.

These output signals from the Hanla cabinet are sent to the Saab monitoring
system, the loading computer and to the alarm and monitoring system where
the values are used to calculate the liquid volume and weight or the ship’s trim
and list.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 11 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.3a Overfill Alarm System
Tank Overfill Alarm Panel
Cargo Control Console

Tank Overfill Siren

S
Air Supply 7kg/cm²
TANK OVERFILL ALARM HIGH LEVEL ALARM Power Supply AC220V 60Hz
Stand-by Power Supply DC 24V
External Alarm for Tank Overfill Common Alarm
External Alarm for High Level Common Alarm
NO.1 C.O.T. (P) NO.4 C.O.T. (P) NO.1 C.O.T. (P) NO.4 C.O.T. (P)
XXX XXX XXX XXX

Tank Overfill Warning Light NO.1 C.O.T. (C)

NO.1 C.O.T. (S)

XXX

XXX
NO.4 C.O.T. (C)

NO.4 C.O.T. (S)

XXX

XXX
NO.1 C.O.T. (C)

NO.1 C.O.T. (S)

XXX

XXX
NO.4 C.O.T. (C)

NO.4 C.O.T. (S)

XXX

XXX

External Alarm for AC and DC Power Fail

NO.2 C.O.T. (P) NO.5 C.O.T. (P) NO.2 C.O.T. (P) NO.5 C.O.T. (P)
XXX XXX XXX XXX

NO.2 C.O.T. (C) NO.5 C.O.T. (C) NO.2 C.O.T. (C) NO.5 C.O.T. (C)
XXX XXX XXX XXX

NO.2 C.O.T. (S) NO.5 C.O.T. (S) NO.2 C.O.T. (S) NO.5 C.O.T. (S)
XXX XXX XXX XXX

NO.3 C.O.T. (P) SLOP TANK. (P) NO.3 C.O.T. (P) SLOP TANK. (P)
XXX XXX XXX XXX

NO.3 C.O.T. (C) SLOP TANK. (C) NO.3 C.O.T. (C) SLOP TANK. (C)
XXX XXX XXX XXX

S
NO.3 C.O.T. (S) NO.3 C.O.T. (S)
XXX XXX XXX XXX

e.f. e.f. e.f. e.f.

ACCEPT ACCEPT ACCEPT ACCEPT ACCEPT ACCEPT ACCEPT ACCEPT

High Level Alarm Siren Air Supply 7kg/cm²

y
FLASH HORN FLASH HORN FLASH HORN FLASH HORN
pwr pwr pwr pwr
test test test test

High Level Alarm Light

op
CERT
Key

Electrical Signal
Tank Overfill Alarm
IS Barrier Power Supply Air
High Level Alarm

C
I.S Barrier Board in Console

ft
Safe Area

Hazardous Area
ra
D
TMTC TMTC TMTC TMTC TMTC TMTC

TMTC TMTC TMTC TMTC TMTC TMTC

TMTC TMTC TMTC TMTC TMTC

Port Port Port Port Port Port

No.1 Cargo No.2 Cargo No.3 Cargo No.4 Cargo No.5 Cargo Slop Tank
Centre Centre Centre Centre Centre Starboard
Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank

Starboard Starboard Starboard Starboard Starboard

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 12 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.3.3 Tank Overfill Alarm System Special Functions b) Check all lights and the buzzer on the alarm panel by pressing
the LAMP TEST button.
Manufacturer: Hanla
Inhibit Function c) Activate the NAV function and check that all LEDs go GREEN.
Model: AU-100D 16 Channel
The system also has an alarm inhibit function, activated by pressing the Return the unit to normal operation and the LEDs should
INHIBIT button on the alarm panel. This function operates in the following extinguish.
Introduction manner:
d) Activate an alarm in each tank by lifting the testing device by
Each of the cargo tanks and both slop tanks are fitted with a Hanla high and Once the INHIBIT button beside the required tank alarm has been held down approximately 10mm.
overfill alarm. These alarms are totally independent of the Saab tank level for at least one second, the system is activated. The LED goes to GREEN and
alarms. will remain GREEN until the INHIBIT system is deactivated. To deactivate the The red alarm LEDs on the alarm panel and on the switch unit will flash, the
system, hold down the INHIBIT button for at least one second and the adjacent buzzer in the alarm panel and the horn on deck will sound, and the xenon strobe
Each tank sensor has two level switches, each switch has a single float with a LED for the channel will either become EXTINGUISHED to indicate there is alarm light on the compass deck will flash.

y
built-in permanent magnet for each alarm level. As the float moves upwards, a no alarm or go to RED steady for an alarm state.
reed switch inside the housing is activated and an alarm will occur. e) Press the ACCEPT HORN button on the alarm panel.

op
Navigation Function
Each alarm is connected to the AU-100D alarm module. All signal monitoring The horn, xenon strobe alarm light and the buzzer in the alarm panel should
is done by a pre-programmed microprocessor in each module. There are several This function is useful when the vessel is at sea and unwanted alarms due to turn off. The red alarm LEDs on the alarm panel should continue to flash.
LEDs situated at the front of this module with the following functions: bad weather occur, allowing these to be inhibited. To activate this function,
Channel LED hold down the ACCEPT HORN button for at least five seconds. A YELLOW f) Press the ACCEPT FLASH button.
LED NAV function will light and all other alarm LEDs will show GREEN
• The green LED is illuminated for inhibition. irrespective of their input state, this means that all alarms are inhibited. To All the red flashing LEDs on the alarm panel should turn constant.

C
• The red LED indicates a level alarm. deactivate this function and return to normal operating condition, hold down
the ACCEPT HORN button for at least five seconds. The LEDs on the alarm g) Ensure that the testing device on each alarm unit has been
Additional LED panel will then either EXTINGUISH or turn RED to indicate whether or not returned to its normal position, then replace the protective screw
they are in an alarm state. The Navigation function can only be engaged when cap.
• The yellow LED is illuminated for navigation mode.
an alarm situation exists after accepting an alarm by both the ACCEPT HORN
• The green LED indicates power on. and ACCEPT FLASH buttons. If no alarm exists, it can be engaged directly.

ft
All alarm LEDs on the panel will now extinguish.
All the alarm modules are connected to a common alarm processing unit.
Lamp Test Function
ra
The alarm panel is mounted on the cargo control console forward end above When both the ACCEPT HORN and ACCEPT FLASH buttons are depressed
the Tankradar Star monitor in the cargo control room and has all the necessary at the same time, a lamp test function is activated.
alarm and test button functions.
Testing
The overfill alarm is set to operate at 98% and the high level alarm is set to
D
operate at 95% for each tank. Each level switch is fitted with a mechanical testing device, which is located
under a screw cap on top of the level switch’s junction box. By lifting the
When a float moves upwards and activates the reed switch, the relevant red testing rod slowly to the full extent of about one metre, then both the high and
LEDs on the alarm module and on the alarm panel will start to flash and the overfill alarms for that particular tank will be triggered sequentially.
buzzer in the alarm panel will sound. There are xenon strobe alarm lights and
klaxons fitted, one on either side of the compass deck. The overfill indication To Test the System
is on the port side and has a red strobe light, while the high level indication is
on the starboard side and has an orange strobe light. a) Switch on the system.

Pressing the ACCEPT HORN button will cause the alarms to stop. However, No alarm LEDs on the alarm panel should be lit. A green LED on the alarm
the LEDs on the alarm module and on the alarm panel will continue to flash. unit is illuminated if the module is working properly. If the microprocessor
Pressing the ACCEPT FLASH button will cause the LEDs to become steady. inside the alarm module is defective, the green LED will flash. If the green
LED does not illuminate, there is a problem with the 24V DC supply or the
internal 5V DC system.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 13 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 3.3.4a Gas Detection System
Cargo Control Room Gas Detection Panel

PUMP ROOM
Common Alarm Contact
Accommodation Area
INDICATOR OF INDICATOR OF INDICATOR OF
HC DECTECTOR O2 DECTECTOR H2S DECTECTOR

HC O2 H2S

Gas Detection Panel

1 1 1

RIKEN KEIKI KORE CO., LTD 3

PW/TR
5
AL2
3
PW/TR
5
AL2
3
PW/TR
5
AL2

SKIP AL1 SKIP AL1 SKIP AL1

MEASURING / ALARM LAMP
LOCATION
6 4 6 4 6 4

W/MANUAL POINT SKIP S/W CONDITION LAMP/SWITCH FS 100%LEL FS 100% FS 100 ppm

Gas Alarm Contact

7 8 9 7 8 9 7 8 9

MEAS.
NEAR CARGO PUMP (P) MEAS. ALARM
STOP 10 10 10
2 2 2

RM-590 RM-590 RM-590

RIKEN KEIKI RIKEN KEIKI RIKEN KEIKI
MEAS. AUTO SCAN MANUAL SCAN
NEAR CARGO PUMP (C) MEAS. ALARM
STOP LAMP. S/W LAMP. S/W

MEAS. ELEMENT FAIL CALIBRATION

NEAR CARGO PUMP (S) MEAS. ALARM
STOP LAMP LAMP. S/W

MEAS. LAMP RESET LAMP/B.Z

NEAR VACUUM PUMP MEAS. ALARM
STOP TEST

MEAS. B.Z STOP

VENTILATION DUCT (P) MEAS. ALARM
STOP

MEAS.
VENTILATION DUCT (S) MEAS. ALARM
STOP

MEAS.
PANEL INSIDE MEAS. ALARM
STOP

y
MODEL RKK-2003K

Power

op
220V AC, 60Hz

Pump Room Gas Inlet

Gas Detector Gas Detector (6 Points)
Head Head

Accommodation Accommodation
(Upper Port) (Upper Starboard)
BALLAST TANKS

C
Gas Out to Atmosphere
Gas Detector Gas Detector
Head Head Water Ballast Tank, Fore Peak
Tank and Forward To Wheelhouse Repeat Alarm Panel
Accommodation Accommodation
Void Space Gas Inlet LOCATION
MEASURING / ALARM LAMP
LOCATION MEASURING / ALARM LAMP
CONDITION LAMP / SWITCH
(Port) A Deck (Starboard) A Deck
W/MANUAL POINT SKIP S/W W/MANUAL POINT SKIP S/W

(22 Points) To AMS for Engine Control Room

ft
MEAS. MEAS. AUTO SCAN MANUAL SCAN
FORE PEAK TANK ( LOWER) MEAS. ALARM
STOP No.4 W.B.T (P, LOWER) MEAS. ALARM
STOP LAMP.S/W LAMP. S/W

MEAS. MEAS. MANUAL PURGE CALIBRATION

No.1 W.B.T (P, LOWER) MEAS. ALARM
STOP
No.4 W.B.T (P, UPPER) MEAS. ALARM
STOP LAMP. S/W LAMP. S/W

MEAS. MEAS. ELEMENT FAIL

No.1 W.B.T (P, UPPER) MEAS. ALARM
STOP No.4 W.B.T (S, LOWER) MEAS. ALARM
STOP
AUTO PURGE
LAMP
LAMP

MEAS. MEAS.
No.1 W.B.T (S, LOWER) MEAS. ALARM
STOP No.4 W.B.T (S, UPPER) MEAS. ALARM
STOP
FLOW FAIL LAMP TEST

Gas Detector Gas Detector

Head

Package Air
Conditioning
Head

Hood Air Duct

Gas Out to Atmosphere
ra No.1 W.B.T (S, UPPER)

No.2 W.B.T (P, LOWER)

No.2 W.B.T (P, UPPER)

No.2 W.B.T (S, LOWER)

MEAS.

MEAS.

MEAS.

MEAS.
ALARM

ALARM

ALARM

ALARM
MEAS.
STOP

MEAS.
STOP

MEAS.
STOP

MEAS.
STOP
No.5 W.B.T (P, LOWER)

No.5 W.B.T (P, UPPER)

No.5 W.B.T (S, LOWER)

No.5 W.B.T (S, UPPER)

MEAS.

MEAS.

MEAS.

MEAS.
ALARM

ALARM

ALARM

ALARM
MEAS.
STOP

MEAS.
STOP

MEAS.
STOP

MEAS.
STOP
B.Z STOP

In order to remove the remaining

condensed water inside sampling
pipes, do not disturb “Auto purge”
function when turn power on.
Also, when you release the skip
function for the certain point (tank),
push manual purge for 2 minutes.
LAMP RESET

Power In
Air Duct No.2 W.B.T (S, UPPER) MEAS. ALARM
MEAS.
STOP FWD VOID SPACE(LOWER) MEAS. ALARM
MEAS.
STOP
The WBT sampling system only to
be switched on when the respective

7kg/cm² Purge Air In ballast tanks are empty.

220V AC, 60Hz

MEAS. MEAS.
No.3 W.B.T (P, LOWER) MEAS. ALARM
STOP PANEL INSIDE MEAS. ALARM
STOP

CONTROLLER TROUBLE
MEAS. LAMP/RESET
No.3 W.B.T (P, UPPER) MEAS. ALARM
D
STOP

No.3 W.B.T (S, LOWER) MEAS. ALARM

MEAS.
STOP
220V AC, 60Hz
Gas Detector No.3 W.B.T (S, UPPER) MEAS. ALARM
MEAS.
Power
Head Circuit
STOP

Air Conditioning
% LEL
BUZZER
Power Trip Contact
Air Intakes Duct Power Trip Contact

RIKEN MODEL RKK-2002K

FINE
RIKEN KEIKI KOREA CO.,LTD

Key Auto Changeable Power

220V AC, 60Hz
Electrical Signal

Air

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 14 of 22
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
3.3.4 Gas Detection System Water Ballast Tank Gas Detection
No. Location of Measuring Points in the Pump Room
01 Near Cargo Pump (Port) The panel function keys and warning indicators are as follows:
Manufacturer: Riken Keiki Co. Ltd.
02 Near Cargo Pump (Centre)
Model: RKK-2002K for ballast tanks • ‘MEAS’ green lamp is illuminated during the sampling and
03 Near Cargo Pump (Starboard) detection cycle at that location.
Model: RKK-2003K for pump room
04 Near Vacuum Pump
• ‘ALARM’ red lamp is illuminated indicating that detector
05 Ventilation Duct (Port) location is in an alarm condition.
Detector Head Models in the Pump Room:
06 Ventilation Duct (Starboard)
Hydrocarbon: GD-A8 (Alarm setting 100%) • ‘MEAS.STOP’ yellow lamp is illuminated indicating that
07 Panel Inside detector location has been isolated and is skipped.
Oxygen: GD-F44 (Alarm setting 25%)
Hydrogen Sulphide: SD-805EC (Alarm setting 30ppm) • ‘AUTO SCAN LAMP. S/W’ indicates the sequential automatic
Introduction scanning is in operation.

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Detector Head Models in the Ballast Tanks: • ‘MANUAL SCAN LAMP. S/W’ selects the manual scanning
The gas detection system is designed to measure the presence of hydrocarbons
Hydrocarbon: SD-705RID (Alarm setting 30%) process and is illuminated when activated.
(HC), oxygen (O2) and hydrogen sulphide (H2S) gas in the cargo pump room

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area and HC in the water ballast tanks, fore peak tank and void space. • ‘MANUAL PURGE LAMP. S/W’ selects the manual purging
process and is illuminated when activated.
Location of Measuring Points The ballast tank gas detecting panel is wall mounted in the CCR and consists • ‘CALIBRATION LAMP. S/W’ is for calibration of individual
of a RKK-2002K alarm indicator unit. sensors.
No. Location of Measuring Points in the Water Ballast Tanks
The cargo pump room system is installed in the same cabinet in the CCR and • ‘AUTO PURGE LAMP. S/W’ lamp is illuminated during the
01 Fore Peak Tank (Lower)

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consists of a RKK-2003K alarm indicator panel. The cabinet is divided into automatic purging routine.
02 No.1 Port Water Ballast Tank (Lower) two sections, one for each system which work independently of the other. • ‘ELEMENT FAIL LAMP ’red lamp is illuminated, indicating
03 No.1 Port Water Ballast Tank (Upper) that detector location is disconnected.
02 No.1 Starboard Water Ballast Tank (Lower) The upper control panel and system monitors the level of HC, O2 and H2S gas
with detectors which continuously scan the cargo pump room area. The lower • ‘FLOW FAIL’ red lamp is illuminated, indicating that a no flow
03 No.1 Starboard Water Ballast Tank (Upper)
panel monitors the ballast tanks. Audible and visual alarms are given in the has been detected in the sampling line.

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06 No.2 Port Water Ballast Tank (Lower)
event of a gas concentration exceeding a preset alarm level by air horn and • ‘LAMP TEST’ activate for test of the lamps for correct
07 No.2 Port Water Ballast Tank (Upper) flashing light in the cargo pump room, on the panel in the cargo control room illumination.
08 No.2 Starboard Water Ballast Tank (Lower) and by the repeater alarm panel in the wheelhouse.
ra • ‘B.Z’ silences and acknowledges the alarm.
09 No.2 Starboard Water Ballast Tank (Upper)
10 No.3 Port Water Ballast Tank (Lower) In the event of a gas concentration exceeding a preset level, the cargo pump or • ‘LAMP RESET’ is provided to reset to normal after an alarm
11 No.3 Port Water Ballast Tank (Upper) pumps will be stopped automatically. indication.
12 No.3 Starboard Water Ballast Tank (Lower)
Should the pump room gas detections system detect a gas concentration inside CAUTION
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13 No.3 Starboard Water Ballast Tank (Upper) the panel of 30% LEL or higher, the PANEL INSIDE light will be illuminated It is important to isolate the ballast tank’s detector sensors prior to
14 No.4 Port Water Ballast Tank (Lower) and the buzzer on the repeater alarm panel in the wheelhouse will sound. The filling the tanks to avoid water suction and subsequent damage to the
15 No.4 Port Water Ballast Tank (Upper) pump room gas detection system is to be shut down in this situation. equipment. Use the ‘MEAS.STOP’ function to skip those detectors.
16 No.4 Starboard Water Ballast Tank (Lower)
The gas detection system indicates the gas concentration level and is of the
17 No.4 Starboard Water Ballast Tank (Upper)
sequential sampling type.
18 No.5 Port Water Ballast Tank (Lower)
19 No.5 Port Water Ballast Tank (Upper) In auto scan mode for counter purging takes about 100 seconds. After auto
20 No.5 Starboard Water Ballast Tank (Lower) purging for 1 cycle, the mode is changed to auto scan mode. Manual purging
21 No.5 Starboard Water Ballast Tank (Upper) should be of at least three (3) minutes’ duration.
22 Forward Void Space (Lower)
23 Panel Inside

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 15 of 22
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Illustration 3.3.4b Ballast Tank Gas Detection Panel

MEASURING / ALARM LAMP MEASURING / ALARM LAMP

LOCATION W/MANUAL POINT SKIP S/W
LOCATION W/MANUAL POINT SKIP S/W
CONDITION LAMP / SWITCH

MEAS. MEAS. AUTO SCAN MANUAL SCAN

FORE PEAK TANK ( LOWER) MEAS. ALARM
STOP No.4 W.B.T (P, LOWER) MEAS. ALARM
STOP LAMP.S/W LAMP. S/W

MEAS. MEAS. MANUAL PURGE CALIBRATION

No.1 W.B.T (P, LOWER) MEAS. ALARM
STOP
No.4 W.B.T (P, UPPER) MEAS. ALARM
STOP LAMP. S/W LAMP. S/W

MEAS. MEAS. ELEMENT FAIL

No.1 W.B.T (P, UPPER) No.4 W.B.T (S, LOWER) AUTO PURGE

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MEAS. ALARM MEAS. ALARM
STOP STOP LAMP
LAMP

MEAS. MEAS.
No.1 W.B.T (S, LOWER) MEAS. ALARM
STOP No.4 W.B.T (S, UPPER) MEAS. ALARM
STOP
FLOW FAIL LAMP TEST

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MEAS. MEAS.
No.1 W.B.T (S, UPPER) MEAS. ALARM
STOP No.5 W.B.T (P, LOWER) MEAS. ALARM
STOP
B.Z STOP LAMP RESET

MEAS. MEAS.
No.2 W.B.T (P, LOWER) MEAS. ALARM
STOP No.5 W.B.T (P, UPPER) MEAS. ALARM
STOP In order to remove the remaining
condensed water inside sampling
MEAS. MEAS. pipes, do not disturb “Auto purge”
No.2 W.B.T (P, UPPER) MEAS. ALARM
STOP No.5 W.B.T (S, LOWER) MEAS. ALARM
STOP function when turn power on.

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Also, when you release the skip
function for the certain point (tank),
No.2 W.B.T (S, LOWER) MEAS. ALARM
MEAS.
STOP
No.5 W.B.T (S, UPPER) MEAS. ALARM
MEAS.
STOP push manual purge for 2 minutes.

MEAS.
The WBT sampling system only to
No.2 W.B.T (S, UPPER) MEAS. ALARM FWD VOID SPACE(LOWER) MEAS. ALARM
STOP be switched on when the respective
ballast tanks are empty.

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MEAS. MEAS.
No.3 W.B.T (P, LOWER) MEAS. ALARM
STOP PANEL INSIDE MEAS. ALARM
STOP

CONTROLLER TROUBLE
MEAS. LAMP/RESET
No.3 W.B.T (P, UPPER)
ra MEAS. ALARM
STOP

MEAS.
No.3 W.B.T (S, LOWER) MEAS. ALARM
STOP

MEAS.
No.3 W.B.T (S, UPPER) MEAS. ALARM
STOP
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% LEL
BUZZER

RIKEN MODEL RKK-2002K

FINE
RIKEN KEIKI KOREA CO.,LTD

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 16 of 22
Produced by: WMT Limited, UK
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Hadi Cargo Systems Operating Manual
Procedure to Operate the Ballast Tank Gas Detection Unit Illustration 3.3.4c Pump Room Gas Detection Panel

a) Ensure the stop valves are open.

b) Switch the power on.

RIKEN
FINE RIKEN KEIKI KOREA CO.,LTD
c) Set the air value of the regulator to 3-7kg/cm²
MEASURING / ALARM LAMP
LOCATION W/MANUAL POINT SKIP S/W CONDITION LAMP/SWITCH
d) Observe the ‘AUTO SCAN LAMP S/W’ and that it is flickering
during warm up periods of 30 seconds, after which the power
MEAS.
lamps illuminate steady green. NEAR CARGO PUMP (P) MEAS. ALARM
STOP

e) Observe the HC and H2S displays are ‘0’ and the O2 is 20.9 AUTO SCAN MANUAL SCAN

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MEAS.
NEAR CARGO PUMP (C) MEAS. ALARM
STOP LAMP. S/W LAMP. S/W

f) Observe the mode changes to ‘AUTO SCAN MODE’. CALIBRATION

ELEMENT FAIL

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MEAS.
NEAR CARGO PUMP (S) MEAS. ALARM
STOP LAMP LAMP. S/W
The unit will now start automatically sampling each measuring point in a set
sequence. MEAS. LAMP RESET
LAMP/B.Z
NEAR VACUUM PUMP MEAS. ALARM
STOP TEST

MEAS. B.Z STOP

VENTILATION DUCT (P) MEAS. ALARM
STOP

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MEAS.
VENTILATION DUCT (S) MEAS. ALARM
STOP

MEAS.
PANEL INSIDE MEAS. ALARM
STOP

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MODEL RKK-2003K
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Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 17 of 22
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Hadi Cargo Systems Operating Manual
Cargo Pump Room Gas Detection Illustration 3.3.4d Gas Indicators
The panel function keys and warning indicators are as follows:

1) Indicator
INDICATOR OF INDICATOR OF INDICATOR OF
2) POWER ON/OFF HC DETECTOR O2 DETECTOR H2S DETECTOR
3) ‘PW/TR’ green lamp illuminates in detection mode or flashes
during a trouble condition.
HC O2 H 2S
4) ‘AL1’ orange lamp flashes for the 1st gas alarm for gas detection
at 1/3rd level reached.

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1 1 1
5) ‘AL2’ red lamp flashes for the 1st gas alarm for gas detection at
2/3rd level reached.

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6) ‘SKIP’ white lamp flashes when the detector is isolated. 3 5 3 5 3 5
PW/TR AL2 PW/TR AL2 PW/TR AL2
7) ‘MODE’ pushbuttons to select for maintenance.
SKIP AL1 SKIP AL1 SKIP AL1
8) UP/DOWN’ pushbutton to increase or decrease the selected 6 4 6 4 6 4

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function values.

9) UP/DOWN’ pushbutton to increase or decrease the selected

function values. FS 100%LEL FS 25.0 vol% FS 30.0 ppm

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10) ‘HEAT’ to adjust the heater voltage of the sensor.
7 8 9 11 7 8 9 11 7 8 9 11

11) ‘SET’ to adjust the alarm for test mode. ra 10 10 10

Procedure to Operate the Pump Room Gas Detection Unit
2 2 2

a) Ensure the stop valves are open. RM-590 RM-590 RM-590

RIKEN KEIKI RIKEN KEIKI RIKEN KEIKI
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b) Switch the power on.

c) Set the air value of the regulator to 3-7kg/cm²

d) Observe the ‘PW/TR’and that it is flickering during the warm

up period of 30 seconds, after which the power lamps illuminate
steady green.

e) Observe the HC and H2S displays are ‘0’ and the O2 is 20.9

The unit will now start automatically sampling each measuring point in a set
sequence.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 18 of 22
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Hadi Cargo Systems Operating Manual
3.3.5 Portable Gas Detection Equipment Procedure to Take Measurements with the Sample Pump Hydrogen sulphide, which is becoming more common in crude oil cargoes, is
classed as an enzyme inhibitor which has the effect of temporarily stopping
The portable gas detection equipment on board is both comprehensive and a) Choose the type of detector tube best suited for the gas to be the transport of oxygen between body tissues. The gas, which is heavier than
well proven. Each instrument is certificated and comes with manufacturer’s tested for. Note the number of strokes required and the capacity air, invisible to the naked eye and highly explosive, will kill immediately in
operating instructions and recommended spares and test kits. The certificates of the stroke either 50 or 100ml. concentrations over 1,000ppm.
are to be suitably filed and the monthly tests recorded.
b) Break off both ends of the detector tube in the tip breaker The gas, which has a smell similar to rotten eggs, will kill the sense of smell
provided on the pump and cover the outer tube end with a rubber in 3 to 15 minutes. When in concentrations above 100ppm, there will also
Equipment Issued to this Vessel tip (protection for fingers). be a stinging of the eyes and throat. In concentrations above 200ppm, there
Instruments will additionally be losses of the sense of reasoning and balance. Above
c) Check that the pump handle is fully retracted (the guideline on 500ppm unconsciousness will quickly set in with respiratory paralysis within
2 sets of Riken GW-2X personal oxygen monitor 30 to 45 minutes. At 700ppm, breathing will stop unless immediate artificial
handle shaft is not showing). Insert the tube into the pump inlet
5 sets of Riken GX-2001 personal multigas detector with the arrow pointing towards the handle. resuscitation is administered in a safe area.

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3 sets of Riken RX-415 Hc/O2 detector
1 set of Gastec GV-100 gas sampling pump with detector tubes d) Align the red guideline on the pump backplate and the 100ml The instrument comes in a sturdy high impact plastic and metal case which is
radio frequency resistant. The unit is dust and weather resistant.

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1 set of Riken OX-226 oxygen monitor mark on the handle, or the 50ml mark if required by the tube.
1 set of Riken Hc Monitor The control buttons are of the glow in the dark type. In operation, the device
e) Pull the handle out to its (full extent for 100ml sampling or
halfway for 50ml sampling) along the guideline on the pump can be carried on the operator’s belt using the rugged belt clip on the back of
handle to the lock position. the instrument.
Hand Pump with Tube Detection
Manufacturer: Gastec f) Wait for one minute or the required sampling time, then unlock The device has the following incorporated:

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Model: Gastec GV-100 the handle by turning it quarter of a turn and allow the handle • Three-button operation.
No. of sets: 1 to slowly retract back to the starting position. The completion
• LCD with backlighting.
of sampling time can be confirmed by the flow indicator on the
The ship carries one Gastec GV-100 sampling pump for testing the atmosphere handle retracting. • Audible and visual preset alarms.
in tanks that have been gas freed for tank entry, to detect toxic gases using

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Gastec tubes. g) Remove tube from pump, read and record the tube marking at Pre-Use Checks
the end of the change of colour layer.
Prior to use, a number of basic checks shall be carried out:
Prior to use, the pump should be leak tested as follows:

a) Check the pump inlet clamping nut is firmly tightened.

ra h) Apply any corrections as necessary to the reading.

The use of the equipment and any maintenance carried out should be logged in
•

•
Visually inspect that the instrument is clean and in good
condition.
Check that the battery pack is fully charged, in good condition
b) Check that the pump handle is fully retracted, the guideline on the file folder supplied with the gas detection equipment. The tubes used with
and installed correctly.
handle shaft should not be showing. the pump have an expiry date.
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• Check that the filters are clean and in good condition.
c) Insert a fresh unbroken detector tube into the rubber inlet of the Personal Multigas Analyser • Check that the gas ranges are operational and zeroed correctly.
pump.
• The instrument has a valid calibration certificate.
Manufacturer: Riken
d) Align the red guide line on the pump backplate and the 100ml
Model: GX-2001 Each time the instrument is used, the following procedure shall be carried
mark on the handle.
Type: H2S, Hc and O2 out:
e) Pull the handle out to its full extent along the guideline on the No. of sets: 5
a) Switch the instrument on in fresh air and check that the battery
pump handle to the lock position and wait one minute.
pack is fully charged (icon in top right corner of display). Press
The ship carries five Riken GX-2001 personal H2S, HC ppm and O2 % the MODE/POWER button until the unit beeps.
f) Wait for one minute then unlock the handle by turning it more detectors, which are designed to be clipped to the clothing of the operator.
than a quarter of a turn and allow it to slowly retract as the Operation and calibration instructions are printed on the inside of the stowage b) The display cycles through the following:
vacuum created pulls the handle back to its starting position. container.
Should the handle not fully retract, then there is leakage. • All segments.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 19 of 22
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Hadi Cargo Systems Operating Manual
• Date/Time and battery voltage. Procedure to Turn Off the GX-2001 level. The alarms are reset by a press of the MODE/POWER button once the
gas level has fallen below the alarm level or above as in the case of oxygen.
• H2S, O2, CO, HC. a) Press and hold the MODE/POWER button for about five
The LEL range has two alarms (HIGH and LOW), which are differentiated by
c) Press and hold the AIR button until the LCD displays ADJ. seconds to turn off the unit.
the speed of the audible/visual alarm signal. The HIGH alarm is twice as fast
Release the AIR button and the GX-2001 is ready for operation.
as the LOW alarm. The oxygen range has RISING and FALLING alarms. The
If the alarm is on, press MODE to shut off the alarm. b) The buzzer will sound and the LCD backlight flash.
unit will automatically display the highest priority alarm.
d) Perform a demand ZERO to test the instrument: c) Release the button when the LCD screen is blank, the unit is
All calibration, maintenance and repairs should be logged in the file folder
• Place the instrument in a fresh air environment. off.
supplied with the gas detection equipment.
• Press and hold the AIR button for about three seconds to
allow the GX-2001 to set the ZERO reading for HC, CO, Hydrocarbon and OXYGEN Detector
H2S and to set the span for O2

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Manufacturer: Riken
Note: While pressing the AIR button, the LCD displays HOLD, this is a Model: RX-415
prompt to maintain holding down the button. Type: Hc and O2

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No. of sets: 3
• When the ZERO readings have been set, the display shows
ADJ which is the prompt to release the AIR button. The model RX-415 is designed for measurement of hydrocarbon gas/vapours of
crude oil, etc, in inert gas or air, and can accurately measure the concentration
Pressing the DISP button allows the operator to cycle through and display the of hydrocarbon gas/vapours with a wide range of 0% to 100%. The oxygen
readings for the four gases. When the required gas is displayed, press the Mode

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levels are measured in a range from 0-25%.
button, which displays the following where available for the type of gas:
• Mode button pressed once displays the PEAK value. The element to detect the sample gas consists of two types: a non-dispersive
infra-red element is used for measuring the hydrocarbon gasses, while a
• Mode button pressed twice displays the STEL value. galvanic cell is used to measure the oxygen content. The battery charge should
• Mode button pressed three times displays the TWA value. allow 40 hours on continuous usage between recharging, while the response

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time of the unit when sampling should be expected within 30 seconds.
Pressing the Mode button once more returns the unit to measuring mode.
Basic Operation
Should an alarm occur, to reset the alarm press the MODE button for about
one second.
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Basic Operation
The instrument has one basic mode of operation, which provides monitoring of
a) To turn the instrument on, press and hold the POWER button for
5 seconds.
all four gas ranges with the full range of alarms.
b) The LCD display will then scroll through a self test mode as
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a) To turn the instrument ON, press and hold the MODE/POWER follows : MEASURING GAS FULL SCALE, the read out will
button until the buzzer beeps, this will initiate the instrument indicate a full scale gas measurement, > BATTERY VOLTAGE
warm-up indicated by the unit cycling through the displays > PREPARATION > PROBE/FILTER OK? At this point in the
ending with individual gases, the alarm lights flash and the start-up procedure, the operator should press the ENTER button,
vibrator activates. the instrument will now perform a SENSOR CHECK. If the
sensor is functioning correctly, the display will show SENSOR
b) Once the buzzer beeps, press the AIR button until the display OK, and the start-up sequence will move to the next mode
indicates ADJ, the unit is now ready for operation. The current which is WARMING UP 30 sec, and will begin the start-up
displayed range can be changed by a single press of the MODE/ countdown.
POWER button.
c) On completion of the start-up countdown, the display will show
The display will now show each gas being monitored together with the current STAND BY OK, then it will display the gas reading, to the left
gas level. of the display which will be Hc in %LEL and to the right of the
The unit has a built-in preset alarm limit for each gas monitored, so that the display the oxygen reading will be displayed.
alarm will activate when any gas concentration exceeds the alarm set point

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 20 of 22
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Hadi Cargo Systems Operating Manual
d) To calibrate the instrument for zero adjustment, press and Oxygen Monitor After using the instrument, purge the sampling hose and probe in clean fresh air
hold the Zero button until the display shows APPLY FRESH before switching off, by turning the lower knob to the OFF/CHG position.
AIR, then the operator should press the ENTER button, the Manufacturer: Riken
instrument will now re-calibrate itself to zero adjustment and Model: OX-226 For more detailed operating instructions including the calibrating procedure,
the LCD display will show ADJUSTING ZERO. When this is the manufacturer’s manual should be consulted.
Type: O2
completed, the display will show ZERO SET OK and move to
the gas reading display. No. of sets: 1
Hc Monitor

Manufacturer: Riken
Model: NP-237H
Type: Hc
No. of sets: 1

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e) To take a sample, lower the gas sampling hose into the tank, Basic Operation
check the flow monitor to verify proper flow. Allow not less
a) Firstly check the sampling probe for cleanliness also the filter,

ft
than three minutes for the instrument to measure and indicate
then connect the sampling hose.
the gas reading on the display.
b) Turn the switch to BATT position and check that the needle
f) Press the PEAK button to obtain the maximum reading since the
instrument was turned on, then press PEAK again to return to
normal mode.
rac)
enters the BATT zone.

Check the pump is functioning correctly, a buzzing sound will Basic Operation
be heard and a visual indication will be displayed by observing
g) Press and hold the PUMP button until the display shows PUMP a) Turn the instrument on and rotate the switch to the 100%LEL
the indicator in the FLOW window.
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POWER OFF, then press again the PUMP button until the position, push the battery button BATT(PUSH). For a fully
display shows PUMP POWER ON to return to normal mode. charged battery, the needle should make a full scale deflection
d) Turn the lower switch on the panel to the 25 position and adjust
the span adjusting knob until the needle points to 21% in fresh beyond the BATT zone.
After completing gas sampling, move into fresh clean air and purge the
air.
instrument until the display reads ZERO with the sampling hose connected. b) In the red marked VOL% area, turn the switch to 20 (%) in clean
e) To test the alarm function rotate the span adjusting knob to the fresh air and zero the instrument needle by lifting and rotating
h) To turn off the instrument, press and hold the power button for the VOL% ZERO knob located at the top left of the panel until
left until the alarm sounds and the red alarm light flashes.
about five seconds until the beeping stops. the needle points to zero.
f) When satisfied that the alarm function is in order, rotate the span
adjusting knob back to the right until the needle indicates 21%
For more detailed operating instructions including the calibrating procedure c) Commence sampling in each range of 20% and 100% VOL.
in clean fresh air.
the manufacturers manual should be consulted.
g) The instrument is now ready to sample. d) To operate the instrument in %LEL mode, turn the selector
switch to 10 in the black marked %LEL side, to the right and
adjust the needle to read zero by lifting and turning the Zero

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 21 of 22
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Hadi Cargo Systems Operating Manual
%LEL knob at the top right of the panel until the needle reads Operation Turning off the GW-2X
zero on the scale.
(1) Press and hold the POWER/MODE button for about five
Start-up Procedure seconds, the buzzer will pulse during this time.
e) Commence sampling in the two ranges 100% and 10% as
required. (1) Press and hold the POWER/MODE button briefly for about one (2) Release the POWER/MODE button when the LCD screen
second. The unit will vibrate briefly, also the buzzer will sound becomes blank.
f) The meter dial reads %VOL Hc in the upper red zone and and all elements of the display will activate.
%LEL Hc in the lower black zone.
(2) The unit then displays the target gas and time, the buzzer will
After using the instrument, purge the sampling hose and probe in clean fresh air sound after the unit displays the battery voltage.
before switching off by turning the lower knob to the OFF position.
(3) The sensor inside the unit begins to sample the oxygen in the
For more detailed operating instructions including the calibrating procedure, surrounding atmosphere and the concentration is displayed on

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the manufacturer’s manual should be consulted. the LCD.

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Personal Oxygen Monitor Procedure for Fresh Air Adjustment
Before using the instrument, it is advisable to set the fresh air reading for the
Manufacturer: Riken/RKI
target gas to ensure accurate monitoring of the atmosphere.
Model: GW-2X
Type: O2 (1) In fresh air, free from toxic or combustible gasses, with the
No. of sets: 2 unit on and in measuring mode, press and hold the AIR button

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for about three seconds to allow the GW-2X to set the fresh air
atmosphere reading.
Introduction
(2) While the AIR button is depressed, the LCD will display the
The GW-2X personal oxygen monitor is a convenient hands free method of legend HOLD. This is a prompt message for the user to continue

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monitoring oxygen deficiency in enclosed spaces, it may be worn on the wrist to press the AIR button while sample fresh air is passed through
or clipped onto clothing or a safety helmet, the built in vibrating alert device, the sensor.
audible and visual alarms immediately alert the user of a dangerous atmosphere ra
deficient of oxygen. (3) When sufficient sample fresh air has passed through the sensor,
the LCD will display the legend ADJ for two seconds, the user
should now release the AIR button. The instrument will now set
the unit to monitor an oxygen level of 20.9%.
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(4) The unit is now in measuring mode and will display the current
oxygen concentration.

Alarm indications
The GW-2X will sound an alarm and the instrument will vibrate when the
oxygen concentration rises above or falls below the set point.

Alarm indications consist of a pulsing tone once or twice per second depending
on the alarm, vibration once or twice per second depending on the alarm and
flashing of the light once or twice per second depending on the alarm. The unit
will also alarm with a low battery or sensor failure.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 3.3 - Page 22 of 22
Produced by: WMT Limited, UK
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Section 4: Emergency Systems and Procedures

4.1 Emergency Procedures - Deck

4.1.1 Cargo Spillage and Discharge of Cargo from a Damaged Tank

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4.1.2 Oil Spill and Pollution Prevention

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4.1.3 Emergency Inerting

Illustrations

4.1.1a Cargo Spillage

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4.1.3a Emergency Inerting No.1 Port WBT

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Hadi Cargo Systems Operating Manual

Illustration 4.1.1a Cargo Spillage

DISCHARGE OF OIL
Probable or Actual

ASSESSMENT OF THE NATURE OF INCIDENT

INITIAL ACTIONS

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- Alert crew members
- Identify and isolate/monitor spill source
- Personnel protection
- Spill assessment and containment

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- Vapour monitoring
- Evacuation

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REPORTING ACTION
Measures to minimise the escape of oil and treat to the marine environment
By ship’s Master and/or designated person

When to Report
All probable and actual spills NAVIGATIONAL MEASURES TECHNICAL MEASURES

How to Report - Alter course/postion and/or speed - Safety assessment and precautions

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- Refer to SOPEP manual - Change of list and/or trim - Advice on priority counter-measures
- Designated ship movement reporting station or - Anchoring preventative measures
- By quickest means available to local authorities - Setting aground - Damage stability and stress considerations
- Initiate towage - Ballasting/deballasting
Whom to Contact
- Refer to SOPEP manual

What to Report
-
-
-
-
raAssess safe haven requirements
Weather/tide/swell forecasting
Slick monitoring
Record of events and communications
-
-

-
Internal cargo transfer operations
Emergency ship-to-ship transfers or cargo
and/or bunkers
Set up shipboard response for
- Refer to SOPEP manual taken - Leak sealing
- Follow-up report - Fire fighting
D
- Characteristics of oil spilled - Handling of shipboard response
- Cargo/ballast/bunker dispositions equipment
- Weather and sea conditions
- Slick movement
- Assistance required

Salvage INITIATE EXTERNAL RESPONSE

- Lightering capacity
- Mechanical equipment - Refer to SOPEP manual
- External response team - External clean-up resources required
- Continued monitoring of activities

This flow diagram is an outline of the course of action that shipboard personnel should follow in responding to an oil pollution emergency.
This diagram is not exhaustive and should not be used as a sole reference in response.
The steps are designed to assist ship’s personnel in actions to stop or minimise the discharge of oil and mitigate its effects.
These steps fall into two main categories - reporting and action.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 4 - Page 1 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
4.1 Emergency Procedures - Deck
DAMAGED CARGO TANK

4.1.1 Cargo Spillage and Discharge of Cargo

from a Damaged Tank
To avoid further bulkhead
Should a leakage to sea or to a ballast tank occur due to suspected tank damage, maintain equal ullages
damage, measures should be taken to reduce the head (increase the ullage) in Damage between during either loading or
No Yes
cargo tanks. discharging in both tanks
the cargo tank involved, either by internal transfer or discharge ashore. Unless
affected.
corrective action is taken promptly, oil will continue to flow into the sea until
the hydrostatic balance is achieved between the head of oil remaining in the
tank and the sea water pressure exerted on the outer hull. If it is not possible to
identify the specific tank from which the leakage is occurring, the levels of all

y
tanks in the vicinity should be reduced, taking into account the effect on hull Actions as per SOPEP.
stresses and stability. Check all ballast tanks for
Cargo tank to hydrocarbons and liquid. Initial Casualty message to
Yes
ballast tank. Initial message to Head Office Head Office. After discussion at

op
If it is suspected that leakage is from a fracture on the bottom plating or lower Stop cargo operations. disport, both tanks will need to
Assess the situation. be washed, if a repair or
shell plating, then the level in the tank, if full, should be reduced and then a inspection is to be carried out.
water bottom pumped into the damaged tank to prevent further oil spillage.
No
Remember that in a tidal stream, any seepage or leakage from the hull (or sea-
valve, for that matter) may be carried by the current to another part of the ship Outer and inner hulls
breached Carry out emergency inerting of

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before it surfaces and is noticed. This is particularly so in the area of the bilge the ballast tank. If cargo is
keels. For example, oil leaking from a sea valve can be carried forward by the passing into a ballast tank,
current, entrapped below the bilge keel, to surface in the fore part of the ship. endeavour to transfer cargo out
of the damaged cargo tank,
lowering the ullage to a level
Where action is taken to prevent or minimise oil spillage, preventive measures Actions as per SOPEP
below the hole.
should take priority over cargo segregation and quality concerns. Similarly, no

ft
CASUALTY tlx
action must be undertaken that could jeopardise the safety of the personnel on Counter flood leasing with
board the ship and on shore. Head Office to maintain the
vessel in a safe and stable
ra
condition.
With double hull construction if a ballast tank and void space is also breached,
then oil from a breached cargo tank can flow into the sea through the breaches Liase with Head Office to
in the ballast tank and void space. In this case, it may be possible to transfer determine the best option for
minimising any environmental
the cargo from the damaged cargo tank to another slack cargo tank if available. or safety hazard.
However, careful consideration must be given to this procedure before OPTIONS
D
executing. If the vessel is at sea, the
best option would be a ship
to ship transfer of all or part
of the cargo.
OPTIONS
If the vessel is at disport, the
cargo would be discharged Short load the vessel. Put water
in such a manner as to in the ballast tank to an ullage
minimise pollution and at which the ingress of oil is
stress. stopped, stress permitting.

If the vessel is at loadport, Discharge the ballast tank to

loading would be shore reception facilities after
discontinued and one or both discharging the cargo tank.
of the previous options
utilised.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 4 - Page 2 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
4.1.2 Oil Spill and Pollution Prevention In order to comply with the ISM code, a record must be kept of the drills, the
effectiveness of the team and any recommendations for improvement.
The following are guidelines for quick reference. The vessel’s SOPEP manual
covers this subject in depth as does the Company SMS. Note: The oil dispersant is for use on deck and must not be used over the side
without the permission of the local authorities.
Oil
Booms should be laid down to direct the flow of oil, or to create pools, in order
When carrying out cargo and or bunker operations both in port or at sea, two to assist the clean-up and prevent oil running the full length of the deck.
wheelie bins stencilled OIL SPILL EQUIPMENT are to be deployed near the
manifolds with the following suggested list of suitable equipment: Pads may need to be turned over in order to allow both sides to absorb oil.

Oil dispersant 450 litres Absorbent granules should be used in conjunction with the booms to direct or
pool the oil. They are also used to extend and stop breaches in the boom.

y
Falcon sprayers x 2
Tank shovels x 3

op
Tank buckets x 6
Goggles x 6
Absorbent pads, booms and pom poms
Wilden pumps x 2

C
Dedicated hoses for above
Squeegees x 3
Wringer buckets
Set of suitable spanners for all cargo/bunker and tank cleaning

ft
connections
3 x 20kg bags of absorbent granules ra
20 heavy duty large bags 1.45m x 0.61m

A pollution control team must be assigned.

An example of their duties and responsibilities is as follows:

D
Master is responsible for external communications
Chief Engineer will supply technical advice to the pollution
control team
Chief officer is in overall charge of the on board clean-up/
prevention operation
Deck duty officer assists the chief officer in cleaning up any
spillage and the prevention of further pollution
Duty seaman and additional crew members used as required

Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities.

Issue: Final Draft - March 2009 IMO No: 9362073 Section 4 - Page 3 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
Illustration 4.1.3a Emergency Inerting No.1 Port WBT
50
Deck Seal
S MS IG42
Key
MS
IG51 To Cargo Oil System
Inert Gas From 650 600
IG41 IG40 IG39 OD337 Inert Gas
Engine Room 650
IPV3 25

IG43 Sea Water

40

Hydraulic Oil

Upper Deck Saturated Steam

Sea Water Supply
Exhaust Steam
Steam Supply

y
HC53 IG44 80

Exhaust Gas
HC55
IG45

op
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) Ballast Tank (Port) (Port)
IG23 IG19 (Port)

Slop Tank (Port) No.5 Cargo Oil Tank (Port) No.4 Cargo Oil Tank (Port) IG21 IG17 Sampling Line No.2 Cargo Oil Tank (Port) No.1 Cargo
for Oxygen Oil Tank (Port)
Analyser

C
350 350 350 350 350 350
No.3 Cargo
IG33 IG31 IG26 IG12 IG07 IG03
Oil Tank (Port)

No.2 Cargo No.1 Cargo

ft
No.3 Cargo Oil Tank (Centre) Oil Tank
IG35 IG28 Oil Tank (Centre) IG14 IG09 Breather
No.5 Cargo Oil Tank (Centre)
(Centre) Valve
No.4 Cargo
ra 350

IG29
Oil Tank
(Centre)
350

IG24
PT

PV
Breaker
350

IG10
350

IG05
IG15
600 350

IG01
IG04
Void Forward
600 500 Peak Tank
D
650
IG36
IG38 IG13
25

IG34 IG27 IG08

IG37
No.3 Cargo
IG32 IG30 IG25 Oil Tank (Starboard) IG11 IG06 IG02
350 350 350 350 350 350
BA034

Sampling Line
for Oxygen
BA46
Slop Tank (Starboard) No.5 Cargo Oil Tank (Starboard) No.4 Cargo Oil Tank (Starboard) IG20 IG16 Analyser No.2 Cargo Oil Tank (Starboard) No.1 Cargo Oil Tank (Starboard)

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water No.2 Water Ballast Tank No.1 Water Ballast Tank
(Starboard) (Starboard) IG22 IG18 Ballast Tank (Starboard) (Starboard)
From Water Ballast (Starboard)
Overboard Main Line

Issue: Final Draft - March 2009 IMO No: 9362073 Section 4 - Page 4 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
Hadi Cargo Systems Operating Manual
4.1.3 Emergency Inerting d) Connect the portable flexible hose between the tank valve and
the inlet pipe.
Opposite each ballast tank there is a spur from the inert gas main, with a blank
flange and valve to facilitate emergency inerting of the ballast tanks. Each e) The Winel vents can be utilised for venting the IG vapour or
ballast tank has deck penetration fitted with a pipe of 150mm diameter, which replace with the two spare PV units.
does not extend below deck level. These fitments are situated at the forward
end of each ballast tank (except No.1 wings in the after end) and there are f) Open the IG line valve IG09 on the spur line to the hose and the
two Winel tank vents (450mm) fitted forward and aft, which can be used to ballast tank.
vent the IG. Tank access hatches for the ballast tanks are provided. A portable
flexible hose is connected between the tank inerting valve on the IG main and
the flange at the pipe on the ballast tank.

It would be expected to run the inert gas system continuously with the excess

y
being dispelled through the Winel vents. However, the two spare pressure
vacuum valves (PV) can be put in place of the Winel air vents.

op
To Carry out Emergency Inerting of No.1 Port Ballast Tank

a) Shut the individual cargo oil tank inert gas (IG) isolation
valves.

C
b) Remove the blank from the spur with the valve on the IG
main.

c) Remove the blank from the ballast tank inerting pipe.

ft
ra g)
Inert Gas Emergency Ballast Spray at Valve IG09

The IG system should now be running and ready for use.

h) Open the deck isolating valves IG40 and IG36 for the IG main.
D
Inert gas will now be sent to No.1 port ballast tank, entering via
the flexible hose and valve.

Continue inerting until the oxygen reading at the vent pipe is consistently
below 8%, at which point the tank can be considered inert.

Alternatively, it is possible to inert the tank by connecting the inert gas line
and the ballast bottom lines via ballast valve number BAV046, the spool piece
and IG valve IG38. The ballast suction valve can then be opened and venting
through both Winel vents. This procedure is only valid if the tank is empty and
there is no water at the bellmouth.

No. 1 WBT Port Inerting Flange next to Tank Venilator

Issue: Final Draft - March 2009 IMO No: 9362073 Section 4 - Page 5 of 5
Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com