Neptune CHS Cargo Handling Simulator Chemical Carrier User ......Neptune CHS CC User manual 1 1....

Kongsberg Maritime Doc.no.: SO-0938-D / 14-Apr-09

Neptune CHS CC User manual

Neptune CHS

Cargo Handling Simulator Chemical Carrier

User’s Manual


Neptune CHS CC User manual

Neptune CHS Cargo Handling Simulator

User’s manual

Chemical Carrier

Steffen Hårstad Jensen (s) Terje Heierstad (s) Department/Author Approved

©2009 KONGSBERG MARITIME AS All rights reserved

No part of this work covered by the copyright may be reproduced or otherwise copied

without prior permission from KONGSBERG MARITIME AS


Neptune CHS CC User manual i

DOCUMENT STATUS

Issue No. Date/Year Inc. by Issue No. Date/Year Inc. by

A 16-May-01 ABU/beba B 05-Aug-04 ABU/abu C 11-May-05 ADN/beba D 14-Apr-09 STHJ/beba

CHANGE IN DOCUMENT

Issue No.

ECO No.

Paragraph No.

Paragraph Heading/ Description of Change

A First issue, replaces Doc.no. SO-0467. B MP-1512 Major upgrade whole doc. C MP-1554 3.5.5

4.4.6

Added Guidance on use of gas measurement instrumentation Added starting procedure for electrically driven pumps.

D MP-1694 Upgrade, new Pictures, new functionality


ii Neptune CHS CC User manual

Hazard Warnings And Cautions

Fire If a fire condition arises emission of toxic fumes can be anticipated from burning insulation, printed circuit boards, ETC.

Dangerous Voltages This equipment is not fitted with safety interlocks and lethal voltages are exposed when the cabinets are open. Before removing any sub-units or component all supplies must be switched off. No user serviceable parts inside.

Electrostatic sensitive device Certain semiconductive devices used in this equipment are liable to damage due to static voltage. Observe all precautions for handling of semiconductive sensitive devices.


Neptune CHS CC User manual iii

ESD precautions

Refer service to qualified personnel. Turn power off prior to opening any of the consoles. Whenever doing work inside the consoles use an ESD protective wrist strap. Whenever a printed circuit board is put aside it must be put into an ESD protective bag or on a grounded ESD mat. Non-conductive items such as synthetic clothing, plastic materials, etc. must be kept clear of the working area, otherwise they may cause damage. Printed circuit boards must be kept in ESD protective bags at all times during storage and transport. The bags must only be opened by qualified personnel using ESD protective equipment as specified in this section.

Computer system The simulator contains general purpose computers. Running non Kongsberg Maritime software in any of them will void the warranty. Connecting other keyboards, mice or monitors may also void the warranty.

Notice The information contained in this document is subject to change without notice. Kongsberg Maritime shall not be liable for errors contained herein or for incidental or consequential damages in connection with the furnishing, performance, or use of this document.


iv Neptune CHS CC User manual

List of Abbreviations and Terms AP Aft Peak CBM Cubic Meter CC Chemical Carrier CHS Cargo Handling Simulator COW Crude Oil Washing CT Center Tank DO Diesel Oil DS Dynamic Stability DW Dead Weight ECC Error Control Correction FP Fore Peak FS Free Surface FWD Forward Gb Giga byte GM Gravity to Metacenter OG Gas Oil GZ Righting moment HFO Heavy Fuel Oil HMI Human-Machine Interface Hz Hertz IFE Institutt For Energiteknikk IBC International Code for the Construction and the Equipment of

Ships Carrying Dangerous Chemicals in Bulk IG Inert Gas IMDGC International Maritime Dangerous Goods Code IMO International Maritime Organisation Kb Kilo byte LAN Local Area Net LCG Longitudinal Center of Gravity LEL Lower Explosion Limit LNG/C Liquefied Natural Gas Carrier LOA Length Over All LPG/C Liquefied Petroleum Gas Carrier LPP Length between the Perpendiculars MARPOL International Convention for the Prevention of Pollution from

Ships Mb Mega byte MEPC Marine Environment Protection Committee MFLOPS Million floating point operations pr.sec. MLC Meter Liquid Column MIPS Million Instructions pr.sec. MSC Marine Safety Committee ODM Oil Discharge Monitor (equipment) OTISS Operator Training Simulation System P Port


Neptune CHS CC User manual v

PC Product Carrier PPM Parts Per Million P/V Pressure/Vacuum RAM Read Access Memory S Starboard SAST Special Analysis and Simulation Technology SL.TK SLOP Tank SOLAS International Convention for the Safety of Life at Sea TC Tank Cleaning UEL Upper Explosion Limit UTC Universal Time Coordinated VCG Vertical Center of Gravity VLCC Very Large Crude oil Carrier WS Work Station WT Wing Tank


vi Neptune CHS CC User manual

TABLE OF CONTENTS Section Page

1. INTRODUCTION..................................................................1 1.1 Simulator Concept ........................................................... 2 1.2 Simulator Configuration.................................................... 4 1.3 Simulation Modes ............................................................ 4 1.4 Computer System............................................................ 5 1.5 Storage Requirements...................................................... 6 1.6 Environmental Requirements ............................................ 6

2. NEPTUNE INSTRUCTOR FUNCTIONALITY...................................9 2.1 Neptune Instructor Software Systems ................................ 9

3. TECHNICAL DATA..............................................................15 3.1 Description of the Ship’s Equipment and Arrangements........15 3.1.1 General Arrangement of ship and Description of Cargo Tanks

...................................................................................15 3.1.2 Description of Cargo Pumping and Piping Arrangements and

Stripping System............................................................17 3.1.3 Description of Ballast Tanks and Ballast Pumping and Piping

Arrangements ................................................................19 3.1.4 Description of Dedicated Slop tank with Associated Pumping

and Piping Arrangements.................................................19 3.1.5 Description of Underwater Discharge Outlet for Effluent

Containing Noxious Liquid Substances. ..............................20 3.1.6 Description of Flow rate Indicating and Recording Devices....20 3.1.7 Description of Cargo Tank Ventilation System.....................20 3.1.8 Description of Tank washing Arrangements and Wash water

Heating System..............................................................21 3.2 Cargo Unloading Procedures and Tank Stripping .................23 3.2.1 Cargo Unloading.............................................................23 3.2.2 Cargo Stripping..............................................................24 3.2.3 Cargo Temperature.........................................................25 3.2.4 Procedure to be Followed when a Cargo tank cannot be

Unloaded in Accordance with the Required Procedures.........26 3.2.5 Cargo Record Book .........................................................27 3.2.6 Inert Gas System manual ................................................27

4. FUNCTIONAL DESCRIPTION.................................................31 4.1 Introduction ..................................................................31 4.2 Graphic Desktop.............................................................34 4.3 Models ..........................................................................35 4.3.1 Pump Models .................................................................36 4.3.2 Pipe/Valve Models ..........................................................38 4.3.3 Tank Modells .................................................................39


Neptune CHS CC User manual vii

4.3.4 Hull Models ...................................................................43 4.4 Mimic Diagrams .............................................................50 4.4.1 Tank Layout ..................................................................52 4.4.2 Ullage Overview.............................................................53 4.4.3 Consumables.................................................................54 4.4.4 Shear Force...................................................................55 4.4.5 Bending Moment ............................................................56 4.4.6 Deflection .....................................................................57 4.4.7 Stability ........................................................................58 4.4.8 Shore Tanks ..................................................................59 4.4.9 Manifolds ......................................................................60 4.4.10 Inert Gas Generator .......................................................61 4.4.11 Inert / Vent / N2 Distribution............................................62 4.4.12 Ventilation Risers ...........................................................63 4.4.13 Tank Drying System .......................................................64 4.4.14 Tank Cleaning System ....................................................65 4.4.15 Heating System – Hot Water............................................66 4.4.16 Heating System – Thermal Oil..........................................67 4.5 Cargo Tanks ..................................................................68 4.5.1 Slop Tank .....................................................................69 4.5.2 Ballast Pump Room / Ballast Tank ....................................70 4.5.3 Hydraulic Power Pack......................................................72 4.5.4 Pump Control Panel ........................................................73 4.5.5 Tank Atmosphere ...........................................................75 4.5.6 High Level Alarms ..........................................................78 4.5.7 CCTV CAMERA ...............................................................79 4.5.8 Description of Legends....................................................81

5. OPERATION OF THE CHS-CHEMICAL CARRIER......................... 83 5.1 Introduction ..................................................................83 5.2 Loading Procedure..........................................................83 5.2.1 Voyage Orders...............................................................83 5.2.2 Planning Cargo Stowage..................................................84 5.2.3 The Loading Plan............................................................84 5.2.4 Deballasting ..................................................................85 5.2.5 Lining up Pipelines and Valves..........................................85 5.2.6 Setting P/V-valves..........................................................85 5.2.7 Manifold Valve(s) ...........................................................85 5.2.8 Commencing Loading......................................................85 5.2.9 Monitoring Cargo Tanks ..................................................86 5.2.10 Changing Tanks .............................................................86 5.2.11 Final Tank .....................................................................86 5.2.12 Checks after Loading ......................................................86 5.2.13 Loaded Voyage ..............................................................87 5.3 Discharging Procedure ....................................................88


viii Neptune CHS CC User manual

5.3.1 Operational Objectives ....................................................88 5.3.2 Strategy for Discharging..................................................88 5.3.3 Limiting Factors .............................................................88 5.3.4 Discharge Plans..............................................................89 5.3.5 Cargo Loss Control .........................................................89 5.3.6 Instructions during and after discharge..............................89 5.4 Inerting Procedures ........................................................90 5.4.1 General.........................................................................90 5.4.2 Inert Gas Policy..............................................................90 5.4.3 Inerting Empty Tanks......................................................90 5.4.4 Inerting during Water Washing.........................................91 5.4.5 Inerting during Loading ...................................................91 5.4.6 Inerting during Discharging..............................................91 5.4.7 Inert Gas purging prior to Gas Freeing...............................91 5.4.8 Gas Freeing ...................................................................91 5.4.9 Inert Gas Emergency Procedure .......................................92 5.5 Cargo Handling Training from the Graphic Desktop..............93 5.5.1 Picture Directory General.................................................93 5.5.2 Picture Directory DataLoad ..............................................94 5.5.3 Cargo Routing................................................................96 5.5.4 Pump Flow ....................................................................98 5.5.5 Cargo, Ballast, Cleaning Pumps ........................................99 5.5.6 Ballasting ....................................................................101 5.5.7 Bilges .........................................................................103 5.5.8 Stripping.....................................................................104 5.5.9 Slops ..........................................................................106 5.5.10 Oil Discharging Monitoring Unit.......................................107 5.5.11 Inert Gas System .........................................................118 5.5.12 Vapour Emission Control (VEC)/Ventilation Risers .............121 5.5.13 Tank Cleaning..............................................................122 5.6 Stress and Stability Calculations .....................................124 5.6.1 Online calculations........................................................124 5.6.2 Offline calculations .......................................................128 5.7 Operation of the CHS-CC ...............................................129 5.7.1 Cargo Handling Training from a HW Console.....................129 5.7.2 Cargo Handling ............................................................131 5.7.3 Oil Discharge Monitoring Equipment ................................138 5.7.4 Inert Gas Plant.............................................................139 5.7.5 Vapour Emission Control (VEC).......................................140 5.7.6 Tank Atmosphere Pressure Control .................................140 5.7.7 Tank Cleaning..............................................................140

6. INTERNATIONAL DOCUMENTATION .....................................141 6.1 Main Features of MARPOL 73/78, Annex II .......................141


Neptune CHS CC User manual ix

6.2 Procedures Relating to the Cleaning of Cargo Tanks, the Discharge of Residues, Ballasting and Deballasting ........... 143

6.2.1 Category of substance .................................................. 143 6.2.2 Stripping efficiency of tank pumping system .................... 144 6.2.3 Solidifying or high viscosity substance............................. 144 6.2.4 Miscibility in water........................................................ 144 6.2.5 Compatibility with slops containing other substances......... 144 6.2.6 Discharge to reception facility ........................................ 145 6.2.7 Use of cleaning agents or additives................................. 145 6.2.8 Use of ventilation procedures for tank cleaning................. 145 6.2.9 Dedicated Clean Ballast Tanks Manual............................. 152 6.2.10 International Safety Guide for Oil Tankers and Terminals ... 155

7. APPENDIX A CARGO TYPES ............................................... 185 7.1 Cargo types already in predefined memories .................... 185

8. APPENDIX B ................................................................. 187 8.1 Function Buttons & Blue pages ....................................... 187 8.1.1 Mouse ........................................................................ 187 8.1.2 Keyboard .................................................................... 187 8.2 Operation.................................................................... 188 8.2.1 Function buttons & blue pages ....................................... 188 8.2.2 Alarm Section .............................................................. 193 8.2.3 Function buttons at the Operator section ......................... 193


Neptune CHS CC User manual 1

1. INTRODUCTION Liquid chemical cargo handling is considered to be a highly demanding operation, as a great number of complex elements are involved. Technical requirements, commercial requirements, environmental requirements and safety requirements will always represent important, and often conflicting, factors that have to be dealt with during the cargo handling operations. This puts considerable pressure on the personnel involved and it raises an unquestionable demand for cognizance. The purpose of the Cargo Handling Simulator, CHS - Chemical Carrier, is to provide a training tool that gives a realistic replication of the dynamic behaviour of a typical chemical carrier's cargo handling system and that reflects the interconnections between the subsystems related to loading and discharging. In this manner knowledge in liquid chemical cargo handling can be acquired without hazardous and catastrophic consequences.

TechnicalRequirements

CommercialRequirements

EnvironmentalRequirements

SafetyRequirements

Ships strength

Depth/trim

Operational skill

Cargo segregation

Time constraints

Minimizing of losses

Prevention Prevention

Internationalsafety regulations

CARGOHANDLING

Internationalenvironment

of oil spill

regulations

of explosions

constraints

constraints


2 Neptune CHS CC User manual

In addition to giving the students operational training, CHS is also a tool for more intimate theoretical studies for loading/discharging operations, such as: - Planning the cargo operations sequences using the loading computer - Running test conditions on the loading computer - Studying single components - Studying individual tank atmospheres - Studying inert gas in relation to boiler load - Monitoring the discharge time and subsequent costs - Providing training in non-routine operations - Shows you the results of incorrect operations without damaging the equipment - Presenting all relevant terminology in relation to associated hardware. 1.1 Simulator Concept The Cargo Handling Simulator is designed to meet the demands for basic training of junior officers as well as advanced training for senior officers, ranging from fault effect studies to economical optimisation studies. The Cargo Handling Simulator enables both simulation of the total cargo handling operation and simulation of individual subsystems and independent components. The conceptual structure CHS-CC Cargo Handling Simulator consists of two main parts: • The Operator Station(s) • The Instructor Station(s) The Operator Stations are manned by students acting as cargo handling operators (cargo officers). The Operator Stations may be furnished as Cargo Control Room Consoles for full-mission training or as desktops for theoretical studies or part task training or a combination of both. From the Operator Stations the students can open/close valves and start/stop pumps, thereby generating flows to/from the tanks onboard and ashore.



The changed contents in the tanks, observed as changed tank levels, will influence the load distribution, the shear forces, the bending moment and the hull deflection. The changed contents in the tanks will also influence the ship's draught, trim and heel. The relationship between the various parameters is illustrated in the figure below:

Open valves/start pump

Flow

Tank content

Tank level

Loaddistribution

Shear force

Bendingmoment

Hulldeflection

Draught

Trim

Heel

POSSIBLEOIL SPILL

The Instructor Station is manned by the instructor who acts both as a simulation conductor and as the 'world outside the Cargo Control Room', i.e. shore terminal personnel, deck personnel and engineer officer. The Instructor Station contains features and facilities needed for effective training, i.e.: simulation start/stop; freeze/run; snapshot/replay; fault setting; event logging etc. The Instructor Station also contains editing features for preparation of exercises. By the simulation of faults and deteriorations, the instructor can create a training situation that enables the trainee to meet and overcome these problems. This training environment will give the students experience in dealing with problems that would normally demand years of seagoing experience. The instructor can acquire this by: - Changing operational and ambient conditions - Setting faults and deteriorations, single or in series - Simulate leaks in cargo lines and tank bulkheads



1.2 Simulator Configuration Hardware Configuration: The Cargo Handling Simulator is implemented on a LAN network of desktops. When fitted the Cargo Control Consoles and -Panels are connected to the same Ethernet via a serial link converter.

Figure 1-1 Computer Configuration

1.3 Simulation Modes Because of the flexible structure of the Cargo Handling Simulator, various characteristic training modes can be followed: Integrated Training Mode: The Integrated Training mode is used in connection with operational training. - One common set of Mathematical Models is resident in the server. - Individual sets of Human-Machine Interface Software are running at the desktops. - The Instructor Software is available from the Instructor Station. The training team operates the Control Room Consoles, whilst the instructor operates one of the desktops, which together with the server forms the Instructor Station. From the Instructor Station desktops can be connected for observation of the exercise. As each desktop is equipped with separate sets of the Human-Machine Interface Software each observer may individually choose graphic displays for the survey of the exercise. However, active operation on the Mathematical Model is not permitted from the desktops. Individual Training Mode: The Individual Training mode is used in connection with individual part task training, i.e., studies of subsystems or components, or in connection with individual total plant studies. The Individual Training mode implies the following software configuration: - Individual sets of Mathematical Models are running at the desktops. - Individual sets of Human-Machine Interface Software are running at the desktops.



1.4 Computer System A standard desktop PC is used to run the simulator models. The desktop will be operated in a graphic man-machine-interface in a "point and click" fashion by using a standard mouse and keyboard. On the operator stations, the operator/student(s) can view mimic pages representing the various simulated systems. These graphic mimic process diagrams are interactive, i.e. the process can be both monitored and controlled. In principle, all the graphic desktops can be configured as instructor stations. Whenever a desktop is going to be used in part task mode, the student using it will act as his own instructor, meaning that he will have the instructor’s privilege to start/pause the simulation. Each individual can run the exercise at his own pace. The following pages comprise a functional description of the main cargo handling systems and related sub-systems. The process diagrams with corresponding information such as temperature, flow, pressure, set points, etc. are presented on the colour graphic desktop. Additional diagrams and information giving insight to the simulated models are available and can be addressed by using the functional keyboard. The Process Diagrams presented have the following colour code for pipelines: - Light Blue: Steam - Blue: Fresh Water - Green: Sea Water - Yellow: Diesel Oil - Brown: Fuel Oil - Orange: Cargo - Pink: Vapour The Cargo lines have the following colour code: - Green: Line no. 1 - Yellow: Line no. 2 - Brown: Line no. 3 - Red: Line no. 4



The Process Diagrams comprise abbreviations such as, T, G, P etc. meaning: T: Temperature G: Flow P: Pressure N: Rpm Q: Force I: Ampere U: Voltage F: Frequency E: Electrical Power V: Valve L: Level X: Position Z: Signal/Concentration W: Viscosity c: Constant d: Density H: Heat Transfer M: Mass R: Pump, Fan Status 1.5 Storage Requirements Simulator equipment may be stored by the customer for a period up to 4 months. The following requirements must be followed: Temperature : 0°C to +50°C Maximum Temperature Gradient: 15°C per hour Relatively Humidity : 5% to 90% no condensation The equipment must be kept in its original packing - unopened. Crates must not be stacked on top of each other. Storage must be indoors. 1.6 Environmental Requirements Local climate conditions and the system configuration determine the requirements for heating, ventilation and air-conditioning. The heating ventilation and air - conditioning system must provide air flow to keep the ambient conditions within the specified temperature and humidity range. - Ideal temperature: 23°C± 3°C - Ideal relative humidity: 50% ± 10% - Dust: Air pressure in the simulator rooms should be higher than

the pressure outside. Special demands are made on the air-conditioning units filter if the air includes corrosive gases, salts, conductive particles or other unusual particles of dust.



Minimum and maximum operational requirements: - Minimum temperature : 10°C - Maximum temperature : 30°C - Relative humidity : 15% to 80% If the humidity is lower than 40%, static electricity may become a problem. In order to ensure reliable operation of the air-conditioning unit, preventive maintenance should be carried out regularly. Thermostats must be installed in each room to allow temperatures to be controlled individually. NOTE! The Air-conditioning equipment must include an automatic restart after a

power failure. It is necessary to maintain air-conditioning even when equipment is shut down, because parts of the system remain energized. If the humidity specifications are not maintained, condensation may accumulate which can cause damage to circuits when power is reapplied.



2. NEPTUNE INSTRUCTOR FUNCTIONALITY Kongsberg Maritime simulators have released for the Engine Room and Cargo Handling Simulators the “State of the Art” Instructor, Monitoring and Assessment system. Kongsberg in close cooperation with experienced world wide instructors, Norwegian Maritime Directorate and Det Norske Veritas (DNV), have designed and developed an Instructor, Monitoring and Assessment System that is excellent with regards to user-friendliness and efficiency. This chapter list available features that can be delivered along with this simulator. 2.1 Neptune Instructor Software Systems The following will be provided: Item Content Neptune Instructorless

Neptune Instructorless gives instructor and students the option to run readymade exercises, where following features are included. Includes: − All configurations includes well proven models − Load simulation model on each station − Run simulation − Freeze simulation − Stop simulation − Load initial conditions − Create new initial conditions − Students can run the simulation independently − Insertion of malfunctions − Access to alarm list − Access to variable list.

Neptune Basic Includes:

− Neptune Instructorless; as previously listed − Power-up all student stations − Recording of the complete exercise − Replay the whole exercises − Go back to any point in time for restart − -Create exercises including Initial conditions − Deploy exercises to student stations − -Centralized Run/Freeze control of all student stations − Connect student stations in clusters for team training − Send Instant Messages to student(s) − Send Instant Actions (Malfunctions or Events) − Recording of the complete exercise − Power shut-down of student stations −



Item Content Neptune Professional

Includes: − Neptune Basic; as previously listed − Student Station (Access) Configuration − Exercise development, incl. triggers and actions − E-Coach, Electronic guidance system to students − Assessment

Item Description Instructor Station Classroom View

Monitor and control the students in the classroom (or full mission simulator). Instructor can tailor the view according to site layout

Instructor Station Classroom View

-Start exercises on PC’s in the classroom -Run/pause exercises in the classroom -“Client Connect” to exercises in the classroom -Set up groups for team training



Item Description New Exercise Structure

Exercise Structure comprises: − Initial Condition and − Scenario Modules

based on: − Triggers − E-Coach Messages − Actions − Assessment

Instructor Controlled configuration for each of the Student Stations

Configuration of stations is part of the exercise. It is possible to add new stations to an ongoing exercise “on the fly”.

Trigger Overview

Displays the state (Active/Not Active) of all the triggers in the module. Displays users of the trigger (other triggers, actions, assessment and e-coach messages) Link to editors Instructor control of triggers (on the fly).



Item Description Logic Block Based Trigger Editor

Building block used in e-coach messages, actions and assessments − Graphical editor − Flexible and powerful − Calculates output

(true/false) based on input and logic blocks.

− Configurable input E-Coach Overview

Displays the state (sent/ not sent) of all e-coach messages − Link to trigger and

message editor − Possible for the instructor

to disable messages (online).

E-Coach Editor

Initiated by trigger − From “virtual instructor”

or other “outside world” (e.g. Captain, VTS)

− To a selected screen or all screens.

Action and Malfunction Editor

Activated by trigger: − Additional triggers to

specify on/off conditions for the criterion

− Possible to select between different types of scoring (illustrated graphically)

− Possible to define “critical” criteria


Malfunction introduced as on/off. Instructor can freely decide when and for how long the malfunction shall be activated



Item Description Action and Malfunction Editor

Malfunction introduced as repeating on/ off.


Malfunction introduced as a repeating sine shape, where Amplitude and Time period is adjustable.


Malfunction introduced where intensity and duration is randomly selected.

Assessment Overview

Overview of all assessment criteria − Calculates total score − Instructor can define

parameters for overall scoring

− Pass and Fail evaluation is completely based on objective criteria



3. TECHNICAL DATA This section is a collection of data from the Chemical Carrier that the model is based on. The purpose of this section is for the students to familiarise themselves with some documentation related to the cargo handling onboard. 3.1 Description of the Ship’s Equipment and

Arrangements This section contains all particulars of the ship’s equipment and arrangements necessary to enable the crew to follow the operational procedures set out in sections 3 and 4. 3.1.1 General Arrangement of ship and Description of Cargo

Tanks

3.1.1.1 Principal Particulars of the ship

Ships name JO CEDAR Signal letters PFDI IMO number 8919049 Port of registry ROTTERDAM Flag DUTCH Builder Y.NO. 251, KVÆRNER, FLORØ A.S. Management JO MANAGEMENT B.V. Length over all 182.30 M Length between. perps. 176.10 M Breadth mld. 32.00 M Depth mld. 14.00 M Draught summer 10.73 M Gross tonnage (Int.) 22415 GT Net tonnage (Int.) 11481 NT Deadweight 36733 TON Class DNV +1A1 ESP E0 TANKER CHEMICALS & OIL, IMO

SHIP TYPE 2 & 3

S.G. 2.15 CENTRE TANKS C.R. SG 1.6 WING TANKS Nos 3, 4, 5, 6, 7, 8 C.R.

S.G. 1.6 WING TANKS Nos. 1, 2, 9, 10 T.C. in association with a list of defined cargoes

NOTATIONS: +LMC, UMS, IGS, IWS.



3.1.1.2 Cargo Tanks and Cargo Tank Arrangement There are a total of 37 cargo tanks. The cargo area is divided longitudinally by 7 transverse horizontally corrugated bulkheads, and 2 transversal interspaces and divided transversally by 2 vertically corrugated longitudinal bulkheads. All cargo tanks are inboard of a double skin with a minimum width of 2000 mm. A double bottom is arranged throughout the cargo area with a minimum height of 2150 m. Cargo area is also separated from engine room/fuel tanks with cofferdams forward and aft of cargo area. The stiffening of the cargo tank boundaries is external of the cargo tanks. 29 of the tanks are made out of ferritic austenitic stainless steel AISI 316 LN where 4 are coated with epoxy and 8 of mild steel, coated with zinc silicate. 3.1.1.3 Tank Groups The cargo tanks are divided into six different tank groups, depending on tank location (type 1, 2 or 3), tank surface (stainless/coated), maximum specific gravity for the cargo, maximum cargo temperature, and heating medium. Group A Tks: C1, C5, C7, C9, C11, CS2, CP2, CS3, CP3,

CS4, CP4, CS6, CP6, CS8, CP8, CS10, CP10

Group B Tks: WT3S, WT3P, WT4S, WT4P, WT5S,WT 5P, WT6S, WT6P, WT7S, WT7P, WT8S, WT8P

Group C Tks: WT1S, WT1P, WT2S, WT2P, WT9S, WT9P, WT10S, WT10P

Group D On the Original Vessel the Deck Tanks is in this group. But Deck Tanks is not included in the Simulator.

Tank type Tank

Surface Maximum Spec.gravity

Maximum Cargo temp.

Group A 2 Stainless See NOTE 80°C Group B 2 Stainless See NOTE 80°C Group C 2 Stainless See NOTE 60°C



NOTES! - Centretanks C1, C5, C7, C9 and C11 are constructed for carrying liquid chemicals with a specific gravity up to 2.15 t/m³ (no filling restrictions). Centretanks C2P/S, C3P/S, C4P/S, C6P/S, C8P/S and C10P/S are constructed for carrying liquid chemicals with a specific gravity up to 1.85 t/m³ (no filling restrictions). Wingtanks are constructed for carrying liquid chemicals with a specific gravity up to 1.65 t/m³ (no filling restrictions). Heating capacity up to 80 °C in centretanks and up to 60 °C in wingtanks. 6 vapour return lines - 4" and 6" Each tank is served by an independent deepwell pump and cargo transfer system. Pump manufacturer: Frank Mohn. Portable pumps: 2 of 150 m³/h against 70 m.w.c. 3.1.1.4 Heating of Cargo tanks The heating of the cargo tanks is provided by means of hot water and thermal oil through heating coils. The heating system capacity and heating surface in each cargo tank is based on the following conditions: Air temperature: - 16°C Seawater temperature: 0°C Cargo temperature: 80°C, in center tanks, 60°C, in side tanks. The system is capable of increasing the temperature from 44°C to 65°C in 92 hours, for all center tanks. 3.1.2 Description of Cargo Pumping and Piping Arrangements

and Stripping System

3.1.2.1 Cargo Pumps Cargo discharge is accomplished by the provision of Frank Mohn hydraulic driven deepwell pumps. The cargo pumps are made of stainless steel AISI - 316 L. The fixed cargo pumps are operated from the cargo control room.

Cargo Tank Pump type Capacity, at 1 Cst. P1 SD 200 500 m3/h at 90 mLc C1 SD 200 500 m3/h at 90 mLc S1 SD 200 500 m3/h at 90 mLc P2 SD150 300 m3/h at 90 mLc CP2 H 100 100 m3/h at 60 mLc CS2 H 100 100 m3/h at 60 mLc S2 SD 150 300 m3/h at 90 mLc P3 H 100 100 m3/h at 60 mLc



CP3 H 100 100 m3/h at 60 mLc CS3 H 100 100 m3/h at 60 mLc S3 H 100 100 m3/h at 60 mLc P4 SD 125 200 m3/h at 90 mLc CP4 SD 125 200 m3/h at 90 mLc CS4 SD 125 200 m3/h at 90 mLc S4 SD 125 200 m3/h at 90 mLc P5 SD 150 300 m3/h at 90 mLc C5 SD 200 500 m3/h at 90 mLc S5 SD 150 300 m3/h at 90 mLc P6 SD 150 300 m3/h at 90 mLc CP6 SD 150 300 m3/h at 90 mLc CS6 SD 150 300 m3/h at 90 mLc S6 SD 150 300 m3/h at 90 mLc P7 SD 150 300 m3/h at 90 mLc C7 SD 200 600 m3/h at 90 mLc S7 SD 150 300 m3/h at 90 mLc P8 SD 125 200 m3/h at 90 mLc CP8 SD 125 200 m3/h at 90 mLc CS8 SD 125 200 m3/h at 90 mLc S8 SD 125 200 m3/h at 90 mLc P9 SD 150 300 m3/h at 90 mLc C9 SD 200 600 m3/h at 90 mLc S9 SD 150 300 m3/h at 90 mLc P10 SD 150 300 m3/h at 90 mLc CP10 H 100 100 m3/h at 60 mLc CS10 H 100 100 m3/h at 60 mLc S10 SD 150 300 m3/h at 90 mLc C11 SD 150 300 m3/h at 90 mLc 2 Portable Pumps TK150 150 m3/h at 70 mLc

3.1.2.2 Cargo Piping and Arrangement The material of all cargo piping is AISI - 316 L, stainless steel. All cargo lines are located on the main deck wherein the block valves are remote controlled. Standard spool pieces are supplied in order to connect the manifold connections of each tank at will. 3.1.2.3 Stripping Arrangement Each pump is provided with an air inlet valve in order to strip the pump and the stack by means of a gas medium. Each tank has a separate stripping line, with diameter 30 mm, to the manifold. The connection to the manifold crossovers is situated between the manifold valve and the shore connection valve or flange. The stripping is performed by blowing with a gas medium, air or nitrogen, at a pressure of 7 bars. The official water test has shown that the stripping time is approx. 5 minutes for tank/pump and another 5 minutes for blowing the lines.



3.1.2.4 Cargo lines and Suction Points in the Cargo tank The deepwell pumps are situated in a suction well. The suction wells are recessed in the double bottom and specially shaped to minimize the cargo remainders. The suction of the submersible pump is situated 32 mm above the bottom of the well for SD125/SD150 pumps, and 50 mm for SD200 pumps. The capacity of the well is approx. 57 litres for SD125/SD150 pumps and 84 litres for SD200 pumps. The loading line in the tanks is situated in the forward part of the tank. The distance between the loading line and the tank bottom is according to the provisions as required in the code. Drainage of the cargo tanks is facilitated by listing and trimming the vessel during discharge as described in section 3.2.1 3.1.3 Description of Ballast Tanks and Ballast Pumping and

Piping Arrangements

3.1.3.1 Segregated Ballast System The ship is equipped with a segregated ballast system comprising a total of 13 water ballast tanks. Ballast lines in double bottom are with exception of the bulkhead penetration made of GRP. All valves in the ballast system are single actuated butterfly valves. All the valves are hydraulically remote controlled from the cargo control room. Two hydraulically driven ballast pumps, with a capacity of 500 m3/h at 30 m.L.c. each, are provided in the aft cofferdam. The pumps are equipped with a self priming device consisting of an air ejector and separator on the pump’s suction side. Pumps are remote controlled from cargo control room. One ballast ejector with a capacity of 75 m3/h at 20 m.L.c. is also provided. The above pumps and ejector cannot be used in the cargo system and consequently they do not require consideration with Annex II. 3.1.4 Description of Dedicated Slop tank with Associated

Pumping and Piping Arrangements The cargo tank P10 is dedicated as slop tank. The characteristics of the deep well pump of this tank are given in section 3.1.2.1. For stripping arrangement see section 3.1.2.3.



3.1.5 Description of Underwater Discharge Outlet for Effluent Containing Noxious Liquid Substances.

The underwater discharge outlet is situated 600 mm aft of frame 64 on port side, 872 mm above tank top. The discharge outlet has an inner diameter of 408 mm. Being the distance of the discharge outlet from the forward perpendicular equal to 94,025 meters, discharge rate must not exceed 192 m3/h. Hydraulic pressure shall be regulated at the cargo control panel to ensure that the maximum allowable discharge rate through the discharge outlet is not exceeded. 3.1.6 Description of Flow rate Indicating and Recording

Devices Since the ship complies with the requirements of Annex II regulation 5A(1) discharge rate is governed only by the underwater discharge outlet diameter and relative requirements of Annex II and consequently no flow rate indication and recording device is required. 3.1.7 Description of Cargo Tank Ventilation System The cargo tank ventilation system is arranged with fixed fans/dehumidifier, maker MUNTERS, type MA 10.000 C, with a capacity of 15,000 m3/h in the dehumidification mode and 2 x 15.000 m3/h in the ventilation mode. In this last mode the pressure equals to 750 mm W.C. The units are situated in the forecastle. Two fixed lines with a nominal diameter of 400 mm are connected to the fans. These central lines have ND 250 mm branches at regular intervals. A flexible hose is used from the 250 mm branches to the butter worth tank hatch openings and lowered into the tank. To ventilate the pipelines and pump stack - after thorough draining - a flexible hose must be connected from the ventilation system to the appropriate crossover manifold connection of the tank. Cargo lines and pump stack may also be ventilated by connecting an air-hose to the air connection at manifold and blow the cargo lines with pressurized air. Ventilation shall continue until no visible remains of liquid can be observed in the tank. This shall be verified by a visual examination or an equivalent method. Safety precautions and gas testing procedures are not described in the manual. 3.1.7.1 Flammable Vapours In case of flammable vapours, a vertical outlet pipe shall be fitted above tank cleaning hatch opening and have the outlet at a height not less than 2 mtrs. above main deck.



To prevent passage of flame, a steel wire mesh flame screen shall be provided in way of the vent pipe outlet. The capacity of the fans in the ventilation mode and the vertical outlet pipe inner diameter, assure an exit vapour velocity more than 20 m/s. During this operation, wind force/direction and/or ship’s speed/course must be considered in order to prevent vapours backing to aft superstructures. 3.1.7.2 Toxic Vapours In case of toxic vapours, tank purging and/or gas freeing by ventilation is not allowed. 3.1.7.3 Vapour Emission Control System The vessel is equipped with a vapour control system according to U.S.C.G. requirements. 3.1.8 Description of Tank washing Arrangements and Wash

water Heating System

3.1.8.1 Tank Cleaning System The tank cleaning system is based on employing fixed tank cleaning machines mounted in most of the tanks, and portable tank cleaning machines via tank cleaning hatches. The system is capable of operating on the open cycle principle with the tank cleaning main (or fire wash line) connected to three pumps of 150 m3/h - 110 m.L.c. each. Washing with sea- or fresh water can be carried out simultaneously. The two main lines, one for fresh and one for saltwater, are running along the main deck and have a sufficient number of connections. Two tank wash water heaters are situated in heat exchanger room on the main deck aft. The heaters have a capacity of heating 150 m3/h sea- and freshwater from 10°C to 85°C. The vessel is provided with the following technical freshwater tanks:

Forepeak tank, 7c 820 m3 Technical freshwater tank, fwd, 9c 161 m3 Aft peak tank 131 m3

3.1.8.2 Tank Cleaning Machines A total of 49 fixed tank cleaning machines of make GUNCLEAN 6000 A, are installed. The machines are multi-level machines, with nozzles in from one to three levels, and with nozzle diameters from 8 mm to 12 mm, depending on tank sizes. The capacity of each machine varies from 17 m3/h to 39 m3/h.



Furthermore 8 pcs of portable tank cleaning machines of make CLOUD type BRZ, model 360, and 4 pcs of portable tank cleaning machines of make CLOUD type BRZ, model 750, both with the capacity of about 9 m3/hr. at a pressure of 10 bars are provided. The following table shows the capacities and characteristics of the tank cleaning machines, and gives the maximum number of machines that can be used, when heating water from 10 to 85°C. Tank washing Machine CLOUD

Portable

GUNCLEAN Fixed

Water consumption, one machine 9 m3/h 23 m3/h (mean)

Nozzle size 6,4 mm 8 - 12 mm

Optimal working pressure 10 bar 10 bar

Max. no. of machines operated with water heated to 85°C.

all 12

Appr. 6

Max. no. of machines operated with cold water

all 12

appr. 18



3.2 Cargo Unloading Procedures and Tank Stripping This section contains operational procedures in respect of cargo unloading and tank stripping, which must be followed in order to ensure compliance with the requirements of Annex II. 3.2.1 Cargo Unloading Prior to arrival at an unloading port a cargo unloading plan should be formulated. The appropriate spool pieces and collectors should be fitted in the way of the cargo crossovers. 3.2.1.1 Unloading of one Grade If only one grade of cargo will be unloaded, from more than one cargo tank, the tank crossovers will be connected to the main manifold. Shore connection to be arranged at main manifold crossover. On notification of shore readiness to receive cargo the remote controlled valve in the cargo line should be opened. The appropriate deepwell pump should be started and run at low speed (about 40 bars), and then the tank discharge valve should be opened. Finally, the master valve of the manifold connected to the shore should be opened. The master valve of the manifold has to be opened in order to prevent any product present in the shore line coming into the ship’s line system. Once the pump has settled, it should then be run up to speed and one or more additional pumps started in a similar manner until the desired unloading line backpressure is reached. Unloading program should always be so arranged as to ensure that the vessel retains a trim by stern and does develop a list of approximately 0.5 degrees over port or starboard depending on which tank is used in order to receive the maximum flow towards the suction well. On nearing completion of tank discharge, the deepwell pump should be stopped the moment it sucks air and increases in revolutions and decreases in pressure. After approximately 5 minutes, allowing the cargo to flow to the suction well, the pump should be started again and finally the discharge valve must be closed off. Pump and line stripping should then be started. See 3.2.2. 3.2.1.2 Cargo Unloading of Different Grades Each cargo tank is equipped with a separate deepwell pump, cargo line and manifold crossover. Different grades can be unloaded fully segregated. Shore connections to be directly to crossovers. In case of different grades, the appropriate deepwell pump should be started as written in section 3.2.1.1.



3.2.2 Cargo Stripping

3.2.2.1 Cargo Tank and Cargo Line/Manifold Stripping when Unloading through Crossovers

On completion of cargo unloading as per previous section 3.2.1, the pump shall be stopped, and the manifold valve closed. The ship’s trim and list should be such as to provide favourable draining to the suction well. The ship should have a trim by stern of minimum 0.6 degrees. 3.2.2.1.1 Cargo Line Emptying - Connect gas medium hose to the N2/inert supply valve at the cargo crossover (not

shown on this model). - Open the drop line valve. - Pressurize the line by gas-medium. The product will go back to the cargo tank 3.2.2.1.2 Cargo Tank Stripping - Close all valves. - Line up valves and lines on the stripping line up to the manifold. - Start the cargo pump and maintain a hydraulic oil pressure of about 50 bars. When the pump cavitation occurs, maintain pump running and proceed to the following point. 3.2.2.1.3 Pump Stack Emptying - Connect gas medium hose to the N2/inert supply valve by the pump. - Pressurize the pump stack by throttling the valve. - When the gas-medium will be blown from the pump impeller, the stripping operation

is completed.



3.2.3 Cargo Temperature

3.2.3.1 Cargo Tank Heating Certain substances require heated carriage and unloading. This may be a shipper’s requirement due to the nature of the substance or a way to treat them as “low viscosity substances” when the procedures set out in section 4 are to be complied with. Cargo heating is achieved by utilizing hot water/thermal oil through heating coils described in section 3.1.1.4. The hot water/thermal oil is heated by steam via three heat exchangers. Steam is generated by two oil fired, and one exhaust gas boiler in engine room. - Capacity of oil fired boilers : 2 x 14,000 kg/h saturated steam - Capacity of exhaust gas boiler : 1,500 kg/h saturated steam The hot water circulating system is divided in two separate systems. Each system comprises the following components: - One heat exchanger make APV BAKER with a capacity of 4935 kW. - One hot water circulating pump makes ALLWEILER a capacity of 190 m3/h, 100

m.L.c. - One coil for each tank, with locally operated supply- and return valve - One expansion tank with the capacity of 1 m3. The separate thermal oil system, covering tank no. CS10, CP10 and C11, comprises the following equipment: - One heat exchanger make APV BAKER with a capacity of 611 kW. - Two thermal oil circulating pumps make ALLWEILER with a capacity of 50.6

m3/h, 42 m.w.c. - One coil for each tank, with locally operated supply- and return valve. - One expansion tank with the capacity of 1.3 m3. The maximum working temperature is 140°C. The heating coils in the tanks are made of stainless steel AISI 316 L.



3.2.3.2 Temperature Measurement The vessel is equipped with an AUTRONICA monitoring system for continuous monitoring and presentation of cargo level, vapour/inert gas pressure and cargo temperature. For temperature control of the cargo, the vessel is equipped with a temperature control system in order to remote control the inlet temperature of the heat exchangers. In each cargo tank two sensors for temperature are mounted, providing a continuous readout of temperature in the cargo control room. 3.2.4 Procedure to be Followed when a Cargo tank cannot be

Unloaded in Accordance with the Required Procedures

3.2.4.1 Failing of Cargo Tank Pumping System In the event of failure of a cargo deepwell pump, unloading proceedings according to section 3.2.1.1 and 3.2.1.2 cannot be applied. The stand-by portable submersible pump mentioned under section 3.1.2.1 should then be rigged and the discharge hose connected to the flange on the fixed discharge line. In case the portable pump is used, it should be mounted in the aft tank wash hatch of the tank. The vessel should have a minimal trim at the stern and no list. The stripping system as described in section 3.1.2.3 except for the pump stack is independent of the pump performance and can be used under all circumstances. In the event that blowing with gas medium is not possible, the line system can be emptied by the use of a diaphragm pump with a capacity of 8 m3/h, connected to the quick coupling of the stripping line near the pump. Under these circumstances, the port authorities and the local MARPOL surveyor should be consulted in order to agree to the most suitable emergency procedure and to obtain suitable shore reception facilities. 3.2.4.2 Failure of Tank Heating System This section will only be relevant when tanks are carrying high viscosity or solidifying category Y or category Z substances. Should a failure of both individual tank heating system occur, then adjacent tanks carrying suitable substances should be heated, if permissible, to transfer heat via the bulkhead. Steam may be supplied from the ship or from shore facilities. If it is not possible to heat the cargo to its appropriate unloading temperature, then, after unloading, a prewash with hot water as specified in Addendum B will be required. Washings must be unloaded to shore reception facilities.



3.2.5 Cargo Record Book The cargo record book shall be completed in the appropriate places on completion of cargo unloading. Entries in the Cargo Record Book are required only for operations involving categories X, Y and Z substances. For the category of a substance, refer to Table 1 - List of noxious liquid substances allowed to be carried. When a category X substance has been unloaded, the cargo record book should be endorsed by the attending Government Surveyor to verify that prewash procedures have been done correctly . 3.2.6 Inert Gas System manual IMO Inert Gas Systems 1990 Edition Part 1 Guidelines for Inert Gas Systems (MSC/Circ.282 as amended by MSC/Circ.353 and MSC/Circ.387) 3.2.6.1 Introduction The International Conference on Tanker Safety and Pollution Prevention held in February 1978 passed resolution 5 recommending that the International Maritime Organization develops Guidelines to supplement the requirements of amended regulation 62 of chapter II-2 of the 1974 SOLAS Convention by taking into account the arduous operating conditions of inert gas systems and the need to maintain them to a satisfactory standard. In addition regulation 62.1 requires that an inert gas system shall be designed, constructed and tested to the satisfaction of the Administration. These Guidelines have accordingly been developed to supplement and complement the Convention requirements for inert gas systems. They are offered to Administrations to assist them in determining appropriate design and constructional parameters and in formulating suitable operational procedures when inert gas systems are installed in ships flying the flag of their state. 3.2.6.2 Definitions Inert Gas: means a gas or a mixture of gases, such as flue gas, containing insufficient

oxygen to support the combustion of hydrocarbons. Inerting: means the introduction of inert gas into a tank with the object of attaining

the inert condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8% or less by volume by addition of inert gas

Gas-freeing: means the introduction of fresh air into a tank with the object of removing

toxic, flammable and inert gases and increasing the oxygen content to 21% by volume.



Purging: means the introduction of inert gas into a tank already in the inert condition with the object of: further reducing the existing oxygen content and/or reducing the existing hydrocarbon content to a level below which combustion cannot be supported if air is subsequently introduced into the tank

Topping up: means the introduction of inert gas into a tank which is already in the inert

condition, with the object of raising the tank pressure to prevent ingress of air.

3.2.6.3 Instruction Manuals Instruction manuals required to be provided on board by regulations 62(21) should contain the following information and operational instructions. 1. A line drawing of the inert gas system showing the positions of the inert gas pipe

work from the boiler or gas generator uptakes to each cargo tank and slop tank; gas scrubber; scrubber cooling water pump and pipe work up to the effluent discharge overboard; blowers including the suction and discharge valves; recirculation or other arrangements to stabilize the inert gas plant operation; fresh air inlets; automatic gas pressure regulating stop valve; deck water seal and water supply; heating and overflow arrangements; deck nonreturn stop valve; water traps in any supply, vent, drain and sensing pipe work; cargo tank isolation arrangement; purge pipes/vents; pressure vacuum valves on tanks; pressure/vacuum breakers on the inert gas main; permanent recorders and instruments and the take-off points for their use, arrangements for using portable instruments, complete and partial wash bulkheads, mast risers, mast riser isolating valves; high velocity vents; manual and remote controls.

2. A description of the system and a listing of procedures for checking that each item

of the equipment is working properly during the full cycle of the tanker operation. This includes a listing of the parameters to be monitored such as inert gas main pressure, oxygen concentration in the delivery main, oxygen concentration in the cargo tanks, temperature at the scrubber outlet and blower outlet, blower running current or power, scrubber pump running current or power, deck seal level during inert gas discharge to cargo tanks at maximum rate, deck seal level at nil discharge etc. Established levels for these parameters during acceptance trials should be included, where relevant.

3. Detailed requirements for conducting the operations described in the sections on

Operation of the Inert Gas Plant and Application to Cargo Tank Operation, particular to the installation of the ship such as times to inert, purge and gas-free each tank, sequence and number of tanks to be inerted, purged and gas-freed, sequence and number of purge pipes/vents to be opened or closed during such operations, etc.



4. Dangers of leakage of inert gas and hydrocarbon vapours and precautions to be taken to prevent such leakages should be described relating to the particular construction and equipment on board.

5. Dangers of cargo tank over pressure and under pressure during the various stages in

the cycle of tanker operation and the precautions to be taken to prevent such conditions from arising should also be described in detail relating to the particular construction or the equipment on board.



4. FUNCTIONAL DESCRIPTION 4.1 Introduction The modelling of the Cargo Handling Simulator CHS - Chemical Carrier is based on a 37000 DWT vessel with double hull and double bottom. Vessel’s particulars: Length overall 182,30 Length between perpendiculars 176,10 Breadth moulded 32.00 Depth moulded main deck 14.00 Draught on summer freeboard 10,73 Service speed Deadweight 36733 Displacement 48086 Cargo Tank capacities: Compartment Capacity m³ 100% / 98% Cargo Tk no 1 S 1672 / 1639 Cargo Tk no 1 P 1664 / 1630 Cargo Tk no 2 S 1455 / 1426 Cargo Tk no 2 P 1455 / 1426 Cargo Tk no 3 S 305 / 299 Cargo Tk no 3 P 305 / 299 Cargo Tk no 4 S 603 / 591 Cargo Tk no 4 P 603 / 591 Cargo Tk no 5 S 865 / 847 Cargo Tk no 5 P 865 / 847 Cargo Tk no 6 S 1425 / 1397 Cargo Tk no 6 P 1425 / 1397 Cargo Tk no 7 S 1425 / 1397 Cargo Tk no 7 P 1425 / 1397 Cargo Tk no 8 S 572 / 561 Cargo Tk no 8 P 572 / 561 Cargo Tk no 9 S 1224 / 1199 Cargo Tk no 9 P 1224 / 1199 Cargo Tk no 10 S 845 / 828 Cargo Tk no 10 P 845 / 828 Total 20774 / 20359



Cargo Tank capacities: 100 % / 98 % C 1 2301 / 2255 CS 2 413 / 405 CP 2 440 / 432 CS 3 305 / 298 CP 3 314 / 308 CS 4 623 / 610 CP 4 614 / 602 C 5 1711 / 1677 CS 6 1443 / 1414 CP 6 1445 / 1416 C 7 3002 / 2942 CS 8 559 / 548 CP 8 562 / 550 C 9 2657 / 2604 CS 10 610 / 597 CP 10 601 / 589 C 11 886 / 869 Total 18486 / 18116 Ballast Tank capacities: 100 % / 98 % WB 1 C 3125 / 3063 WB 2 S 1945 / 1907 WB 2 P 1924 / 1886 WB 3 S 1116 / 1094 WB 3 P 1107 / 1085 WB 4 S 1525 / 1495 WB 4 P 1520 / 1489 WB 5 C 1518 / 1487 WB 6 S 676 / 662 WB 6 P 676 / 662 Total 15133 / 14831



Pumps: Cargo tanks C9, C7 Type Vertical, centrifugal, submerged Capacity 600 m3/h - 90 mLc Drive Hydraulic Cargo tanks P1, S1, C1, C5 Type Vertical, centrifugal, submerged Capacity 500 m3/h - 90 mLc Drive Hydraulic Cargo pumps S2, P2, S5, P5, S6, CS6, CP6, P6, S7, P7,

S9, P9, S10, P10, C11 Type Centrifugal Capacity 300 m3/h - 90 mLc Drive Hydraulic Cargo pumps S4, CS4, CP4, P4, S8, CS8, CP8, P8 Type Centrifugal Capacity 200 m3/h – 90 mLc Drive Hydraulic Cargo pumps CP2, CS2, P3, CP3, CS3, S3, CP10, CS10Type Centrifugal Capacity 100 m3/h - 90 mLc Drive Electric Ballast pumps 2 Type Centrifugal Capacity 500 m3/h - 30 mLc Drive Hydraulic Ballast ejector 1 Type Centrifugal Capacity 75 m3/h - 20 mLc Drive Electric Cleaning pumps 2 Type Centrifugal Capacity 270 m3/h Drive Hydraulic



4.2 Graphic Desktop Graphic Desktops are available at the instructor station, trainees desktop and in the full-mission consoles in engine control room. In principle the stations are identical and the functions present on each similar. The graphic desktops are basically used for running general Winodws applications. The Desktops will thereafter be operated in a graphic man-machine-interface in a "point and click" fashion by using a keyboard and a mouse. On the operator stations, the operator/student(s) can view mimic pages representing the various simulated systems. These graphic mimic process diagrams are interactive, i.e. the process can be both monitored and controlled. In principle, all the graphic desktops can be configured as instructor stations. Whenever a desktop is going to be used in part task mode, the student using it will act as his own instructor, meaning that he will have the instructor’s privilege to start/pause the simulation. Each individual can run the exercise at his own pace. The colours, symbols and abbreviations used in the mimic diagrams are common throughout all pictures and are described and explained in MD 150 Description of Legends.



4.3 Models The main element in the Cargo Handling Simulator is a set of dynamic models. The models are based on physical laws and are updated at regular intervals thereby yielding a dynamic behaviour. The various models are linked together and replicate the mutual interactions and dependencies that can be experienced in real life. For overview, the models are grouped together into: - pump modells - pipe/valve modells - tank modells - hull modells

Open Valve/Start Pump

Flowto / fromtanks

Change in:-tank content-tank level

Change in: Change in:-draught-trim-heel

-load distr.-shear force-bend. moment-hull deflection

HULLMODELS

TANKMODELS

PIPE / VALVEMODELS

PUMPMODELS



4.3.1 Pump Models

4.3.1.1 The Centrifugal Pump The relationship between discharge head, flow and pump speed for centrifugal pumps can be expressed as follows:

H = k0*n2 + k1*n*q + k2*q2

where H = discharge head (delivery pressure) n = relative pump speed q = relative volume flow k0, k1 and k2 are design related constants

H

q

n1n2

n3Flow resistance



Model variables & constants The model variables H, n and q are currently and

dynamically updated during the simulation, while the model constants k0, k1 and k2 are set initially, thereby 'designing' the capacity and the performance of the pump.

El. power Some of the deepwell pumps are electricly driven, which means that electric power has to be available. This is provided from the engine room (instructor).

Cavitation Even with deepwell pumps cavitation may occur. This happens if the pump inlet pressure, pinlet , is getting lower than the vaporization pressure, pvap., for the actual fluid pumped. Then gas bubbles are generated in the fluid, resulting in fluctuating pump speed, unsteady flow and increasing bearing temperature. The dynamic inlet pressure, pinlet, is dependent on the static inlet pressure and the flow velocity (Net Positive Suction Head - NPSH).

Cavitation precautions The best way to avoid cavitation conditions when the static inlet pressure is reduced due to low liquid level is to reduce the liquid flow rate, either by reducing the pump speed or by throttling the pump discharge valve.

Pvap The vaporization pressure, Pvap., will vary from fluid to fluid. Thus the Pvap. for crude oil and refined products will be sufficiently high to cause cavitation problems, whilst the Pvap. for ballast water will be below any critical limit.



4.3.1.2 The Stripping Eductor Stripping eductor are used complementary to conventional centrifugal pumps to remove the last parts of the liquid that remain in the tank (tank stripping).

B AC

D

Drivingflow

Suctionflow

The eductor works on the principle that the total sum of energy in a liquid flow is constant (Bernoulli's Law). When the liquid flows from A to B, and when it is constricted in C, a higher velocity is gained in this point. The kinetic energy will then increase in this point, too. Because of the fact that the total sum of energy is constant, the static energy is reduced accordingly, yielding a lower static pressure in C. This will create a suction flow through D. Thus an increased driving flow rate will result in a higher suction flow rate. 4.3.2 Pipe/Valve Models A flow through a pipeline is caused by different pressures in the two ends (nodes) of the pipeline. Flow is increased by increased pressure drop across the pipeline and reduced by increased resistance in the pipeline. The resistance may be caused by reduced pipe dimensions, bends, orifices or throttling valves. q = cv √Δp √ρ where q = flow 1/cv = flow resistance Δp = pressure drop ρ = specific density Often the various pipelines are connected in nodes. The flow is then distributed on various branches dependent on the actual difference in pressures and flow restrictions.



p0q0

cv1

cv2

cv3

p1q1

p2q2

p3q3

q1 = cv1 √Δp1 ; Δp1 = p0 - p1 √ρ q2 = cv2 √Δp2 ; Δp2 = p0 - p2 √ρ q3 = cv3 √Δp2 ; Δp3 = p0 - p3 √ρ q0 = q1 + q2 + q3 4.3.3 Tank Modells

4.3.3.1 Modelling Of Tank Levels Based on tables containing the tank geometry the actual tank levels are calculated currently from the actual contents of liquids in the tanks. The actual contents of liquids in the tanks are based on the current flows to or from the tanks as computed by the Pipe/Valve Models. Tank Level Gauging The tank levels are measured directly. I.e., Changing the

weight of the cargo/ballast without changing the volume (i.e. changing the specific density) will not change the actual level. Changing the volume without changing the total weight (e.g. due to variations in temperature) will result in changed levels.

Sensor Location The sensors are located aft and in the centrelines of the tanks. I.e.: The level measured are influenced by the ship's trim, but not by the heel.

4.3.3.2 Modelling Of Oil/Water Segregation The mixture of oil and water in a tank will after a while, due to difference in specific gravity, lead to a stratification process. The content of oil will be on the top, while the content of water will descend to the bottom.



The stratification of an oil/water mixture will then lead to segregation into three kinds of masses: - Clean oil (on the top) - Dirty oil / dirty water emulation (in the middle) - Clean water (in the bottom) The stratification process will be speeded up when: - the difference in specific gravity is increased - the temperature in the tank is increased *) The mixing process will be intensified when: - the ship's speed is increased - the roughness in weather is increased - the input flow to the tank is increased *) The liquid temperature in the tank can be set initially by the instructor, but will be dynamically updated based on a heat balance with the following relevant factors included: - Mass of the liquid - Specific heat of the liquid - Sea water temperature - Temp. in adjacent tanks - Ship's speed 4.3.3.3 Modelling Of Residues When a cargo has been stored in tanks for a certain period of time, deposits of residues can be the result for certain cargoes. Three types of residues have been modelled: Hard residues; soft residues and drip residues. The formation and distribution of residues will be dependent on the state of operation: Carrying Cargo in the Tank: - Soft Residue turns to Hard Residue (gradually over time). Carrying Ballast Water in the Tank: - Soft Residue turns to Hard Residue (gradually over time). - Soft Residue turns to Dirty Water (grad. over time -stratification). Reducing Cargo Level in the Tank: (Discharging) - Clean Oil turns to Drip Residue (instantly) - Drip Residue turns to Clean Oil (gradually over time) Increasing Cargo Level in the Tank: (Loading) - Drip residue turns to clean oil (instantly)



Crude Oil Washing (COW) - Is not normal procedure on Chemical Carriers) Tank cleaning (Water Washing) - Washing Water turns to Dirty Water (stratification) - Hard Residue turns to Clean Oil (very slowly) - Soft Residue turns to Clean Oil (gradually over time) Note: The water washing efficiency is dependent on the pressure and temperature of the

washing water. 4.3.3.4 Modelling Of Tank Atmosphere The gas content in the tanks comprises inert gas and hydro-carbon gas. The content of inert gas can be read absolutely (mass of inert gas). The content of oxygen (%) can be read as a relative part of the inert gas. The content of the hydro-carbon gas can be read either absolutely (mass of hydro-carbon gas), or relatively (hydro-carbon gas, %). Oxygen Content The relative content of oxygen (%) in a tank will be the result

of the mixing between: - actual content of oxygen in the tank - total mass of inert gas or Nitrogen in the tank - oxygen content in the inert gas flow inserted into the tank - inert gas flow rate - air flow rate through the pressure/vacuum valve (if vacuum). Cargo Vapour : Content The generation of the cargo vapour will be dependent on - amount of cargo present in the tank - partial pressure of the vapour gas in the tank The content of hydro-carbon gas in the tank will be the

difference between the mass of cargo vapour generated and the mass of cargo vapour evacuated through the P/V-valve (when over-pressure occurs).

The relative content of the cargo vapour in the tank (%) will be the mass of cargo vapour as a fraction of the total mass of gases in the tank (inert gas + hydro-carbon gas).

Gas Pressure The total gas pressure in a tank is modelled according to the universal gas laws. Thus, the gas pressure will be dependent on the gas volume in the tank, the mass of gas in the tank and the temperature of the gas in the tank.



Gas Volume The gas volume will be dependent on the liquid level in the tank.

Mass of Gas The mass of gas will be dependent on - input flow of gas from the inert gas plant, the N2 system or

the pressure/vacuum valve - output flow of gas through the pressure/vacuum valve - generation of hydro-carbon gas. Gas Temp. A regular fluctuation in the gas pressure caused by the

temperature fluctuation between day and night is modelled. The solar time can be set by the instructor.



4.3.4 Hull Models The content of liquids in the tanks will have an inevitable impact on the hull condition in terms of: - hydrostatic conditions: - draught - trim - heel - intact stability - meta centre height - hull stress - shear force - bending moment - hull deflection 4.3.4.1 Hydrostatic Conditions Draught The draught is adjusted until the weight of the displaced water,

WD, equalizes the light ship weight, WLS, and the cargo weight, WC.

WD = WLS + WC = γ * Δ where γ = specific gravity of water Δ = volume of displaced water

G

B dt

A W

T

When the weight of the cargo is changed the draught will be changed accordingly. The change in draught can be estimated from the formula for displacement (Tons) Per. Cm draught: dWD = rAW * 0.01(Tons/Cm)



This can be found in the tables and curve sheet for the hydrostatics.

t

W D

dWD

T Trim Trim is adjusted until the trimming moment from the gravity forces

(light ship weight + cargo weight) equalizes the buoyancy moment from the displaced water.

The trimming moment is calculated with the basis in the Longitudinal Centre of Flotation (LCF) and the trimming takes place around this point.

The location of the LCF is given by the shape and area of the hull's water plane at the actual draught, as the total longitudinal moment of the water plane-area is to be equal to zero at this point.

F

a

M 1 g

WL1 WL0

S

The amount of trimming can be estimated by means of the Moment To Trim 1 Cm. formula:

MT = δ ρ I L

L This can be found in the hydrostatics tables.



a

F t t A

M 1 g

t F

FPAP

WL2

Heel The heel is adjusted until the heeling moment is equalized by the

buoyancy moment of the displaced water. The heel will always take place along the waterplane's longitudinal

centre line.

B (x)

dx

x

LCF

L

Water - plane area L L AW = _ dAW = _ B(x) dx 0 0 Water - plane moment of area (longitudinal) L L FL = _ xdAW = _ B(x)x dx 0 0 Water moment of inertia (longitudinal) L L IL = _ x2dAW = _ B(x)x2 dx 0 0



4.3.4.2 Intact Stability As long as the vessel lies in upright position there will always be equilibrium between the weight forces (light ship + cargo) acting through the gravity centre, G, and the total buoyancy forces acting through the buoyancy centre, B. G and B will always be located on the same vertical line at a distance KG and KB from the keel respectively.

G

B

K

Ships heeling When the ship is inclined due to a heeling moment, the buoyancy centre will move to a new position due to the displacement's volume and shape.

Meta Centre The vertical line through B will cut the ship's centre line at an angle, φ, in the point M. At small angles of heeling the point M is denoted the Initial Meta Centre.

The horizontal distance between the centre of gravity, G, and the vertical line through the new centre of buoyancy, B', is denoted GZ and represents the arm of righting moment.

G

B

K

B'

M

ZØ



Meta Centre The distance between the Centre of Gravity, G, and the Meta Height, GM Centre, M, is denoted the Meta Centre Height, GM.

Thus: When GM > 0: The heel will be counteracted by a righting moment. The ship is said to be stable. When GM = 0: The heel will remain. The ship is said to be indifferent. When GM < 0: The heel will increase. The ship is said to be unstable.

Variable GM / variable GZ

Hydrostatic considerations will show that the meta centre height, GM, will decrease with increasing draught, T.

The GM will be further reduced if free surfaces occur in one or more tanks. The change in GM will inevitably have impact on the righting arm, GZ, which is the most relevant parameter for the intact stability.

15 degr.

30 degr.

45 degr.

60 degr.GZ

Displacement (draught)



4.3.4.3 Hull Stresses Load Distribution The forces acting on a ship's hull will be the distributed

weight forces (lightship + cargo) and the distributed buoyancy forces. As long as the ship lies still in water the sum of these forces balances each other. However, the resulting forces may be uneven distributed. This is particular the case during the loading and discharging operation.

Shear Forces As a result of the uneven distribution of load along the hull, shear forces will appear.

Mathematically, shear forces can be described as the integral of the distributed load.

L Q = ∫ q dL Q = shear force 0 q = distributed load L = ships (hulls) length Shear forces will act as vertical cutting forces onto the hull

structure and should be kept within the limits of the hull construction's tensile strength.

Bending Moment The distributed shear forces will result in a bending moment

for the hull. Mathematically, hull bending moment can be described as

the integral of the distributed shear forces. L M = ∫ Q dL M = longitudinal bending moment 0 Q = distributed shear force L = ships (hulls) length Longitudinal bending moment will cause strains in the hull

construction and should be kept within pre-set limits.



The relationship between load distribution, shear forces and bending moment is schematically shown in the figure below.

q Q

-+ +

-

M

0

q: load distribution

Q: shear force

M: bending moment Hull deflection As the steel in the hull is elastic the longitudinal bending

moment will result in a certain deflection of the hull. The hull deflection curve will have the same shape as the bending moment curve.

Thermal deflection In addition to the deflection caused by the bending moment

the hull may be subjected to thermal deflection too. This is the case in tropical waters where the sun is heating the deck and the superstructure, while the submerged part of the hull is cooled by the water.

In these circumstances it should be noted that the deflection caused by the hogging moment in ballasted or unloaded condition will be superimposed on the thermal deflection.



4.4 Mimic Diagrams The Directory will give the operator an overview of all process pictures. From this directory any picture can be selected by clicking on the name field of the picture.



The purpose of the Load Master Computer is to avoid excessive bending stresses in the hull structure by offering the stress calculations off-line in advance. These stresses vary with the cargo distribution throughout the length of the ship. Incorrect loading can damage the ship and hence the cargo/ballast must be placed according to a carefully calculated plan. Standard plans are often prepared by the shipyard. However, it is impossible to foresee all cargo distributions so it is necessary to have a sophisticated calculator on board which can provide all the appropriate stresses for every load distribution case which is manually input.



4.4.1 Tank Layout The Tank Layout will give the operator a total view of the cargo- and ballast- tanks with information about tank level, shown as a bargraph, and vital data of the ship’s condition like trim, list, deadweight, stability and draught.



4.4.2 Ullage Overview The Ullage Overview picture will give an overview of eight chosen cargo tanks with information about atmospheric pressure, liquid temp, density, ullage, volume, mass, percentage filling, flow in/out and cargo type in each tank. Ship conditions will be dynamically updated based on tank ullage.



4.4.3 Consumables The Consumables Picture gives an overview of all tanks not related to cargo operations like HFO, DO, FW and forepeak/aft peak tanks. The picture displays both a layout of the tanks as well as an ullage bargraph shown in %. These tanks can be manually filled or emptied in this picture. A summary of the tanks will also be shown.



4.4.4 Shear Force The Shear Forces are calculated from the load distribution of the ship including the steel weights of the different hull sections, and the corresponding buoyancy forms. The graphic picture will display three different curves: yellow shows maximum permitted shear forces in harbour condition; red curve the maximum permitted shear forces in seagoing condition and the blue curve is the actual shear forces.



4.4.5 Bending Moment The Bending Moments are calculated from the Shear Forces. The actual bending moment curve is drawn in blue, the yellow and red curves give maximum limits for respectively harbour and seagoing condition.



4.4.6 Deflection The hull´s deflection (from the straight line) is calculated from the bending moments and from the elasticity of each hull section. Positive deflection represents a hogging hull condition; negative deflection represents a sagging hull condition.



4.4.7 Stability The stability curve in the form of righting arm values is calculated for heel angles ranging from 0 to 60 degrees. All righting arm values are corrected (reduced) for possible "free surface" effects. The reduction in meta centric height is specifically given. The area under the stability curve represents the heel resistance or dynamic stability.



4.4.8 Shore Tanks The Shore Tanks picture gives an overview of the shore tanks which we can load from or discharge to. There are a total of 10 shore tanks which means that we can handle as much as 10 different cargoes. In the lower half of the picture we will see the shipside(s) with the outer manifold crossover with valves. Vapour return system and Nitrogen distribution system is also present.



4.4.9 Manifolds There are three manifold pictures; fore, centre and aft manifold. All tanks are represented, and have their own manifold connection. There are two lines to/from each tank, one main discharge/load line and one small diameter line for stripping purposes. The number in the input frame indicates where you connect the vessel manifold to. Input from 1-10 indicates shore tank from 1-10. Nill indicates the huge collection pipe.



4.4.10 Inert Gas Generator The cargo handling simulator is modelled with an inert gas plant where HFO is burned effectively and directed through the scrubber to the main inert gas deck line. The capacity of the inert gas plant is approximately 5000 m3/h. The scrubber washes and cools the flue gas in order to reduce soot and SO2 content. The inert gas plant is fitted with two air inlets, one for each fan, allowing the plant to take air instead of inert gas for ventilating and gas-freeing cargo tanks.



4.4.11 Inert / Vent / N2 Distribution In the Inert/Vent/N2 distribution panel we will choose which tanks to connect to the system. Inert supply or fresh air comes from panel MD200 (to the left in the panel). N2 supply comes from one to eight N2 bottles which need to be changed when empty (click on ”CHG”). In the simulator there is unlimited amount of bottles available. Ventilation return systems are connected to each tank and may be directed ashore or to the vent risers (picture MD211 or MD212).



4.4.12 Ventilation Risers All tanks have their own ventilation system. Firstly they have a Pressure/Vacuum valve. In addition there are three choices of connections. The valve beside the P/V valve makes it possible to get N2 supply from own ship N2 bank. The other two connections are vapour return to/from shore tanks and inert from ownship/N2 supply from shore. Only one connection can be chosen.



4.4.13 Tank Drying System There is a tank drying system connected to all tanks. Process air is dried in a dehumidifier (fan to be started) before picked up by one, alternatively two fans, and blown into the tank close to the forward Butter worth hatch. Normal air intake instead of dry processed air may be chosen.



4.4.14 Tank Cleaning System This picture gives the overall view of the cleaning pumps including the connections to all tanks and heat exchangers. The tank cleaning heaters are connected to the cleaning line and can be operated in manual or automatic mode. Cleaning media may be sea water or technical fresh water.



4.4.15 Heating System – Hot Water There is a dual parallel washing system in the tanks. Both can be run independently of each other. Heating can be done in automatic or manual mode. Fitted in all tanks except for tanks: CS10, CP10 and C11.



4.4.16 Heating System – Thermal Oil This works in the same way as for hot water, but has only a single supply line to the tank. Nevertheless there is a dual pump system. Only fitted in tanks CS10, CP10 and C11.



4.5 Cargo Tanks All cargo tanks are shown as a box with various connections and openings. Tank no. P1 is used as example. Cargo loading and discharging is done in the lower left corner of the box. There is one main line directly after the pump, and one stripping line parallel to the first. For stripping purposes the N2 supply has to be connected. A portable pump can be used for emergency discharging through the aft Butter worth hatch. The main cargo pump may be used for washing purposes, and will then be connected to the washing guns mounted in the tanks, one forward and one aft. These can be programmed. If cargo is not to be used, connect the washing system to the cleaning guns and choose between technical water and sea water as washing medium. To the right of the washing system is the heating system which consists of two identical systems. To the right of the heating system is the tank drying system. This system can also be used as a venting system. A portable fan or clean gun may be placed in the forward Butter worth hatch. The clean gun can be driven by either the cargo pump or the pumps in the washing system. In the forward part of the tank is a hatch that can be opened. All tanks have their own vent riser – the connection is here shown in the lower right corner.



4.5.1 Slop Tank The tank facilities are the same for the slop tank as for the cargo tanks with the exception of the connection to the ODM equipment for control of the discharge water from the slop tank. Cargo tank P10 is acting as slop tank.



4.5.2 Ballast Pump Room / Ballast Tank Overall view of the ballast water pump room. The system consists of two ballast pumps, one eductor and one suction in each ballast tank. There are two sea chests – one for low suction and one for high suction.

It is also possible to discharge the ballast to a shore receiving facility.



4.5.3 Hydraulic Power Pack This picture shows an overall view of the Hydraulic Power Pack panel. It is necessary to push the power button to have any reaction from the panel. Proceed to start one of the pilot pumps – then one feed pump before one or more of the hydraulic power pumps can be started. In case of emergency, push the ”Emergency Stop” button.



4.5.4 Pump Control Panel From the Pump Control Panel all the pumps can be operated. Each one of them has a RPM indicator as well as speed control and a discharge valve control. Excepted are pumps with start/stop buttons. These pumps are electrically driven.



4.5.4.1 Oil Discharge Monitoring Unit The following indicators are available on the Oil Discharge Monitoring Unit: - Flow rate - Discharge rate - Ship speed - ppm - Oil discharged - Oil level The following alarms are available and can be acknowledged. from the panel: - Zero error - Path dirty - System fault - Oil level rising - Oil level high It is possible to select the modes: stand by, on or test and the type of oil as black, white or other. The system and the window can be flushed and the discharge valve reset.



4.5.5 Tank Atmosphere The gas content in the tanks consists of inert gas, oxygen and hydrocarbon gas. The content of oxygen (%) can be read as a relative part of the gas. The content of hydrocarbon gas can be read either relatively (hydrocarbon gas, %, or as a percentage of lower Explosion Limit (LEL). The measured results will have to be plotted on an inflammability diagram to see if we are operating the ship in a safe way. PPM of a certain gas can also be measured. The principle is the same for all tanks.



Oxygen Content The relative content of oxygen (%) in a tank will be the result of the mixing between: - Actual content of oxygen in the tank - Total mass of inert gas in the tank - Oxygen content of the inert gas flow inserted into the tank - Inert gas flow rate - Air flow rate through the P/V-valve (if vacuum) Hydrocarbon Gas Content The generation of the hydrocarbon gas will be dependent on: - Amount of crude oil/oil product present in the tank - Partial pressure of the hydrocarbon gas in the tank Gas Pressure The total gas pressure in a tank is modelled according to the universal gas laws. The gas pressure will be dependent on the gas volume in the tank, the mass of gas and the temperature of the gas in the tank. Gas Temperature A regular fluctuation in the gas pressure caused by the temperature fluctuation between day and night is modelled. The solar time can be set from the instructor station. Gas Volume The gas volume will be dependent on the liquid level in the tank. Mass of Gas The mass of gas will be dependent on: - Input flow of gas from the IG-plant and/or the P/V-valves. - Output flow of gas through the P/V-valves. - Generation of hydrocarbon gas.



Oxygen Analyzer The on/of switch and scales selector on the front is used for:

1) Battery test = B1 and B2. When the batteries has required voltage, the bar shall read above 60 on the 0 – 100% scale. If the bar shows below this value the batteries should be charged.

2) By use of the switch the required O2 area 0 – 100/ 0 – 25 or 0 – 10 % O2 can be selected. When calibrating of Zero O2, introduction of Nitrogen (99,9% N2) is entered into the sampling point. Open the N2 valve and check that the value is Zero on all scales.

3) For sampling of O2, select the 0 – 25 % scale, open the connection valve and select the Cargo tank to be measured. For accurate reading on low O2 content, select the 0 – 10% scale.

Hydrocarbon Detector The scale selector on the front is used for:

1) Selecting 0 – 100% Vol scale 2) Selecting 0 – 20 % Vol scale 3) Selecting 0 – 100 % LEL 4) Selecting 0 – 10% LEL 5) For checking and calibrating the instrument, insert the correct value for the span

gas required from the variable page 53000 and change the tag no.: C53012 Span gas 0 – 100% in air. Default is 5%.

6) Open the span gas and check the values for each scale for Vol% values and LEL values.

7) For sampling of HC select first the 100% scale, open the connection valve and select the Cargo tank to be measured. For measuring LEL values turn the switch to the LEL % scale.

Multi Gas Detector The purpose of the multigas detector is to trace cargo vapours on the PPM level.

1) For sampling of HC by PPM, open the connection valve and select the Cargo tank to be measured.



4.5.6 High Level Alarms High level alarms will be activated at the level of 95% and 98% of tank volume. A panel is made to present the different alarms activated. Alarms can be acknowledged and/or reset.



4.5.7 CCTV CAMERA If the site have the CCTV functionality installed: Via the MD page nr 140 you can get up the picture from the CCTV Camera. You can see either the vessels manifolds or the vessel from the dock. This can be chosen from buttons in the picture.

This is visualizing the connection/disconnection of loading arm or cargo hoses.



If you should get a leakage in the manifold connection or blind flange this will also be visible. Leakages can be triggered either from wrong procedure during disconnection or from a malfunction set by the instructor

From the operation page which is accessed via the “F5” button it is possible to change the operating scenario. “Weather scenario” and “Ship state” can be changed



4.5.8 Description of Legends In this diagram an explanation is given of all colours, symbols and abbreviations used in the various mimic diagrams throughout the system.



5. OPERATION OF THE CHS-CHEMICAL CARRIER 5.1 Introduction This Chapter describes the cargo handling principles and operations relevant to the simulator. The first section documents standard procedures for loading, discharging and inerting of the CHS-CC (from 5.2 to 5.4). The second section describes the cargo handling operations by means of the Graphic desktop (from 5.5 to 5.6). The third part contains these operations by means of the cargo consoles. This section is only relevant if the consoles have been installed (from 5.7). The normal cycle of tanker operations comprises loading, laden voyage, discharging, ballasting, ballast voyage, tank cleaning, ballast shifting and reloading. On chemical carriers this sequence is usually less well structured as the distinction between loading and discharging ports is not as clearly divided. Loading is accomplished by following directions given in the ship's loading orders. Discharging is accomplished by discharging the cargo directly into a terminal tank storage area, or into a tank barge for further transport. During the discharging procedure, the vessel may also effect washing techniques. Ballasting is a process whereby sea water is taken aboard into the cargo tanks or into segregated ballast tanks to ensure proper stability, propeller immersion and to provide good manoeuvring and sea-keeping characteristics. 5.2 Loading Procedure 5.2.1 Voyage Orders These instructions will be sent to the vessel by Charterers or Owners and will normally contain the following information: - Port(s) of loading and discharging - Volume, grade(s) and API - Special requirements of the cargo, i.e. heating, nitrogen blanket etc. - Special properties of the cargo, i.e. H2S - Limitation of draft at discharge port - Stemming details The vessel is responsible for loading under these orders. The maximum amount of cargo to be loaded will be dependant on the load line limitation or any particular requirement stipulated in the voyage orders.



5.2.2 Planning Cargo Stowage In planning the stowage of the cargo the following considerations should be taken into account: - Compatibility with tank coatings. - Grade of cleanliness of cargo tanks. - Compatibility with regards to chemical reactions. - Stowage restrictions due to temperatures in adjacent tanks. (Noxious products),

polymerisation etc. - Separation of different products. - Cleaning of common pipe systems between operations. (if Applicable) - The limiting zone of the loaded passage is to be determined by the zones

encountered and estimated fuel consumption on planned passage. - The final freeboard should be in compliance with the applicable load line zone with

allowance for voyage consumption of bunker, the F.W. allowance and bending moments.

- The sailing condition should be within the maximum permissible limits of bending

and shear force moments for sea condition. - If the proposed voyage is to warmer areas, sufficient volume should be left in the

tanks to allow for possible expansion of cargo. - The sailing trim should ensure that the vessel arrives at the discharge port on even

keel draft. - Tanks should be allocated to different grades to enable the vessel to trim

sufficiently for efficient discharge and draining of tanks, and efficient scheduling of discharge, washing and stripping.

5.2.3 The Loading Plan The loading plan should show the following details: - Names, quantity and stowage of the products to be loaded. - Cargo particulars and special hazards. - Loading sequence, and any special operational procedures. - Any danger of contamination. - Loading rate for each grade. - Approximate loading time for each grade. - Topping rate and expected time.



- Ventilation method. - The final ullage. - Flushing and cleaning methods for tanks and lines. - Ballasting. - Forward, midship and aft sailing draft. - Identification of all cross-over and sea valves to be closed and/or sealed. 5.2.4 Deballasting Unless otherwise specified, the vessel should arrive at the loading port with decanted slops, in accordance with LOT procedures and Marpol regulations. 5.2.5 Lining up Pipelines and Valves Prior to loading, deck and manifold lines should be clearly arranged. Cargo should flow through loading deck lines/valves to the designated tanks. Deck valves which will not be used should be checked to ensure they are shut. The position of all main-valves, stripping and tank valves must be checked to ensure that those valves which should be closed, actually are closed. Loading will take place through the cargo drop lines from deck into each tank or through the deepwell pump lines and valves. 5.2.6 Setting P/V-valves The vessel should load using open or controlled venting in accordance with the BCH code chapter 17. Open loading through P/V valves and ventilation mast to atmosphere. Closed loading with closed ullage, sounding and sighting ports. Gas displaced by incoming cargo should be vented via the vapour return lines back to shore, avoiding emission to the atmosphere. Ensure that the Inert Gas plant is shut down and the deck isolating valve is shut. 5.2.7 Manifold Valve(s) The manifold valve(s) should remain shut until the vessel is completely ready to load. 5.2.8 Commencing Loading When all necessary valves in the loading system are checked open, and the vessel has indicated its readiness, loading can commence. The loading operation shall start at a reduced rate. The line-up should then be checked by: - Ensuring that the cargo is flowing into correct tank(s). - Ensuring that cargo is not flowing into incorrect tanks. - Ensuring that the cargo is not flowing overboard. After these checks have been made, and found satisfactory, the vessel may inform the Terminal to increase the flow to agreed full loading rate.



5.2.9 Monitoring Cargo Tanks The ullage of the tanks being loaded should be frequently and regularly monitored, especially when approaching the topping off range. Cargo temperature should be monitored at beginning, during and end of loading. Upon finalization of topping off and settling of the cargo, samples should be taken of the cargo. 5.2.10 Changing Tanks Extra care should be exercised to avoid over pressuring the ships- and shore lines by closing too many valves against the shore pressure. When topping off, special care should be exercised and the rate of flow to the actual tank reduced.. The following points should be considered when topping off tanks: - Closing off one tank increases the rate of flow to other open tanks on the same line.

As the vessel trims by stern, the rate of flow into open aft tanks will increase. - The rate of flow into any tank which is nearly full can quickly be reduced by

opening the valve to an empty tank on the same line. This procedure, in conjunction with closing the valve on the full tank, permits precise control of the rate of loading of individual tanks.

- The liquid level in topped off tanks should be checked frequently to make certain that the level is not rising due to the tank valve to be leaking or not properly closed.

5.2.11 Final Tank The vessel should request the topping off rate before each tank reaches the pre-determined ullage. When ordering loading to stop, time should be allowed for the terminal to shut down. Space should be allowed in the tank for this, and also for draining loading arms. 5.2.12 Checks after Loading As soon as loading is completed and the loading arms have been drained and disconnected, the officer on duty (student) should ensure that all valves in the cargo system and appropriate tank openings are closed. Final ullage and temperatures should be taken as well as water finding be performed after some time of settling, depending on the type of cargo loaded. Samples will also be drawn from each tank in order to justify quality upon discharging.



5.2.13 Loaded Voyage During the laden passage a positive Inert Gas pressure or N2 blanket of at least 0,07 Bar should be maintained in the cargo tanks depending of cargo grade. Topping up Inert Gas pressure during the voyage may be necessary. When topping up the Inert Gas pressure in the cargo tanks, particular attention should be paid to the O2 content. The O2 content of the inert gas supply should be less than 5% by volume before the Inert Gas is introduced into the cargo tanks.



5.3 Discharging Procedure 5.3.1 Operational Objectives The Cargo Loss Control Program must aim at both maximizing cargo outturn and closely monitoring cargo measurement. Accordingly, the objective of every discharge is to outturn the maximum quantity of cargo and to operate the highest safety and anti-pollution standards. 5.3.2 Strategy for Discharging The discharge sequence should be performed in such a way that the vessel has a good draining trim i.e., 1-2 meters in the final stage of discharge. Adequate draining trim will allow early effective stripping, and leave minimal quantities in the tanks for final stripping. However in the case of deepwell pumps attention should be paid to the position of the wells and the vessel trimmed and healed accordingly. In the CHS Chemical Carrier the wells are placed to the outside aft of the tanks. 5.3.3 Limiting Factors Draft Discharging Terminals usually have limited depth of water at the berth which may prevent the vessel from achieving a good draining trim until late in the discharging operation. Temperature In order to remain pumpable the cargo might have to be heated before discharging. This means that prior to arriving; the cargo will have to be heated by the cargo heating system. Berth Time Some terminals limit berth time. In order to fully outturn cargo it may be necessary to reduce ballasting time by taking on reduced ballast alongside and ballasting in river passage, or ballasting during discharge. Stress The vessel must not exceed maximum stress limits (harbour condition) at any time during cargo operations. The vessel may also have operating constraints such as: leaking pipelines, failing valves, inoperative pumps. These difficulties may be overcome during the discharging by a carefully planned operation which compensates for them.



5.3.4 Discharge Plans These plans are to be prepared prior to the vessel's arrival and should include instructions on: - Cargo stowage and quantity. - Cargo particulars and special hazards. - Discharge sequence, and any special operational procedures. - Number of valves separating each grade. - Any danger of contamination. - Discharge rate for each grade. - Permissible pump pressure. - Approximate discharge time for each grade. - Ventilation method. - Flushing and cleaning methods for tanks and lines. - Ballasting. - Method of how to stop cargo pumps and to raise alarm in case of fire or pollution.

Copy of the discharge plan should be given to Terminal representative. 5.3.5 Cargo Loss Control During discharge the following measures are to be taken: - All cargo tanks are to be stripped using the most effective method. Every effort is to

be made to pump ashore the maximum amount of cargo. - Final stripping of all tanks is to be carried out when all cargo has been discharged. 5.3.6 Instructions during and after discharge It is of major importance that maximum diligence is used by the vessel (student) during the final discharging to avoid damage or pollution claims: - Make sure that vessel is trimmed to or healed to the most favourable position

during the final stripping of all cargo tanks.



5.4 Inerting Procedures 5.4.1 General Inert Gas is a non-flammable non-reactive gas such as CO2 or N2 that does not support combustion. Inert gas is often produced from exhaust flue gas from a boiler. As a result of incomplete combustion in the boiler, not all of the oxygen from the air will be consumed and some fuel will not get sufficient oxygen for complete combustion leaving some carbon monoxide (CO) in the flue gas. The sulphur dioxide (SO2) comes from the sulphur content in the fuel and the water vapour comes from the combustion of the hydrogen compounds in the fuel. 1 kg fuel oil combusted in the boiler, with normal excess of air, gives approximately 12 m3 Inert Gas after passing the scrubber (cooling tower). Under normal service conditions of the boiler for this particular ship, the fuel oil consumption is about 700 kg/h. The capacity of the Inert Gas plant is 5000 m3/h. To comply with IMO Rules, the O2 content is not to exceed 5 % in the Inert Gas main supply line or 8% in cargo tanks. 5.4.2 Inert Gas Policy All cargo tanks are to be inerted at all times, except when entering is necessary. Normally cargo tanks are to be kept in inerted condition whenever they contain cargo, residues or ballast. The oxygen content is to be kept at 8 % or less by volume with a positive gas pressure in all cargo tanks. When cargo tanks are gas free on arrival at the loading port, the tanks are to be inerted before they are loaded. Purge cargo tanks with Inert Gas (non flammable) to make the transition from inert condition to gas-free condition without passing through the flammable condition. In order to maintain cargo tanks in a non flammable condition, the Inert Gas plant will be in operation to: - Inert empty cargo tanks. - Supply positive pressure during cargo discharge, deballasting and as necessary in

other tank operations. Top-up pressure in the cargo tanks, when necessary, during the voyage. 5.4.3 Inerting Empty Tanks When inerting empty tanks which are gas free, following a dry-docking or tank entry, Inert Gas should be introduced through the distribution system while the air in the tank is vented into the atmosphere via the P/V by-pass.



Inerting should continue until all the tanks have an O2 content of less than 8 % by volume. Tanks may hold pockets of high O2 content. These tanks should be double-checked. The process can be monitored from the Tank Atmosphere page. On the completion of inerting, all tanks should be consistently pressured with Inert Gas. A positive pressure of at least 100 mm WC can be maintained by topping up with Inert Gas as necessary. Loading must not be started until the vessel's cargo tanks are fully inerted. 5.4.4 Inerting during Water Washing If the cargo atmosphere is considered to be explosive if opened to air then the cargo tank should remain inerted in the initial face of tank cleaning. Before initial washing the O2 content is not to exceed 8 % by volume 5.4.5 Inerting during Loading When loading cargo, the Inert Gas main deck isolating valve is to be closed and the inert gas plant shut down. The Inert Gas deck branch valves must be locked in open position. During the loaded voyage a positive pressure of at least 100 mm. WC must be maintained. Loss of pressure can be caused by leakage from tank openings or by falling air and sea temperatures. 5.4.6 Inerting during Discharging If Inerting is required Cargo discharge shall not be started until: - All cargo tanks, including slop tank, are connected to the Vapour System. All Inert

Gas tank valves are locked open. - All other cargo tank and slop tank openings, including P/V by-pass are closed. - The Inert Gas plant is operating, producing Inert Gas with an O2 content of no more

than 5 %. 5.4.7 Inert Gas purging prior to Gas Freeing When it is necessary to render a tank gas free after washing, the concentration of hydrocarbon vapour must be reduced by purging the inerted cargo tank with Inert Gas until the hydrocarbon content of the tank atmosphere has been reduced to 2% by volume. Care must be taken to ensure that testing is representative of the entire tank atmosphere. 5.4.8 Gas Freeing Gas freeing of cargo tanks is only to be carried out when tank entry is essential. Gas freeing is not to be started until the hydrocarbon gases have been purged from the tank to a



dilution of 2 % or less. The tank being gas freed is to be positively isolated from Inert Gas, deck main line and from other tanks. Gas freeing is to continue until the entire tank has an O2 content of 21 % by volume and a reading of less than 1 % of the lower explosion level (L.E.L) is obtained. Care must be taken to prevent the leakage of air into inerted tanks, or of Inert Gas into tanks which are being gas freed. 5.4.9 Inert Gas Emergency Procedure In the event of Inert Gas system failure, such as: - Inability to deliver the required quantity and/or quality of Inert Gas - Inability to maintain required pressure in the cargo tanks - Shut down of the Inert Gas plant Immediate action must be taken to prevent any air being drawn into the tanks. All

discharging, deballasting or tank washing must cease and Inert Gas main deck isolating valve must be closed.

Cargo operations must not resume until the Inert Gas plant is returned to service and the tanks are satisfactorily inerted.



5.5 Cargo Handling Training from the Graphic Desktop

Cargo handling training with the CHS Chemical Carrier can be performed from the graphic desktop by means of mimic pictures or from the cargo consoles by means of the cargo operation panels. All operations are similar in both versions; the only difference is the presentation method to the trainee. In the case of the graphic desktop presentation it is essential to have the correct mimic diagram available. The directory pages have to be used for such. 5.5.1 Picture Directory General



5.5.2 Picture Directory DataLoad



5.5.3 Cargo Routing Layout As the chemical carrier is equipped with deepwell pumps in each tank, there is no central cargo pump room. From the manifold all cargo is distributed to the various tanks via the network of cargo deck lines and cargo crossover lines. It is therefore obvious that in the cargo handling operations the manifold system plays a major part. The routing of the cargo and the planning of the tank sequences is done from these layouts. Segregation The piping is designed to obtain full segregation between all tanks. Commands - Start/Stop Pumps by setting the RPM. - Open/Close Valves. Trim The trim is changed by changing the load moments of the fore and aft halves of the ship.

NOTE: This change may cause another load distribution which results in different distribution of shear forces, bending moments and hull deflection.



Heel (list) The heel (list) is changed by changing the load moments to/from the side tanks. Manifold Only the pressure at the manifold connections can be monitored just as you would onboard a real ship. These figures will give information about the functioning of the pumps, leaking connections etc. The flow will be possible to monitor at the different tank pictures. When you connect a vessel manifold to a shore tank it will pop up an input box, initially it contains the nr ” 0 “. If you change the nr to “ 1 “ it means you connect your manifold to shore tank “ 1 “ , You can choose shore tanks from 1-10. The nr “ 0 “ means it is connected to the huge collection pipe. Which normally is used when you are loading one or two big volume products. In the Simulator we also use this pipe to create the bends to connect two or more tanks together. Chemical tankers is often used in the “product trades” on return voyages instead of ballasting due to lack of chemical parcel cargoes.



Flexibility Separate cargo lines lead from each tank to crossovers on the manifolds. The crossovers can be interconnected for discharging homogeneous cargo to one or more shore connections. Slops Pumping to and from slop tank can be routed either to shore as a normal cargo tank or through the ODME and overboard in the case of decanting the slop for water. 5.5.4 Pump Flow The pump flow is generated by opening the suction valve(s), starting the pump and opening the discharge valve(s). The flow rate will depend on: - The pump speed - The flow resistance caused by pipe characteristics - Valve characteristics and valve settings - The suction head (cavitation) - The liquid density



5.5.5 Cargo, Ballast, Cleaning Pumps The cargo and ballast pumps can all be controlled from this mimic diagram. Commands For each hydraulically pump an RPM indicator is given. For each electrically driven an ampere-meter is given. Operation of the pump by setting RPM as well as position of the discharge valve can be done from the Pump Control Panel. Pumps The cargo pumps are of the vertical, centrifugal type. They are hydraulically driven except for a few electrically driven pumps shown with a start/stop button. They are all submerged in the cargo tanks and located in a well. This facilitates the stripping and draining operations as all liquid will easily flow into the wells. The ballast pumps are located in the ballast control room. They are of a similar type as the cargo pumps and can also be operated from the same picture. Starting Procedure for hydraulically driven pumps The pumps are started by setting the RPM. The following is the normal starting procedure for centrifugal type pumps: - Close the discharging valve. - Open the suction valve. - Fill the pump with liquid (oil/water). - Start the pump. - Open the discharging valve. In this particular case however, because of the deepwell pumps the starting procedures are somewhat simplified. - Suction valves are not fitted. - Filling with liquid is done automatically by having the pumps submerged. Starting procedure for electrically driven pumps The pumps are started by clicking on the start button on the desired pump. The following is the normal starting procedure for centrifugal type pumps: - Close the discharging valve. - Open the suction valve. - Fill the pump with liquid (oil/water). - Start the pump. - Open the discharging valve. In this particular case however, because of the deepwell pumps the starting procedures are somewhat simplified.



- Suction valves are not fitted. - Filling with liquid is done automatically by having the pumps submerged. Running This will be shown on each individual pump RPM (AMP) indicator and by means of the coloured pump symbol. Open/Close The discharge valve setting is controlled by means of clicking on the screen symbol either at the pump control panel or at the individual tank picture. The pump flow and the pump pressure are controlled by the pump speed setting and the discharge valve setting. Cavitation If the suction head is too low, the pump will start cavitation. The critical suction head for cavitation will depend on the vaporising pressure of the liquid to be pumped and the current NPSH (Net Positive Suction Head) of the pump. Cavitation will occur on the cargo pumps, but not on the ballast pump, or the cleaning pumps. Stopping The pump is stopped by clicking on the pump symbol. The hydraulic oil supply valve is closed and the pump is brought to stop after a while. For electrically driven pumps, the current is cut of and the pump stops.



5.5.6 Ballasting The chemical carrier is fitted with a double bottom in which ballast tanks are located. These tanks are interconnected by means of a separate set of ballast water lines. The ballast water pumps (2) are located in the ballast pump room (picture MD 400). Ballasting is a process where sea water is loaded into segregated ballast tanks to ensure proper immersion and to provide good manoeuvring and stability characteristics. In order to lessen hull immersion and thus reduce fuel consumption, minimum quantities of ballast should be taken. However, the quantity must be sufficient to submerge the propeller, maintain vessel manoeuvrability, to avoid excessive vibration, to operate within approved stress limits and to retain sufficient bow immersion. Ballast should be evenly distributed to minimise stress. Tanks should be either empty or full. Partially full or slack tanks should be avoided. Start-up The appropriate ballast tanks are chosen and the ballast tank valves are opened by clicking on the symbols.



Sounding During the ballast operation the tank soundings can be monitored on the level indicator. The total content can be viewed on the tank layout picture (MD 550). Heel/Trim Furthermore the changes in heel and trim of the vessel will be shown on the indicators on the same mimic picture.



Pumps The pump room can be viewed by clicking on the symbol for the ballast pump room (MD 400). Starting Procedure The pumps can be started at the pump control panel (MD 501). The following is normal start procedure for centrifugal type pumps: - Close the discharging valve. - Open the suction valve. - Fill the pump with liquid (oil/water). - Start the pump. - Open the discharging valve. Increase/Decrease The set-point of the pump governor, which regulates the pump speed, is controlled by setting the RPM on the pump control panel as discussed previously for the cargo pumps. Open/Close The discharge valve setting is controlled by means of setting the valve opening in percent. The pump flow and the pump pressure are controlled by the pump speed setting and the discharge valve setting. Stopping The pumps are stopped by setting the RPM of the pumps to zero. The hydraulic oil supply valve is closed and the pump is brought to stop after a while. Segregated Ballast The Segregated Ballast Tanks (SBT) is completely separate from the cargo oil and fuel system and is permanently allocated to the carriage of ballast water only. SBT require separate pumps and pipes dedicated to handling ballast water only. Segregated ballast may be retained on board in order to restrict the air draught if it is necessary because of weather conditions or restrictions of loading arms or shore gangway. However, care must be taken not to exceed the maximum draught for the Terminal or for hull stress. 5.5.7 Bilges The pump room bilges can contain leakage of water. In order to empty the bilges one eductor is fitted which can transport this water directly overboard.



5.5.8 Stripping Stripping is the removal of the last bits of liquid from a tank or bilge and can be carried out by using: - a stripping pump. - an eductor. - vacuum strip method. During a stripping operation the main suction valves should preferably be shut, while the throttled stripping valves should be kept open if a separate stripping system is fitted. By using the stripping valves instead of the main valves during the stripping procedure influx of air/inert gas into the bottom lines will be reduced. By using the stripping valves while heeling and/or trimming the ship, a large amount of the remaining tank content can be stripped off. However, in the case of deepwell pumps, the pump suction which is located in a well will usually have the function of stripping the tank of the last content. When the cargo level approaches the bottom of the tank, the cargo pump will periodically loose suction because of the insufficient flow of cargo into the pump.

When reducing the pump’s speed and thereby discharge capacity this situation is stabilised. The cargo pump will steadily continue to strip the tank. When stripping of the tank is completed the pump remains rotating at reduced speed. It is now time for stripping of the pump stack. Then we have two choices: one for the Framo hydraulic pump, and the other for the electric pump.

Pump stack

N2 connection

Stripping valve and line

ESD valve and deck line

Stripping valve and line on deck

Discharge valve



Framo: Leave the pump running at idle speed. Close the discharge valve. N2 or air/inert is connected to the top of the stack. Open the stripping valve on the stripping line for the tank. Start purging with N2. This operation will take ca 5 min. The pump is running at idle speed forcing the liquid to stay in the stack and pump house. So, when we introduce the N2 on top of the stack the liquid will not go into the tank, but up through the stripping line, cross over to the mainline after the discharge valve and ashore. When the stack is empty the N2 will come into the pump casing and go into the tank. Pressure readings from the pump will fall immediately, and we know the stack is empty. Close the stripping valve and the N2 supply. Electric pump: Works in the same way, except this pump is not designed to hold the content of the stack when the pump is running at idle speed. Therefore the pump is fitted with a foot valve which needs to be closed. You may then also stop the pump and strip the stack in the same way as for the Framo pump. You will not have a pressure drop though since the pump is not running. The discharge and stripping is normally so efficient that after purging of the cargo pump only a few litres of cargo remains inside the pump’s volute casing. These litres will fall back into the cargo tank.



5.5.9 Slops The slops consist of mixed cargo and dirty water. The slop tanks are used to segregate these two fluids from each other. Double Slop Tank System Tank no. 10 port is arranged as slop tank. The system works on the following principles: - The mixture of cargo and dirty water is pumped to the slop tank for main

separation. - When the cargo and water has separated, the cargo is normally on top and the water

on bottom. - The water which has settled out can be decanted through the Overboard Discharge Line and is automatically monitored by the ODM equipment. Separation in the Slop Tank After some time, the mixture of oil and water will separate. This is modelled real time, so depending on the oil type some time might be involved. 5.5.10 Oil Discharging Monitoring Unit The Auto Overboard Valve and the Auto Recirculation Valve will remain open.



The Manual Overboard Valve to be kept open and the Manual Recirculation Valve to be kept closed, (Operated from the Valve Control Panel). If the Oil Discharge Monitor detects traces of oil, the alarm “OVRBD LINE OIL C HIGH” will be given. The discharge Valve should be closed immediately, (recirculation Valve may be opened). The Auto Overboard Valve will stay open and the Auto Recirculation Valve will stay closed as long as no oil is detected in the overboard Line. Both the Manual Overboard Valve and the Manual Recirculation Valve to remain open. If oil is detected in the water, the Auto Overboard Valve will close and the Auto Recirculation Valve will open. The alarm “OVRBD LINE AUTO BLOK” is given. The valves will return to normal and the alarm will disappear as soon as no oil is detected in the water. Any liquids being pumped overboard should be checked for their oil content. The oil discharge monitoring unit can be included or excluded from the flow routes. The flow and discharge rates can be read on this screen. Furthermore the type of oil and actual amount in ppm are given. The ODM is switch able in operational or stand by mode. 5.5.10.1 Specification Operating Instructions

5.5.10.1.1 Oil Discharge Monitoring & Control System - requirements

The following paragraphs are written in general terms only. They must not be read as a strict interpretation of the regulations referred to. 1. Since 3 January 1978 the regulations in force regarding the limiting amounts of oil

which may be discharged into the sea from an oil tanker, are contained in the IMO International Conferences on Prevention of Pollution of the Sea By Oil 1954, as amended in 1962 and 1969.

2. The following documents, both published by IMO, are mandatory from October 1983:

a) International Conference on Marine Pollution 1973. b) Recommendations on International Performance and Test Specifications for Oily

Water Separating Equipment and Oil Content Meters 1978. 3. Since these documents came into force, oil-in-water monitoring equipment is required

to be fitted to all oil tankers of 150 GRT and above.



4. Certain areas such as the Mediterranean Sea, the Black Sea, the Baltic Sea and the Red Sea are defined as special areas; no discharge of oil or oily mixture is permitted in such areas.

5. Oil tankers may discharge oily mixtures into the sea only when the following are

satisfied:

- the tanker is not within a special area - the tanker is more than 50 nautical miles from the nearest land - the tanker is proceeding underway - the instantaneous rate of discharge of oil does not exceed 60 litres per nautical mile - the total quantity of oil discharged into the sea does not exceed, for existing tankers,

1/15,000 of the total quantity of the particular cargo of which the residue formed a part.

- For new tankers, the figure is calculated by 1/30,000. - AND the tanker has in operation an oil discharge monitoring and control system

and a slop tank arrangement. 6. The requirements of para 5 shall not apply to the discharge of clean or segregated

ballast. 7. For tankers of less than 150 GRT oily mixtures shall be retained on board for

discharge to suitable reception facilities ashore. If any effluent is discharged into the sea it is to be monitored so that the requirements of para 5 are met.

8. In tankers of 150 GRT and above the oil discharge monitoring and control system

required to be fitted shall contain the following features:

- the system shall provide a continuous record of the discharge in litres per nautical mile and the total quantity discharged in litres, or the oil content and the rate of discharge.

- the record shall be identifiable by time and date. - the monitor and control system shall come into operation when there is any

discharge of effluent into the sea and any discharge of oily mixture is automatically stopped when the rate of discharge exceeds 60 litres/n. mile.

- failure of the monitoring and control system shall stop the discharge. A manually operated alternative method shall be provided and may be used in the event of such a failure. Existing oil tankers may employ manual stopping of discharge and the rate of discharge may be estimated from the pump characteristics.

9. Where equipment required by para. 5 is not obtainable for the monitoring of white oils the national administration may waive compliance with the regulation requiring an oil discharge monitoring system.

10. Additionally, any ship of 400 GRT and above is required to be fitted with oily water separating or filtering equipment such as will ensure that any oily mixture discharged to sea after passing through it has an oil content not exceeding 100 ppm.



11. In addition, ships of 10,000 GRT and above must be fitted with either an oil discharge monitoring and control system almost identical with that described for oil tankers, or with an oil filtering system which accepts the discharge from the separating system and reduces the oil content of the effluent from not more than 100 ppm to not more than 15 ppm.

12. IMPORTANT On any failure of the system, the discharge should be stopped and the failure should

be noted in the Oil Records book. A manually operated alternative is provided and may be used in the event of such a failure, but the defective unit must be made operable before the oil tanker commences its next ballast voyage, unless it is proceeding to a repair yard.



5.5.10.1.2 Discharge Control Unit GENERAL OPERATING INSTRUCTIONS The Oil Discharge Monitoring & Control System is used for monitoring and controlling the discharge of dirty ballast water overboard. The system comprises the following main components: - Oil content monitor (Oilcon Ballast Monitor). - Flow meter system. - Discharge Control Unit (D.C.U). The following instructions are for the Discharge Control Unit; they give a comprehensive coverage of the operation of the unit.

The purpose of the Discharge Control Unit is to calculate and record: the instantaneous rate of discharge of oil, in litres per nautical mile, the total quantity of oil discharged into the sea on each voyage in litres, and also to control the ships overboard discharge system as necessary to reduce the possibility of discharging excessively oily water.

SYSTEM DESCRIPTION Basic Description A schematic arrangement of the Oil Discharge Monitoring and Control System is shown in MD 113. The Discharge Control Unit plays a central role in the system. Oil Content Monitor The Oil Content Monitor is shown in MD 401. The Monitor continuously samples the ballast water being discharged overboard and measures the oil content. The oil content is displayed in ppm on the Control box and is recorded on the DCU. The operator must select at which point he wishes to sample, via the Control box. Flow Meter System The flow metering system is not shown in the figure. Discharge Control Unit The DCU is essentially a computing device. It receives the following input signals: - oil content of ballast water being discharged in parts per million (ppm). - ship's speed in knots. - rate of discharge of ballast water in tonnes per hour.



The DCU processes these inputs and records and displays the following: - flow rate (ton/h and ppm) - mode - rate of discharge - ship's speed - total quantity of oil discharged - status of discharge - type of oil (black/white) ARRANGEMENT OF DISCHARGE CONTROL UNIT D.C.U. front panel Figure MD401 is a diagrammatic illustration of the overall control panel as fitted in the cargo control room. It is divided into two parts, the lower part containing the content Monitor read-out box and the upper part containing the Discharge Control Unit. Oil content Monitor Figure MD40 shows the Oilcon Ballast Monitor Control. For detailed operation instructions see the next paragraphs. It is sufficient to indicate only the major controls. MODE - the main on/off control for the monitor. READ OIL LEVEL - to start the automatic sampling process. OIL SELECT SWITCH - to select the type of oil to be mentioned DIGITAL READ-OUT - to display measured oil content. Output Control The DCU provides a number of output signals to allow flexible means of controlling the ballast water discharge system. Two outputs are under the direct control of the DCU and these are used to automatically control the discharge system to stop the discharge when the alarm points are reached and to permit discharge when the discharge rate of oil is within limits.



5.5.10.1.3 Oil Content Monitor GENERAL INFORMATION OPERATING INSTRUCTIONS Range: 0-1000ppm Type of oils: crude oils, black products and white products Accuracy: + 10 ppm or 20% of the reading, whichever is the greater. Response time: less than 10 seconds, in accordance with IMO Resolution Sample flow rate: between 800 and 1100 litres/hour. Zero noise: less than 2ppm Response to oils: in accordance with IMO Resolution A393X, the system response

is within the accuracy limits specified. Sensitivity to solids in accordance with IMO Resolution A393X, the specified dust test

was passed through the system together with oil and a variation of 7% was observed.

Reference table of products which may be measured. Reference

Black White

Sahara blend Leaded regular grade Iranian light crude auto gasoline

Products as type approved, according to IMO Resolution A393(X). Nigerian medium crude Unleaded auto Bachaquero 17 crude gasoline Minas crude * Kerosene Residual fuel *

Light diesel

North sea crude Peruvian light crude

Additional products as type approved by administrations other than IMO Alaskan crude

White spirit

Admeg crude JP4 jet fuel Lubricating oil Spindel oil

Cylinder oil Naphtha Diesel oil Engine oil

Additional products which may be measured(for reference only; no type approval as yet) Gas oil

Machine oil Motor oil Heavy fuel oil Animal oil

Ethyl benzene Cyclo hexane Xylene Toluene

Products which may be measured, but which do not require type approval • - to be heated, max. viscosity to be: 280 cSt at 37° C



GENERAL SYSTEM DESCRIPTION System Arrangement A diagrammatic arrangement of the Oil Discharge Monitoring and Control System is shown in Fig MD520. The oil content Monitor is one element of the Discharge System. It provides an accurate and continuous reading of the oil content of the ballast water being discharged overboard. Principles of Operation All operating controls and system alarms are situated on the 'Control Box'. Manual system flush and window flush controls are available to make these two operations possible at any time. With the exception the 'Oil high' alarm level, the system works automatically once sampling has been initiated. The read out of the oil content in ppm is a continuous digital display. Both calibration alarms and operational alarms are provided and the alarm philosophy employed is normal marine practice. When a fault occurs both audible and visual alarms are activated, the audible alarm can be silenced by fault acceptance but the visual alarm cannot be extinguished. The nature of the visual alarm however is altered from the flashing state before acceptance to steady On-state after acceptance.

It is only after the fault has been rectified that the visual alarm is extinguished. Should a second alarm occur during this sequence, both the audible and the visual alarms would be reactivated. Sampling, System and Flushing Arrangements The accuracy of the monitor is improved by the use of a flushing sequence before sampling commences, at intervals, during sampling and when the system is shut down after use. All the flushing sequences are carried out automatically by the system. The flushing sequences serve two purposes - to clean the pipe-work and to keep the cell windows clean. The flushing sequences can be operated manually, if required, from the Control Box.



Control Box The Control Box is normally mounted in a cabinet with the Discharge Control Unit to form the complete operating console for the Oil Discharge Monitoring and Control System. Fig. MD520 shows the arrangement of the front panel. The digital read-out is mounted in the centre of the Box with a row of 'Hidden-legend' alarms above and a number of control switches below. On the left side of the Box are two switches, one marked 'Mode' and the other marked 'Select oil'.

The 'Mode' switch has three positions:- Std'by - in this position, power is supplied to the Box but the equipment is not active. On - the digital display is on and the Std'by display is extinguished. The Box is now ready for operation. Test - in this position, all the lights in the Box will be illuminated, the alarm will sound and the digital display will show "1888". If the switch is left in this position, after 20 seconds the Test mode will automatically switch off.

The 'Select oil' switch also has three positions -- Black - refer to the table given in Section 5.5.10.1.3. The response of the instrument is different according to the nature of the oil in the sample. Setting the switch tailors the response of the instrument accordingly. White - refer to the table in Section 5.5.10.1.3. White oils are generally only gasoline, white spirit and kerosene. All other oils are regarded as Black. The type of oil is not as generally regarded, but as seen by the instrument. Other - is available for future expansion, such as chemicals. An independent alarm setting can be made on the oil content level, [or when the Control Box is used on its own, or if the operator does not wish to exceed a particular oil level. The alarm level can be set digitally on these switches. Should the reading on the digital display exceed the set level, then an alarm marked 'Oil level high' will light. A warning of the oil level approaching the set point will be given by an alarm marked Oil level rising. The Read oil level switch is the main control on the Box. When this is pressed, the monitor starts up, carries out the automatic flushing sequence and then switches to sample mode. A lamp within the switch comes on to indicate that the monitor is running. To stop the monitor, Read oil level' should be pressed once again, and the light will extinguish. Below the Read oil level switch are two switches marked System flush and Window flush. The Window flush switch is linked to the window cleaning system previously described. The lamp will light once during the start-up flushing operation. Should the operator have doubts about the cleanliness of the cell windows, then by operating this switch, the windows will be cleaned, usually for about I0 seconds. The System flush switch has two uses. When the system is first started the System flush switch will light to indicate that the initial flushing sequence is under way. When the monitor reaches the Sample mode then the light is extinguished. The switch can also be



used by the operator to provide manual cleaning of the pipe work. By pressing the switch, fresh water will be allowed into the pump. Also, if the monitor is not running (the Read oil level switch is not lit) when the 'System flush' switch is pressed, the Sample pump will pump fresh water through the system. At the top of the Control Box is a row of alarm indicators. These will light up when an alarm occurs. The alarm can be cancelled by pressing the large red switch at the right end, marked 'Cancel alarm. The alarms are: - (from left to right) 'Zero error’ - this indicates that the monitor read a level of oil 5ppm or higher during the automatic flushing and calibration sequence. 'Path dirty’ - this indicates that the windows in the measurement cell are dirty, such that the direct signal has fallen below a preset minimum. 'System fault’ - this indicates that there is a fault in the electronics in the system, and specialist knowledge will be required. · No flow'- this indicates that there is no flow through the sample pump. 'Oil level rising’ - this indicates that the ppm level is within 80% of the set point for the Oil level alarm. 'Oil level high’ - this indicates that the ppm level has exceeded the set point for the Oil level alarm.



OPERATING INSTRUCTIONS Start-up Before operating the system, ensure that all valves in the system are open, that the fresh water tank is filled, and that all electrical power is turned on. ACTION EFFECT Turn · Mode ' to ' On Digital readout lights up Set · Oil level' alarm No visible effect Press·Read oil level Read oil level lamp lights. System flush lamp

lights Backward flush (for 90 seconds) Forward flush (for 90 seconds) Window flush lamp lights. ACTION EFFECT Sample Mode System flush

light goes out Window wash Window flush lamp

lights momentarily The monitor is now sampling from the sample point, and will supply a read-out of the measured oil content level. Every 3 minutes the window wash system will operate. During the operation, pressing 'Window flush' will provide 10 seconds of window cleaning. Pressing ' System flush' will allow fresh water to the monitor as a check on the reading. The operator should respond to any alarms as appropriate. No further input is required from the operator during normal running.



Shut-down ACTION EFFECT Turn ' Mode' to Std 'by '

Only ' +' is displayed on digital read-out

If required, the power to the monitor can now be turned off, and all the valves closed. Operation of the Discharge Control Unit When the ballast monitor is in the System flush mode, (or switched off) the DCU will display the message "FLSH" against the indication for "ppm". The discharge control system will prevent discharge of any water overboard. When the monitor has completed the flush sequence, the display on the DCU will change, to show the ppm reading as shown on the monitor. After a short time, the discharge control system will allow discharge to take place. Should an alarm occur on the ballast monitor, the DCU will display "FLT" alongside ppm. The fault must be cleared before any discharge of' ballast can take place.



5.5.11 Inert Gas System From the Inert Generator and distribution pictures the operator can carry out and control the following operations: - Operation of inert gas generator. - Inerting of cargo tanks. - Ventilation (gas freeing) of cargo tanks Start-up Procedures The Inert generator is ready for operation as long as the burner is on. 1. Ensure that the oxygen analyzer and Inert Gas pressure indicator are working. 2. Open valves and start scrubber pump. 3. Start the blowers and open inlet valves. 4. Start burner by pushing "on" after opening fuel supply. 5. Open Inert Gas main valve on deck. 6. The Inert Gas-plant is now ready to deliver gas to the cargo tanks.



Shutdown Procedures 1. Close the Inert Gas main valve on deck. 2. Shut down the burner. 3. Close the blower discharge valves and stop blowers. 4. Keep full water supply on the scrubber for a minimum of 1 hour. Inerting/Venting The operator can choose inerting or air venting by either starting the Inert Gas plant or opening the venting air valves.

NOTE: Before commencing ventilation by fresh air, the tanks must be measured for hydro carbon gas concentration. If the readings indicate gas concentration above 2 % by volume, the tanks are to be purged with Inert Gas until the hydrocarbon gas concentration has decreased to less than 2 % by volume. This will ensure that the atmosphere is kept below the lower explosion limit throughout the ventilation process.

Inert Press/O2 content The current Main Line Inert Gas Pressure and Main Line Oxygen Content can be read from separate indicators on the Inert Gas plant picture.



Distribution From the Inert Gas plant there is a network of deck lines to all tanks for the distribution of Inert Gas. The inert system is connected by flexible hoses by the ventilation risers. During terminal operations it might be required to supply IG or N2 from shore. A connection is included at the manifold to realize such. Tank Pressure The tank pressure is indicated at each tank and should be closely watched in order to avoid overpressure when loading or under pressure when discharging cargo. It can also happen that due to temperature change of the cargo a pressure difference is created which will have to be compensated by the IG plant.



5.5.12 Vapour Emission Control (VEC)/Ventilation Risers The Vapour Emission Control system is installed in order to avoid outflow of excessive cargo fumes into the atmosphere. Especially on product and chemical carriers the cargo vapour can be of a less innocent nature. Pipe Lines The Vapour Emission Control system consists of a network of pipe lines on the main deck from each ventilation riser group leading to the manifold. In MD 211 & MD 212 this is shown. Each tank has a P/V Valve, on the pipe leading to the P/V valve there is a flange connection which via flexible hoses can be connected to either one of the vapour return pipes or the inert gas or the Nitrogen supply lines. Pressure During cargo operations the tank pressures are shown so the functioning of the VEC can be monitored. Vapours are returned ashore via the manifold connections.



5.5.13 Tank Cleaning The method of tank cleaning will depend on the product carried in the particular tank. An automatic high pressure cleaning system is installed in all tanks. The cleaning installation ensures proper cleaning in a minimum of time. The cleaning installation allows for cleaning with cold or hot water, by means of chemical detergents or if crude oil is carried through the COW system. The tank cleaning is performed from the cleaning pumps and cleaning deck lines mimics. Tank Coating All tanks have smooth surfaces without any hard to reach areas. All pumps, lines and heating coils are made of stainless steel and some of the tanks are coated with zinc. Tank coating problems is not included in the simulator, IE there is no Alarm or TAG activated if you load a cargo which is incompatible with the Zinc coating. This again makes it possible for the instructor to define his own coatings to any tanks and let this be a part of the challenge during pre loading stowage planning.



Water Heating On/Off The washing water can be heated by applying steam to the tank cleaning heaters. This is achieved by clicking the connecting valve to the boiler mimic and opening the correct valves. Water Supply On/off The water supply is turned on and off by clicking on the cleaning pumps and valves on the cleaning pumps mimic. Tank Cleaning Start/Stop The tank cleaning machine is started and stopped by setting the upper and lower angle value (0-90°) and opening the supply valve. Tank Selection This can be done on the same mimic (tank cleaning system) by choosing the tank of your choice at the top of the mimic panel. Valves can be operated by clicking on the symbols.



5.6 Stress and Stability Calculations For the purpose of calculating permissible stresses and stability the Cargo Handling Simulator both in full-mission as well as desktop version is equipped with both an "online" and an "offline" cargo load computer. 5.6.1 Online calculations During simulation the online cargo load computer will constantly calculate and show in the respective mimic pictures the results that occur from loading, discharging, ballasting or any other changes in the vessels weight distribution. The relevant mimic diagrams are given in the picture directory nos.: 560 Shear Force 561 Bending Moment 562 Deflection 563 Stability Curve These can be called up in the normal way, but not be influenced during the running of the simulation. Actual weights, volumes and levels can be read in the mimic diagrams: 551 Ullage Overview 550 Tank Layout 553 Consumables Care should be taken when running simulation in fast speed. As the amount of calculations for the stress and stability are numerous there can be a backlog in the updating of the pictures in the mimic diagrams. This holds the danger of temporary inaccurate values being represented in the various graphs thus resulting in wrong conclusions being drawn. After resuming normal speed simulation again the correct graphical representations will appear again on the mimic diagram displays.



5.6.2 Offline calculations In order to perform preloading/discharging calculations as is common practice to ensure no critical limit values are exceeded during the loading or discharging operations the system is equipped with an offline cargo load computer. This feature is represented by the mimic diagrams nos. 651 Ullage Overview (loadmaster) 650 Tank Layout (loadmaster) 660 Shear Force (loadmaster) 661 Bending Moment (loadmaster) 662 Deflection (loadmaster) 663 Stability Curve (loadmaster) 653 Consumables (loadmaster). Once the cargo loading or discharging plan has been drawn up and the tank sequence chosen, the values can be entered in the cargo bargraph and tank diagrams. As this can be done step by step and tank by tank it is possible to monitor and check the values of shear force and bending moment against the allowable limits indicated in the respective screens. The input of the values for cargo should be done on the mimic diagram of the cargo bargraph. Underneath each tank a changeable value for "% full" is given. A value entered here will result in an indicative bar in the tank. The cargo number should be entered and when the simulator is set in run mode, the tank content and density will be shown in the various slots under the tank. These cargo numbers are in accordance with appendix A in the manual. Switching then to the shear force and bending moment graphs will show the actual status blue curve. This status curve can then be compared with the yellow harbour condition and the red open sea condition curves. If at any stage the yellow curve should be exceeded and the simulator is in harbour condition an alarm will sound and a flashing indicator will appear at the bulkhead concerned. The same will happen if the simulator is in sea condition for exceeding of the red curve. Damage Stability To check the vessels damage stability it is possible to simulate how the stability will become if you get water ingress into the engine room or into hold spaces. This can be seen at the off line load calculator. In the Variable page Directory you can find a line called “Damage Stability”. From here you can choose which compartment there is a damage to. If the damage is in the engine room, you can set the amount of water inside. If the damage is in the ballast tanks the water level in the damaged tank will be decided by the actual loading condition you have in the Load Calculator



5.7 Operation of the CHS-CC 5.7.1 Cargo Handling Training from a HW Console As an integrated part of the CHS - CC control system, the Cargo Control Panel can be divided in two sections, the "Pump, Tank and Valve status section" and the "Pump and Valve Operation section".

5.7.1.1 Cargo Tank Arrangement As the chemical carrier is equipped with deepwell pumps in each tank, there is no central cargo pump room. From the manifold all cargo is distributed to the various tanks via the network of cargo deck lines and manifold x-over lines. It is therefore obvious that in the cargo handling operations the deck lines and manifold x-over lines play a major part. The routing of the cargo and the planning of the tank sequences is done from these layouts. On the horizontal part Cargo Handling Console you can perform the following operations: - Start/Stop Pumps. - Open/Close Valves. - Throttle Valves. - RPM Pump Speed Controller. On the vertical part Cargo Handling Console you can observe the following information’s:

- Pump running Indication. - Tank ullage. - Cargo temperature. - Valve position, open/close. - Throttle valve, 0-100%. - Pump speed. - Manifold pressure. - Cargo flow (deck line).



5.7.1.2 Operation of Pumps The pumps are vertical centrifugal hydraulically driven type, submerged in cargo tanks and located in wells. This facilitates the stripping and draining operations as all liquid will easily flow into the wells. The pumps are remote-controlled from the Cargo Control Panel. The pump consists of 3 main components, the pump deck flange, the tube stack and the pump unit with a built-in hydraulic motor. For each pump an RPM indicator is given. The following is the normal starting procedure for submerged, hydraulic pumps: - Close the discharging valve. - Start the pump by depressing the INCREASE pushbutton to required RPM. - Open the discharging valve. - Adjust speed to required flow and pressure. Flow: The pump flow is generated by starting the pump(s) and opening the discharge

valve(s).



The flow rate will depend on: - The pump speed - The flow resistance caused by pipe characteristics - Valve characteristics and valve settings - The back pressure in discharging line - The liquid density. Running: This will be shown on each individual pump's RPM indicator on the Panel. The set-point of the pump governor, which regulates the pump speed, is controlled by the INCREASE and DECREASE push-button on the Panel. Open/Close: The discharge valve setting is controlled by means of OPEN and CLOSE push-buttons. The pump flow and the pump pressure are controlled by the pump speed setting and the discharge valve setting. High bearing Temperature No overheating of pumps or seals is risked as all rotating parts are continuously cooled and lubricated by cargo. Cavitation In order to avoid cavitation the flow rate must be adjusted according to the back pressure (see pump curve prepared by maker). Stopping The pump is stopped by depressing the SHUT DOWN push-button on the Panel. The hydraulic oil supply valve is closed and the pump is brought to stop after a while. 5.7.2 Cargo Handling

5.7.2.1 Loading molasses, special consideration Due to the high viscosity of the molasses, the cargo is sometimes loaded over the top of the tank. This will cause amounts of air to be forced into the cargo. This air content will later disturb the discharge as no cargo pump can suck air. Drop loading must therefore be avoided. 5.7.2.2 Loading The cargo can be loaded through the cargo pumps and the cargo drop lines. All cargo pumps are fitted with special locking device to avoid uncontrolled impeller rotating during loading operation.

- Select manifold, loading line(s) and tank(s) - Check tank atmosphere



- Select loading rate - Prepare for Vapour Emission Control - Start loading at reduced speed (only through the pump house). - Check flow and ullage in tanks for proper reaction. - Demand max agreed loading rate by opening the valve to cargo heater and

valve to cargo heater by-pass (Flow and manifold pressure to increase, ullage to decrease).

- When topping up reduce loading rate accordingly. - Top up tank(s) to predefined ullage - Close manifold valves - Check final ullage

5.7.2.3 Discharging The submerged cargo pumps are started from the remote control panel. The lever is lifted gradually to increase the speed of the hydraulic motor and the discharge capacity. As the pumps are not connected to any suction lines there are no suction manometers to watch. The pumps will discharge the cargo until the cargo tank is empty. If discharge capacity and head is to be reduced, this is achieved by reducing the RPM accordingly.

- Check tank atmosphere. - If the cargo contains hydro carbons - start the IG plant. - Check all valves to cargo heater are closed. - Check O2 content and IG pressure.

- Start selected pump at low speed. - Open related discharging valves. - Open manifold valves. - Increase pump speed to required flow and pressure. - Check flow and ullage for proper reaction.



5.7.2.4 Stripping When the cargo level approaches the bottom of the tank, the cargo pump will periodically loose suction because of the insufficient flow of cargo into the pump.

When reducing the pump’s speed and thereby discharge capacity this situation is stabilised. The cargo pump will steadily continue to strip the tank. When stripping is completed the pump remains rotating at reduced speed until draining and purging of the pump is completed. The discharge and stripping is normally so efficient that after purging of the cargo pump only a few litres of cargo remains inside the pump’s volute casing. These litres will fall back into the cargo tank.

5.7.2.5 Cargo Heating Some cargoes require heating due to special requirements. The way a cargo needing heating is to be treated must be clearly agreed upon between the shipper and the transporter, and described in a document called "Heating Instructions", without which a vessel must not be allowed to load a cargo requiring heating. The "Heating Instructions" contain exact details on the minimum/maximum allowable temperatures enroute and discharge and the maximum rate of increase in degrees per hour, as well as other parameters such as the maximum temperature of the heating medium, etc.

The CHS-CC is modelled with cargo heaters. The heating medium is steam or Thermal Oil. Heating is performed in the cargo tanks by the warm steam or thermal oil which is



circulating through the heating coils. It can be chosen to use one or two heating coils & the amount of heating medium through the coils is regulated with manual valves 5.7.2.6 Segregated Ballast The Segregated Ballast Tanks (SBT) is completely separate from the cargo oil and fuel system and is permanently allocated to the carriage of ballast only. SBT require separate pumps and pipes dedicated to handling ballast water only. 5.7.2.7 Ballasting The chemical carrier is fitted with double bottom in which ballast tanks are located. These tanks are interconnected by means of a separate set of ballast water lines.

The two ballast water pumps and the stripping eductor are located in the ballast pump room.

Ballasting is a process where sea water is loaded into segregated ballast tanks to ensure proper immersion and to provide good manoeuvring and stability characteristics. In order to lessen hull immersion and thus reduce fuel consumption, minimum quantities of ballast should be taken. However, the quantity must be sufficient to submerge the propeller, maintain vessel manoeuvrability, to avoid excessive vibration, to operate within approved stress limits and to retain sufficient bow immersion.

Speed reduction: - improves vessel’s motion, - saves propulsion fuel, - eliminates the need to burn extra fuel for ballasting and deballasting operations.

Efficient ballasting will reduce stress, and improve vessel’s performance and can add up to 0.5 knot on vessel’s speed. Ballasting quantities and patterns are directly controlled by the ship and is one of the most important ways the vessel’s propulsion efficiency can be controlled. 5.7.2.8 Ballast Pumps The 2 ballast pumps are vertical centrifugal, hydraulically driven and remote controlled from the Cargo Control Panel. Increase/Decrease The set-point of the pump governor, which regulates the pump speed, is controlled by the INCREASE and DECREASE push-buttons on the pump control panel. Open/Close The discharge valve setting is controlled by push-buttons on the control panel.



The pump flow and the pump pressure are controlled by the pump speed setting and the discharge valve setting. Stopping The pumps are stopped by depressing the SHUTDOWN push-buttons on the control panel. The hydraulic oil supply valve is closed and the pump is brought to stop after a while. 5.7.2.9 Ballast Eductor The vessel is fitted with one ballast stripping eductor working with driving media supplied by the ballast pump(s). The two eductors work on the principle that the total sum of energy in a liquid flow is constant. 5.7.2.10 Normal Ballasting Procedure

- Select tank to be ballasted and identify ballast route to tank(s). - Open valves of ballast system from sea inlet to ballast tank(s). - Start gravity flow from sea by opening sea valve. - Observe ullage. - Start ballast pumps and open pump valves when gravity flow rate drops. - Check ballast flow and tank ullage. - Top up ballast tank(s). - Stop ballast pumps. - Close all sea- and related ballast valves.

5.7.2.11 Normal Deballasting Procedure Line up for deballasting using both BWP by:

- Open valve for clean ballast overboard stbd. - Open ballast port and stbd. cross-over valves. - Open BWP port and stbd. suction valves. - Open ballast line isolating valves (port and stbd). - Open bottom (suction) valves to selected tanks. - Start both BWP at slow speed. - Open discharge valves for both pumps. - Adjust pumps to correct discharge capacity.

If required both pumps to suck from the same line the following valves to be opened:

- Open ballast suction cross-over valves (in pump room). - Open ballast (fore) cross-over (in ballast tank section).

(In order to avoid the pumps sucking water "from each other" it is recommended to connect BWP no 1 to stbd. bottom line and BWP no 2 to port bottom line).



5.7.2.12 Stripping of Segregated Ballast Tanks When all possible ballast has been discharged and the ballast pumps have lost suction, the remaining ballast to be stripped out by means of the stripping eductor. Stripping is carried out by:

- Open sea chest valve and ballast discharge over board valves. - Start one ballast pump to deliver the required driving pressure. - As soon as the driving pump delivers normal working pressure, the tank

stripping valve can be opened. The suction valve(s) are not to be opened until the required working pressure has been obtained, because if the pressure is lower than approx. 3.0 bar, the driving medium may flow the wrong way and fill the tanks instead of emptying them.

- Before stopping the driving pump, the suction valve(s) should be closed to

prevent ballast from backflow the ballast compartments.

5.7.2.13 Slop The slop consists of washings from tank cleaning mixed with water. Tank 10P is dedicated slop tank. Slop Tanks The slop tanks are used to separate these two fluids from each other. The slop tanks must be of adequate capacity, in order to ensure that tank washings and other oily mixtures can be retained on board for oil and water separation and subsequent discharge of water as part of the Load on Top (LOT) procedures. For open cycle washing a larger capacity is required than for closed cycle (recirculation) mode. The slop tank is arranged in a single tank system. The system works on the following principles:

- The mixture of oil and dirty water is pumped to the slop tank for main separation.

- When the oil and water has separated, the oil is on top of the water. - The water which has settled out can be pumped over board under automatic

supervision by the ODM equipment.



Discharging Overboard The slop tank can be emptied by use of the cargo pump through the Overboard Discharge Line. Line up to discharge the slop tank by use of the cargo pump by:

- Open discharge valve to ODM equipment. - Open over board valve from ODM equipment. - Start ODM equipment. - Start cargo pump 10 P. - Open slop tank discharge valve. - Adjust pump to required speed and flow. - Check ppm. on the ODM equipment.



5.7.3 Oil Discharge Monitoring Equipment The Auto Overboard Valve and the Auto Recirculation Valve will remain open. The Manual Overboard Valve to be kept open, and the Manual Recirculation Valve to be kept closed, (Operated from the Valve Control Panel). If the Oil Discharge Monitor detects traces of oil, the alarm "OVRBD LINE OIL C HIGH" will be given. The Discharge Valve should be closed immediately, (recirculation Valve may be opened). The Auto Overboard Valve will stay open and the Auto Recirculation Valve will stay closed as long as no oil is detected in the overboard Line. Both the Manual Overboard Valve and the Manual Recirculation Valve to be remain open. If oil is detected in the water, the Auto Overboard Valve will close and the Auto Recirculation Valve will open. The alarm "OVRBD LINE AUTO BLOK" is given. The valves will return to normal and the alarm will disappear as soon as no oil is detected in the water. Any liquids being pumped overboard should be checked for their oil content. The oil discharge monitoring unit can be included or excluded from the flow routs. The flow and discharge rates can be read on this screen. Furthermore the type of oil and actual amount in ppm are given. The ODM is switch able in operational or stand by mode.



5.7.4 Inert Gas Plant From the Inert Gas panel the operator can carry out and control the following operations:

- Operation of inert gas plant. - Inerting of cargo tanks. - Ventilation (gas freeing) of cargo tanks

The Inert Gas plant is operated from the Inert Gas panel. The Inert Gas plant is simplified compared to a real plant, but most of the basic features are presented on the CHS-CC. Start-up Procedures

- Open IG scrubber drain valve. - Start IG scrubber pump.

- Open HFO supply to IG burner (from Alarm Panel). - Ensure the IG - generator is producing flue gas with an O2 content of 5 % by

volume or less. - Start both IG fans. - Open both IG fan discharge valves. - Open main valve to cargo tanks. - Connect IG supply hoses to selected tanks.

Shut-down Procedures

- Close the Inert Gas main valve on deck. - Shut down the blowers. - Close the blower suction and discharge valves. - Keep full water supply on the scrubber for a minimum of 1 hour.

Inerting/Venting The operator can choose inerting or air venting by either starting the Inert Gas plant or opening the venting air valves.

NOTE: Before commencing ventilation by fresh air, the tanks must be measured for hydro carbon gas concentration. If the readings indicate gas concentration above 2 % by volume, the tanks are to be purged with Inert Gas until the hydrocarbon gas concentration has decreased to less than 2% by volume. This will ensure that the atmosphere is kept below the lower flammable limit throughout the ventilation process.

Inert Press/O2 content The current Main Line Inert Gas Pressure and Main Line Oxygen Content can be read from separate indicators on the Inert Gas plant panel.



5.7.5 Vapour Emission Control (VEC) The Vapour Emission Control system is installed in order to avoid out flow of excessive cargo fumes into the atmosphere. Especially on product and chemical carriers the cargo vapour can be of a less innocent nature. Pipe Lines The Vapour Emission Control system consists of a network of pipe lines on the main deck from each tank to control lines leading to the manifold. Valves can be opened or closed from the Inert/Vent Panel. 5.7.6 Tank Atmosphere Pressure Control The gas pressure in the tanks is normally regulated by the automatic Pressure/Vacuum valves. During loading/discharging the gas pressure may change too much to be regulated by the P/V valve. The main hatch may then be opened. This hatch should not be opened during discharge operation because this will lead to an increase of O2 in the cargo tank atmosphere. 5.7.7 Tank Cleaning The method of tank cleaning will depend on the product carried in the particular tank. The most common cleaning methods are:

- Open/closed cycle technical water cleaning (hot or cold water). - Open/closed cycle sea water cleaning (hot or cold water).

An automatic high pressure cleaning system is installed in all tanks. The cleaning installation ensures proper cleaning in a minimum of time. The tank cleaning pumps (TCP) which are connected to a separate cleaning line pipe network can be operated from the pump panel. The cleaning installation allows for cleaning with cold and hot water. The washing water can be heated by applying steam to the tank cleaning heaters. MD 230 Tank Cleaning System The water supply is turned on and off by operating the cleaning pumps and valves. The tank cleaning machine is started and stopped by operating the cleaning machine valves.



6. INTERNATIONAL DOCUMENTATION 6.1 Main Features of MARPOL 73/78, Annex II The requirements of Annex II apply to all ships carrying noxious liquid substances in bulk. Substances posing a threat of harm to the marine environment are divided into four categories X, Y, Z and OS, and listed as such in Appendix II to Annex II. Category X substances are those posing the greatest threat to the marine environment, whilst Category OS substances are those posing the smallest threat. Annex II prohibits the discharge into the sea of any effluent containing substances falling under these categories, except when the discharge is made under conditions which are specified in detail for each category. These conditions include, where applicable, such parameters as:

- the maximum quantity of substances per tank which may be discharged into the sea

- the speed of the ship during the discharge - the minimum distance from the nearest land during discharge - the minimum depth of water at sea during discharge - the maximum concentration of substances in the ship’s wake of the dilution of

substances prior to discharge - the need to effect the discharge below the waterline

For certain sea areas identified as “Special Areas” more stringent discharge criteria are given. Under Annex II the special areas are the Baltic Sea Area*, the Black Sea Area**, and the Antarctic Area***. Annex II requires that every ship is provided with pumping and piping arrangements to ensure that each tank designated for the carriage of Category Y and Z substances does not retain after unloading of residue in excess of the quantity given in the Annex. For each tank intended for the carriage of such substances an assessment of the residue quantity has to be made. Only when the residue quantity as assessed is less than the quantity prescribed by the Annex, may a tank be approved for the carriage of a Category Y or Category Z substance. In addition to the conditions referred to above, an important requirement contained in Annex II is that the discharge operations of certain cargo residues and certain tank cleaning and ventilation operations may only be carried out in accordance with approved procedures and arrangements based upon standards developed by the International Maritime Organization (IMO). To enable this requirement to be complied with, this Manual contains in Section 3.1 all particulars of the ship’s equipment and arrangements, in Section 5 operational procedures for cargo unloading and tank stripping and in Section 6.2 procedures for discharge of cargo residues, tank washing, slops collections, ballasting and deballasting as may be applicable to the substance the ship is certified fit to carry.



By following the procedures as set out in this Manual, it will be ensured that the ship complies with all relevant requirements of Annex II to MARPOL 73/78 Incl revision valid from 1st January 2007 NOTE! MARPOL 73/78, Annex II defines these areas as follows: * The Baltic Sea Area means the Baltic Sea proper with the Gulf of Bothnia, the Gulf

of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57 degr. 44.8 min North.

** The Black Sea Area means the Black sea proper with the boundary between the

Mediterranean and the black Sea constituted by the parallel 41 degr. North. *** The Antarctic Area means the area south of latitude 60 degr. South. See: Fig. A - Special areas in connection with Annex II.



6.2 Procedures Relating to the Cleaning of Cargo Tanks, the Discharge of Residues, Ballasting and Deballasting

This section contains operational procedures in respect of tank cleaning, ballast and slops handling which must be followed in order to ensure compliance with the requirements of Annex II. The following paragraphs outline the sequence of actions to be taken and contain information essential to ensure that noxious liquid substances are discharged without posing a threat of harm to the marine environment. It shall be established whether the last cargo in the tank is included in the ship’s approved list of noxious liquid substances, see Table 1. If not included, no special tank cleaning, residue discharge, ballasting and deballasting procedures apply under the provisions of Annex II. If the last cargo in the tank is included in the above mentioned list, the following information shall be taken into account to establish the proper procedures for discharging the residue of that cargo, cleaning, ballasting and deballasting the tank. 6.2.1 Category of substance Obtain the category of the substance from List of Noxious Liquid Substances. While we previously had 5 pollution Categories: Category A, Category B, Category C, Category D & Appendix III, after 1 Jan 2007 the revised Annex II came into force and then it was changed to 4 categories: Category X, Category Y, Category Z and Other Substances. Category X Major Hazard-prohibition of discharge into the environment. All prewash,

subsequent washings to be discharged under same conditions as Cat Y Category Y Hazard – limitation on quality and quantity of discharge into environment.

High viscosity and Solidifying Substances Prewash, the rest efficient stripping. Proceeding enroute at 7 knots; At least 12miles from land, Dept of at leas 25m; Discharge below waterline

Category Z Minor hazard – less stringent restrictions on quality and quantity of discharge. All efficient Stripping; Proceeding enroute at 7 knots; At least 12miles from land, Dept of at leas 25m; Discharge below waterline

Other Substances

Present no harm and not subject to any of the requirements of the Annex



6.2.2 Stripping efficiency of tank pumping system Regulation requires that this vessel, certified as an existing vessel, must achieve a residue quantity, when carrying a category Y substance, in the tank’s associated piping and the immediate vicinity of the suction point of less than 0,1 cubic metres and for a category Z substance 0.3 cubic metres. The result of the stripping test proved that the stripping system fitted is capable of achieving residues in all tanks equivalent or less than 0.1 cubic metres. 6.2.3 Solidifying or high viscosity substance The properties of the substance should be obtained from the shipping document. The following are the definitions of solidifying and high viscosity substances. a) “Solidifying substance” means a noxious liquid substance which: - in the case of substances with melting point less than 15 degrees C, is at a

temperature, at the time of unloading, of less than 5 degrees C above its melting point; or

- in the case of substances with melting point equal to or greater than 15 degrees C is

at a temperature, at the time of unloading, of less than 10 degrees C above its melting point.

b) “High viscosity substance” means: - in the case of category Y substances and in the case of category Z substances within

Special Areas, a substance with a viscosity equal to or greater than 25 mPa.s at the unloading temperature; and

- in the case of category Z substances outside Special Areas, a substance with a

viscosity equal to or greater than 60 mPa.s at the unloading temperature. 6.2.4 Miscibility in water This Section applies only to existing ships carrying category Y substances and having residue in excess of 0.3 m³ per tank and does not apply to this ship. 6.2.5 Compatibility with slops containing other substances Prior to the mixing of residues or residue/water mixtures in the slop tank, reference must be made to the compatibility guide contained in the U.S. Coastguard publication CG388 Chemical Data Guide for Bulk Shipment by Sea. Se addendum D.



Should the residues not be compatible then they must not be contained in the same slop tank. In the event of residues of two or more incompatible substances being present on board simultaneously then any cargo tank may be utilised as a slop tank. 6.2.6 Discharge to reception facility The following substances must be prewashed as specified in Addendum B and the washings unloaded to reception facilities prior to departure from the unloading port. a) All category X substances within and outside Special Areas. b) All category Y substances within Special Areas

NB! Non solidifying, low viscosity residues or residue/water mixtures may be retained on board for discharge outside Special Areas.

c) Solidifying and high viscosity categoryY substances outside Special Areas. d) Solidifying and high viscosity (viscosity greater than 25 mPa.s)

category Z substances within Special Areas. NB! Residue or residue/water mixtures of substances with a viscosity between 25 and 60 mPa.s at the unloading temperature may be retained on board for discharge outside Special Areas.

e) Solidifying and high viscosity (viscosity greater than 60 mPa.s) category Z substances outside Special Areas.

f) Category Y residue/water mixtures from any tank which has not been unloaded and stripped in accordance with the requirements of Section 3 of this Manual, See Section 3.4.

6.2.7 Use of cleaning agents or additives When a cleaning agent (i.e. a solvent used instead of water or a solvent mixed with water) that is a harmful substance as defined by either Annex I or Annex II of MARPOL 73/78 is used to wash a tank having contained a noxious liquid substance, the discharge of this cleaning agent must be governed by the restrictions of Annex I or Annex II that would apply as if this cleaning agent had been carried as cargo. When small amounts of cleaning additives (i.e. detergents) are added to water in order to facilitate tank washing, no restrictions additional to those applicable to the tank due to the previous cargo should apply. 6.2.8 Use of ventilation procedures for tank cleaning Notwithstanding the procedures any substance of category X, Y, Z or Other Substances which has a vapour pressure equal to or greater than 5 kilopascals at 20 degrees C, may be suitable for cleaning by ventilation procedures specified in Addendum C. Such substances are identified in Table 1 of Noxious Liquid Substances chapter 8.



Table 1 does not take into account the toxicity of the substance and vapour. The toxicity of the substance must therefore be specially considered before a ventilation procedure is commenced. Any water subsequently added to a tank cleaned in accordance with Addendum C is regarded as clean and is not subject to any discharge restriction. Having assessed the above information, the correct operational procedures to be followed should be identified using the instructions and flow diagrams in this section. Appropriate entries should be made in the Cargo Record Book indicating the procedure adopted. Addendum A, part 1, addresses cleaning of cargo tanks and disposal of tank washings/ballast. Addendum A, part 2, addresses disposal of prewash and washings in slop tanks.



Addendum A Flow Diagram

Cleaning of cargotanks and disposal of tank washings/ballast containing residues of category X, Y, Z and other substances.

Discharge tank andpiping to maximum

extent possible

Residue is Cat. X ApplyCDP 1(a) or 3

Yes

Residue is Cat. Y

No

YesSolidifying or

Highly ViscousApply

CDP 1(a) or 1(b)Yes

ApplyCDP 2(a) or 3

No

No

Ship keel laidafter 01/01/2007

YesApply

CDP 2(a) or 3Yes

ApplyCDP 2(a), 2(b) or 3

No

No dischargerequirements

No

Residue is Cat. Z

Residue is OS Yes

No transport allowed

No



Cleaning and Disposal Procedures (CDP) (Start at the top of the column under the CDP number specified and complete each item

procedure in the sequence where marked)

Procedure Number No. Operation

1(a) 1(b) 2(a) 2(b) 3

1 Strip tank and piping to maximum extent, at least incompliance with the procedures in Section 3 of this Manual X X X X X

2 Apply prewash in accordance with Addendum B of thisManual and discharge residue to reception facility X X

3

Apply subsequent wash, additional to the prewash, with: a complete cycle of the cleaning machine(s) for ships built before 1 July 1994

a water quantity not less than calculated with “k”=1.0 for ships built on or after 1 July 1994

X

4 Apply ventilation procedure in accordance with Addendum C of this Manual X

5 Ballast tanks or wash tank to commercial standards X X X X

6 Ballast added to tank X

7 Conditions for discharge of ballast/residue/water mixturesother than prewash:

.1 distance from land > 12 nautical miles X X X

.2 ship’s speed > 7 knots X X X

.3 water depth > 25 meters X X X

.4 Using underwater discharge (not exceeding permissible discharge rate) X X

8 Conditions for discharge of ballast:

.1 distance from land > 12 nautical miles X

.2 water depth > 25 meters X

9 Any water subsequently introduced into a tank may bedischarged into the sea without restrictions X X X X X



Addendum B

PREWASH PROCEDURES General Prewash procedure is required in order to meet certain Annex II requirements. This addendum explains how these prewash programmes should be performed. Annex II requires that when a tank that has contained a category X substance is washed, the resulting residue/water mixtures be discharged to a reception facility until the concentration of the effluent is reduced below a specified value and until the tank is empty. Where it is found to be impracticable to measure the effluent, a prewash procedure in accordance with appendix B should be applied and the port surveyor to certify in the Cargo Record Book that:

a) the tank, its pump and piping systems have been emptied; and

b) the prewash has been carried out in accordance with the prewash procedure approved by the Administration for that tank and that substance; and

c) the tank washings resulting from such prewash have been discharged to a reception facility and the tank is empty.

Prewash procedure for non solidifying substances Tanks should be washed as soon as possible after unloading. Tank should be washed using the appropriate washing machines, either fixed or portable machines. When washing tanks having contained category X cargoes, all fixed tank cleaning machines, or available tank cleaning hatches if using portable machines, for these tanks to be utilized to assure that all tank surfaces are washed. The number of washing machine cycles should not be less than that specified in table B-1. The fixed tank cleaning machines are provided with dedicated prewash power units. A washing machine cycle for portable machines is approx. 15 – 20 minutes at a water pressure of about 9-10 bar. During washing the amount of water in the tank should be minimized by continuously pumping out slops and promoting flow to the suction point (positive list and trim). If this condition cannot be met the washing procedure should be repeated three times, with thorough stripping of the tank between washings.



Those substances which have a viscosity equal to or greater than 25 mPa.s at 20°C should be washed with hot water (temperature at least 60°C). After washing, the washing machine(s) to be kept operating long enough to flush the pipeline, pump and valves. Prewash , procedure for solidifying substances Tank should be washed as soon as possible after unloading. Residues in hatches and manholes should preferably be removed prior to the prewash. Tank should be washed using the appropriate washing machines, either fixed or portable machines. The number of washing machine cycles should not be less than that specified in table B-1. The fixed tank cleaning machines are provided with dedicated prewash power units. A washing machine cycle for portable machines is approx. 15 – 20 minutes at a water pressure of about 9-10 bar. During washing the amount of water in the tank should be minimized by contiuously pumping out slops and promoting flow to the suction point (positive list and trim). If this condition can not be met the washing procedure should be repeated three times, with thorough stripping of the tank between washings. The tank should be washed with hot water (temperature at least 60°C). After washing, the washing machine(s) to be kept operating long enough to flush the pipeline, pump and valves.



TABLE B-1

Number of washing machine cycles to be used in each location

Number of washing machine cycles

Category of substance

non-solidifying substances

solidifying substances

Category X (residual concentration 0.1% or 0.05%) Category X (residual concentration 0.01% or 0.005%) Category Y Category Z

1 2

1/2

1/2

2 3 1 1



6.2.9 Dedicated Clean Ballast Tanks Manual IMO dedicated clean Ballast Tanks, 1982 Edition Introduction. Every tanker which operates with dedicated clean ballast tanks in accordance with Regulation 13 (9) or (10) of Annex 1 of Marpol 73/78, must be provided with an Operations Manual, approved by the Administration. The manual must detail the system and specify operational procedures (Regulation 13A of Annex 1 of Marpol 73/78) the purpose of the Manual is not only to provide guidance to the crew of the ship for the proper operation of the system but also to provide information of the system and its operational procedures for inspectors going on board for inspection in ports. The Marine Environment Protection Committee decided to develop a standard format for the Manual. It is hoped that the standard format will help ship owners in preparing the Manuals for their ships and Administrations in approving them. The standard format contains: (1) Standardized wording for the introduction section of the manual (2) Index of the manual (3) 8 or 9 sections detailing the information or operational instructions to be provided

under each section as required by the Revised Specifications for Oil tankers with Dedicated Clean Ballast Tanks (Assembly resolution A.495(XII)).

Administrations may require information and operational instructions to be included in the Manual in addition to those specified in the standard format. Such information should be included in part 2 of the Manual. If no such information or operational instructions are required, the Manual will consist of one part only. Appendix 1 of the standard format contains the general guidelines for operation procedures and checklists for the purpose of sections 4 to 7 of the Manual. It should be noted in this connexion that:

(1) What is standardized is the type of information to be included in the Manual

under each section and not its presentation. (2) The two examples show how the Manuals may be presented. Although

some sections may be generally applicable to all ships, these are merely examples and should be treated as such.

The attention of Governments is drawn to the recommendation made by the MEPC, inviting them to use the standard format when approving the Manual, and to assure that, if the language of the Manual is neither English nor French, the Manual includes a translation into one of those languages.



6.2.9.1 Section 7. Compliance procedures

SECTION 7

COMPLIANCE PROCEDURES FOR REGULATION 9 OF ANNEX I OF MARPOL 73/78

THIS SECTION CONTAINS INFORMATION AND PROCEDURES FOR THE DISCHARGE OF DIRTY BALLAST AND THE DECANTING OF SLOPS AT SEA TO ENSURE COMPLIANCE WITH REGULATION 9 OF ANNEX I OF MARPOL 73/78. Discharge of dirty ballast Discharge of dirty ballast at sea must always be performed under strict control of pumping and in compliance with Regulation 9 of Annex I of MARPOL 73/78. Procedures to ensure that the discharge is restricted to permitted limits should be observed as follows: 1. Before discharging the dirty ballast overboard flush main cargo lines to be used for

discharging the dirty ballast into the slop tank. 2. Before flushing, prime the system, establish suction, stop the pump and close all

valves and allow the oil from the pipe walls to separate out. 3. Resume pumping after half an hour at moderate rate with output throttled on the

discharge side of the pump. 4. Commence to discharge dirty ballast. 5. Reduce discharge rates from individual tanks on approaching a water depth of

about 20 per cent of the tank depth. 6. Thereafter reduce pumping rates to avoid drawing surface oil into the suction by

vortex or weir effects. Observe carefully the trend of the oil content monitor reading.

7. Stop discharge of individual tanks when a level has been reached which is known not to give rise to any entrainment of oil. When all dirty ballast tanks have been discharged to this level, all discharge overboard must cease.

8. The officer in charge must verify that the slop tank can take the volume of dirty ballast remaining. If ullage is insufficient, the slop tank may be partially discharged (see paragraph 2 under “Decanting of slop tanks” -below), to provide the necessary capacity taking care to ensure that an adequate depth of water remains beneath the oil residue layer.

9. Transfer the remaining dirty ballast into the slop tank, using the stripping system. 10. Transfer to the slop tank the contents of the pump-room bilges and any other bilges

connected to the cargo stripping system. 11. Flush the stripping system, which will then be dirty, into the slop tank.



Decanting of slop tanks During pipe flushing oil residues will collect in the slop tanks together with water. These residues have to be processed using conventional retention on board techniques. After proper decanting of the slop tank and water content the residues may remain in the slop tank or may be transferred to a cargo tank and new cargo loaded on top of them or they may be pumped ashore if preferred by the owner/charterer. If cargo is loaded in the slop tanks it is important that there is sufficient ullage to receive the wash water when the dedicated clean ballast system is cleaned. Decanting of the contents of the slop tank is a critical step in the retention of oil on board. Hence the timing of the various steps in the operation is important. Even a short delay in stopping a pump or closing a valve can allow oil to escape into the sea. The time required for oil and water to separate in the slop tank depends upon the motion of the ship as well as on the type of previous cargo. Under favourable conditions a few hours may be enough, but in most circumstances 36 hours or more should be allowed. Discharge from the slop tank must cease well before the interface is reached to avoid discharge of any oil-in-water emulsion overboard. Before starting to decant the contents of the slop tank, an accurate interface and ullage reading, using an oil/water interface detector, must be taken to determine the depth of the oil layer. Although every effort should be made to remove as much water as possible from the slop tank, the prime objective is to prevent oily water reaching the sea. Extreme care is therefore necessary, and a close check must be kept on the overboard discharge. Agitation of the contents of the slop tank must be kept to a minimum to avoid drawing oil into the suction by vortex or weir effects, particularly as the oil/water interface approaches the top of the structural members in the tank bottom. Pumping rates must be strictly controlled. The following detailed procedures should be followed:

1 Cargo lines to be used for decanting slop tanks must be flushed as outlined in paragraphs 1 to 3 of “Discharging of dirty ballast” -above.

2 Pump down the slop tank using one pump at slow speed until a water depth

of about 20 per cent of the tank depth is reached. 3 Stop the pump, then take an oil/water interface and ullage reading and re-

calculate the remaining water depth. 4 Resume pumping of the slop tank, this time until a predetermined water

depth is reached which, for the particular size and construction of the slop tank, is known not to give rise to discharge of oil. Pumping, which may initially be at a moderate rate, should be slowed as this predetermined water depth is approached.



5 Observe carefully the trend of the oil content monitor reading. 6 If oil should appear before the predetermined water depth is reached, stop

pumping. 7 Should this occur, further settling of the slop tank contents should be

allowed for as long as possible before repeating the steps given above. 8 Any decanting beyond this limit must be carried out with extreme care and

by strictly observing the oil content monitor reading. When the trend of the monitor reading indicates that the interface is being entrained, the discharge must be stopped immediately.

Final line and pump flush After these operations have been completed the lines and pumps used will contain traces of oil. The lines and pumps which will be used to discharge CBT ballast must therefore be thoroughly flushed into the slop tank, or while the ship is still more than 50 nautical miles from the nearest land and outside a special area thoroughly flushed to sea ensuring that the permitted instantaneous rate of discharge of oil and the permitted total quantity of oil discharged are not exceeded. As a final preparation, pumps that will be used for the discharge of the arrival ballast should take suction from each tank containing arrival ballast for a short period of time. 6.2.10 International Safety Guide for Oil Tankers and

Terminals The International Chamber of Shipping (ICS), the Oil Companies International Marine Forum (OCIMF) and the International Association of Ports and Harbours (IAPH) have compiled the International Safety Guide for Oil Tankers and Terminals. From this publication the following sections are quoted; Purpose and scope. Appendix A Ship/shore safety checklist and Guidelines Appendix B Fire Notice Appendix F Hot work permit and Cold work permit



Purpose and Scope This safety guide makes recommendations for practices to be adopted by tanker and terminal personnel to ensure safety in operations relating to the carriage by sea and the handling on tankers and at terminals of crude oil and petroleum products. It was prepared originally by combining the contents of the 'Tanker Safety Guide (Petroleum)' published by the International Chamber of Shipping (ICS) and the 'International Oil Tanker and Terminal Safety Guide' published on behalf of the Oil Companies International Marine Forum (OCIMF), and in producing this Second Edition the guidance has been reviewed by these organizations, together with the International Association of Ports and Harbours (IAPH), to ensure that it is in accordance with present practices and current legislation. This safety guide provides operational guidance which is intended to assist the personnel directly involved. In so doing it is emphasised that the vessel's operator should always be in a position to provide positive support, information, and guidance to the master who is in charge of the day-to-day running of the ship, and that the terminal management should ensure that its concern for safe operating practices is known to the terminal personnel. It should be borne in mind that in all cases the advice given in the guide is subject to any terminal, local or national regulations that may be applicable, and those concerned should ensure that they are aware of any such requirements. It is recommended that a copy of the guide should be kept on board every tanker and in every terminal to provide guidance on operational procedures and the shared responsibility for port operations. The contents of the guide are arranged in two parts. Part I covers operational procedures and is designed to provide guidance to personnel in the safe practices to be followed. The basic approach has been to arrange the material so that each chapter is concerned with a particular type of operation. However some chapters deal with precautions that are generally applicable, and these should be followed as well as those for the operation concerned. Each chapter has a small introductory paragraph describing the scope of its contents and, where appropriate, drawing attention to other related chapters. Part II contains additional information about the subjects under consideration, and gives the reasons for many of the precautions described in Part I. Certain subjects are dealt with in greater detail in other publications of ICS and OCIMF and the International Maritime Organization (IMO). Where this is the case an appropriate reference is made, and a list of all these publications is given below. It is not the purpose of the guide to make recommendations on design or construction. Information on these matters may be obtained from national authorities and from authorized bodies such as classification societies. The guide does not deal with matters concerning navigation, helicopter operations or pollution prevention, although some of these questions are inevitably touched upon. It should also be noted that this guide does not relate to cargoes other than crude oil and petroleum products which may be carried in tankers and combination carriers. It is not concerned with the carriage of chemicals or liquefied gases.



Reference is made in the guide to the following publications of the International Chamber of Shipping, the Oil Companies International Marine Forum and the International Maritime Organization: OCIMF Buoy Mooring Forum Hose Guide -- Guide for the Handling,

Storage, Inspection and Testing of Hoses in the Field.

OCIMF Hose Standards (3rd Edition 1978) -- Specification for Rubber, Reinforced, Smooth Bore, Oil Suction and Discharge Hoses for Offshore Moorings.

OCIMF Standards for Oil Tanker Manifolds and Associated Equipment.

OCIMF Guidelines and Recommendations for the Safe Mooring of Large Ships at Piers and Sea Islands.

OCIMF Standards for Equipment Employed in the Mooring of Ships at Single Point Moorings.

ICS Guide to Helicopter/Ship Operations.

ICS Tanker Safety Guide (Chemicals).

ICS/OCIMF Ship to Ship Transfer Guide (Petroleum). ICS/OCIMF Prevention of Oil Spillages through Cargo Pump room Sea

Valves.

ICS/OCIMF/ IAPH/ INTERTANKO/ CEFIC/SIGTTO

Ship/Shore Safety Check List Guidelines.

IMO Inert Gas Systems.

IMO Crude Oil Washing Systems.

IMO International Maritime Dangerous Goods (IMDG) Code.

IMO Recommendations on the Safe Transport, Handling and Storage, of Dangerous Substances in Port Areas.

IMO Emergency Procedures for Ships Carrying Dangerous Goods -- Group: Emergency Schedules.



SHIP/SHORE SAFETY CHECK LIST GUIDELINES Introduction The IMO Recommendations on the Safe Transport, Handling and Storage of Dangerous Substances in Port Areas (Assembly Resolution A.435 (XI)) contain the requirement that: The master of a ship and the berth operator should before liquid bulk dangerous substances are pumped into or out of any ship or into a shore installation: 1. Agree in writing on the handling procedures including the maximum loading or

unloading rates; 2. Complete and sign the appropriate safety check fist, showing the main safety

precautions to be taken before and during such handling operations; and 3. Agree in writing on the action to be taken in the event of an emergency during

the operations. Annexed to the Recommendations is a safety check list covering the arrangements and conditions under which the loading and discharging of hulk liquid dangerous cargoes and associated operations such as bunkering, ballasting or tank cleaning may be carried out safely. In order to assist berth operators and ships' masters in their joint use of this recommended check list procedure, these Guidelines have been drawn up jointly by the International Chamber of Shipping, the International Association of Ports and Harbours, the Oil Companies International Marine Forum, the European Council of Chemical Manufacturers' Federations, the International Association of Independent Tanker Owners and the Society of International Gas Tanker and Terminal Operators. Application The Check List applies to the cargo handling operations of oil tankers, chemical carriers and gas tankers and is divided into three parts. Part A - General - (all tankers). Part B - Additional - (chemical tankers handling chemicals). Part C - Additional - (gas tankers handling liquefied gases). All tankers - oil, chemical and gas, should complete Part A. Additionally, tankers loading or discharging bulk chemicals should complete part B and gas tankers loading or discharging liquefied gases should complete part C. The declaration at the end of the Check List should be made in all cases.



The Mutual Safety Examination A tanker presenting itself to a loading or discharging terminal needs to check its own preparations and its fitness for the safety of the intended cargo operation. Additionally, the master of a ship has a responsibility to assure himself that the terminal operator has likewise made proper preparations for the safe operation of his terminal. Equally the terminal needs to check its own preparations and to be assured that the tanker has carried out its checks and has made appropriate arrangements. The Check List, by its questions and its requirements for exchange of written agreements for certain, procedures, is a minimum basis for the essential considerations which should be included in such a mutual examination. Some of the Check List's questions are directed to considerations for which the tanker has prime responsibility. Others apply to both tanker and terminal and the remainder to the terminal alone. It is not suggested that every item should be the subject of personal checking by both representatives conducting the examination. All items lying within the responsibility of the tanker should be personally checked by the tanker's representative and similarly all items of the terminal's responsibility personally checked by the terminal representative. In carrying out their full responsibilities, however, both representatives, by questioning the other, by sighting of records and, where felt appropriate, by joint visual inspection should assure themselves that the standards of safety on both sides of the operation are fully acceptable. The joint declaration should not be signed until such mutual assurance is achieved. Thus all applicable questions should result in an affirmative mark in the boxes provided. If a difference of opinion arises on the adequacy of any arrangements made or conditions found, the operation should not be started until measures taken are jointly accepted. A negative answer to the questions coded "P" does not necessarily mean that the intended operation cannot be carried out. In such cases, however, permission to proceed should be obtained from the designated port officer. Where an item is agreed to be not applicable to the ship, to the terminal or to the operation envisaged, a note to that affect should be entered in the "Remarks" column. While the Check List is based upon cargo handling operations, it is recommended that the same mutual examination, using the Check List as appropriate, be carried out when a tanker presents itself at a berth for tank cleaning after carriage of substances covered by these Guidelines.



Deviations The conditions under which the operation takes place may change during the process. The changes may be such that safety can no longer be regarded as guaranteed. The party noticing or causing the unsafe condition is under an obligation to take all necessary actions, which may include stopping the operation, to re-establish safe conditions. The presence of the unsafe condition should be reported to the other party and where necessary, co-operation with the other party should be sought. Tank Cleaning Activities The questions on tank cleaning, including "crude oil washing", are included in the list in order to inform the terminal and the port authorities of the ship's intentions regarding these activities.



Appendix A This Appendix comprises the Ship/Shore Safety Check List, Guidelines in relation to the Check List

generally and for the completion of Part A (Bulk Liquid − General) and a specimen letter for issue by the terminal representative to masters of tankers at terminals.

SHIP/SHORE SAFETY CHECK LIST

Ship’s Name Berth Port Date of Arrival Time of Arrival INSTRUCTIONS FOR COMPLETION

The safety of operations requires that all questions should be answered affirmatively . If an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate precautions to be taken between the ship and the terminal. Where any question is not considered to be applicable a note to that effect should be inserted in the remarks column.

— the presence of this symbol in the columns ‘ship’ and ‘terminal’ indicates that checks shall be carried out by the party concerned. The presence of the letters A and P in the column ‘Code’ indicates the following: A — the mentioned procedures and agreements shall be in writing and signed by both parties. P — in the case of a negative answer the operation shall not be carried out without the permission of the Port Authority. PART A Bulk Liquids - General

Remarks

A1 Is the ship securely moored? A2 Are emergency towing wires correctly

positioned?

A3 Is there a safe access between ship and shore? A4 Is the ship ready to move under its own

power?

P

A5 Is there an effective deck watch in attendance on board and adequate supervision on the terminal and the ship?

A6 Is the agreed ship/shore communication system operative?

A

A7 Have the procedures for cargo, bunker and ballast handling been agreed?

A

A8 Has the emergency shut down procedure been agreed?

A

A9 Are fire hoses and fire fighting equipment on board and ashore positioned and ready for immediate use?

A10 Are cargo and bunker hoses/arms in good



condition and properly rigged and, where appropriate, certificates checked?

A11 Are scuppers effectively plugged and drip trays in position, both on board and ashore?

A12 Are unused cargo and bunker connections including the stern discharge line, if fitted, blanked?

A13 Are sea and overboard discharge valves when not in use, closed or lashed?

A14 Are all cargo and bunker tank lids closed? A15 Is the agreed tank venting system being used? A16 Are hand torches of an approved type? A17 Are portable VHF/UHF transceivers of an

approved type?

A18 Are the ship’s main radio transmitter aerials earthed and radar switched off

A19 Are electrical cables to portable electrical equipment disconnected from power?

A20 Are all external doors and ports in the amidships accommodation closed?

A21 Are all external ports and doors in the after accommodation leading onto or overlooking the tank deck closed?

A22 Are air conditioning intakes which may permit the entry of cargo vapours closed?

A23 Are window-type air conditioning units disconnected?

A24 Are smoking requirements being observed? A25 Are the requirements for use of the galley and

other cooking appliances being observed?

A26 Are naked light requirements being observed? A27 Is there provision for an emergency escape

possible?

A28 Are sufficient personnel on board and ashore to deal with an emergency?

A29 Are adequate insulating means in place in the ship/shore connection?

A30 Have measures been taken to ensure sufficient pump room ventilation?



PART B Additional Check - Bulk Liquids Chemical

Remarks B1 Is information available giving the necessary

data for safe handling of the cargo including, where applicable, a manufacturer’s inhibition certificate?

B2 Is sufficient and suitable protective equipment (including self contained breathing apparatus) and protective clothing ready for immediate use?

B3 Are counter measures against accidental personal contact with cargo agreed?

B4 Is the cargo handling rate compatible with the automatic shut down system if in use?

A

B5 Are cargo system gauges and alarms correctly set and in good order?

B6 Are portable vapour detection instruments readily available for the product to be handled?

B7 Has information on fire fighting media and procedures been exchanged?

B8 Are transfer hoses of suitable material resistant to the action in cargoes?

B9 Is cargo handling being performed with the permanent installed pipeline system?

P

PART C Additional Checks - Bulk Liquefied Gases

Remarks C1 Is information available giving the necessary

data for safe handling of the cargo including, where applicable, a manufacturer’s inhibition certificate?

C2 Is the water spray system ready for use? C3 C4 Is the ship ready to move under its own

power?

P

C5 Is there an effective deck watch in attendance on board and adequate supervision on the terminal and the ship?

C6 Is the agreed ship/shore communication system operative?

A

C7 Have the procedures for cargo, bunker and ballast handling been agreed?

A

C8 Has the emergency shut down procedure been agreed?

A

C9 Are fire hoses and fire fighting equipment on board and ashore positioned and ready for immediate use?

C10 Are cargo and bunker hoses/arms in good condition and properly rigged and, where appropriate, certificates checked?



C11 Are scuppers effectively plugged and drip trays in position, both on board and ashore?

C12 Are unused cargo and bunker connections including the stern discharge line, if fitted, blanked?

C13 Are sea and overboard discharge valves when not in use, closed or lashed?

Ship Shore

Are tank cleaning operations planned during the ship’s stay alongside the shore installation?

Yes/No*

If so, have the port authority and terminal been informed? Yes /No* Yes /No* * Delete Yes or No as appropriate

Declaration We have checked, where appropriate jointly, the items on the check list, and have satisfied ourselves that the entries we have made are correct to the best of our knowledge, and arrangements have been made to carry out repetitive checks as necessary.

For Ship For Terminal

Name Name

Rank Position

Signature Signature

Time:

Date:



GUIDELINES FOR COMPLETING THE SHIP/SHORE SAFETY CHECK LIST, PART 'A' A1 Is the ship securely moored? In answering this question, due regard should be given to the need for adequate rendering arrangements. Ships should remain adequately secured in their moorings. Alongside piers or quays ranging of the ship should be prevented by keeping all mooring lines taut; attention should be given to the movement of the ship caused by currents or tides and the operation in progress. Wire ropes and fibre ropes should not be used together in the same direction (i.e. breasts, springs, head or stern) because of the difference in their elastic properties. Once moored, ships fitted with automatic tension winches should not use such winches in the automatic mode. Means should be provided to enable quick and safe release of the ship in case of an emergency. The method used for the emergency release operation should be agreed, taking into account the possible risks involved. Anchors not in use should be properly secured. A2 Are emergency towing wires correctly positioned? Emergency to Wing wires should be positioned both on the off-shore bow and quarter of the ship. At a buoy mooring, towing wires should be positioned on the side opposite to the hose string. The eyes of these wires should be maintained about the waterline and regularly checked and adjusted if necessary during the operations. They should be properly made fast on the ship's bollards, while having sufficient slack on deck. Means should be provided to prevent the slack from accidentally running into the water. These means should be so arranged that they can easily be broken by a tug boat's crew.



A3 Is there safe access between ship and shore? The access should be positioned as far away from the manifolds as practicable. The means of access to the ship should be safe and may consist of an appropriate gangway or accommodation ladder. It is advisable to fit and properly secure a safety net under the means of access. Particular attention to safe access should be given where the difference in level between the point of access on the vessel and the jetty or quay is large or likely to become large. When terminal access facilities are not available and a ship's gangway is used, there should be an adequate landing area on the berth so as to provide the gangway with a sufficient clear run of space and so maintain safe and convenient access to the ship at all states of tide and changes in the ship's freeboard. Near the access ashore suitable life-saving equipment should be available. A lifebuoy should be available on board the ship near the gangway or accommodation ladder. The access should be safely and properly illuminated during darkness. Persons who have no legitimate business on board, or who do not have the master's permission, should be refused access to the ship. The terminal should control access to the jetty or berth in agreement with the ship. A4 Is the ship ready to move under its own power? The ship should be able to move under its own power at short notice, unless permission to immobilize the ship has been granted by the harbourmaster and the terminal manager. Certain conditions may have to be met for permission to be granted. A5 Is there an effective deck watch in, attendance on board and adequate

supervision on the terminal and on the ship? The operation should be under constant control both on ship and shore. Supervision should be aimed at preventing the development of hazardous situations; if, however, such a situation arises, the controlling personnel should have adequate means available to take corrective action. The controlling personnel on ship and shore should maintain an effective communication with their respective supervisors. All personnel connected with the operations should be familiar with the dangers of the substances handled. A6 Is the agreed ship/shore communication system operative?



Communication should be maintained in the most efficient way between the responsible officer on duty on the ship and the responsible person ashore. When telephones are used, the telephone both on board and ashore should be continuously manned by a person who can immediately contact his respective supervisor. Additionally, the supervisor should have the possibility to override all calls. When RT/VHF systems are used, the units should preferably be portable and carried by the supervisor or a person who can get in touch with his respective supervisor immediately. Where fixed systems are used the guidelines for telephones should apply. The selected system of communication together with the necessary information on telephone numbers and/or channels to be used should be recorded on the appropriate form. This form should be signed by both ship and shore representatives. The telephone and portable RT/VHF systems should comply with the appropriate safety requirements. A7 Have the procedures for cargo, bunker and ballast handling been agreed? The procedures for the intended operation should be pre-planned. They should be discussed and agreed upon by the ship and shore representatives prior to the start of the operations. The agreed arrangements should be recorded on a form and contain at least the information shown in the annex to these guidelines. The form should be signed by both representatives. Any change in the agreed procedure that could affect the operation should be discussed by both parties and agreed upon. After agreement has been reached by both parties substantial changes should be laid down in writing as soon as possible and in sufficient time before the change in procedure takes place. In any case the change should be laid down in writing within the working period of those supervisors on board and ashore in whose working period agreement on the change was reached. The operations should be suspended and all deck and vent openings closed on the approach of an electrical storm. The properties of the substances handled the equipment of ship and shore installation, the ability of the ship's crew and the shore personnel to execute the necessary operations and to sufficiently control the operations are factors which should be taken into account when ascertaining the possibility of handling a number of substances concurrently. The manifold area both on board and ashore should be safely and properly illuminated during darkness. The initial and maximum loading rates, topping off rates and normal stopping times should be agreed, having regarded to: -the nature of the cargo to be handled; -the arrangement and capacity of the ship's cargo lines and gas venting systems;

-the maximum allowable pressure and flow rate in the ship/shore hoses and loading arms;

-precautions to avoid accumulation of static electricity; -any other flow control limitations.



A note to this effect should be entered on the form referred to above. If the static electricity properties of the substance handled and the situation in the tank so requires, no conducting object should be inserted into that tank during loading and during a period of at least 30 minutes after the cessation of loading. A8 Has the emergency shut down procedure been agreed? An emergency shut down procedure should be agreed between ship and shore and recorded on an appropriate form. The agreement should designate in which cases the operations have to be stopped immediately. Due regard should be given to the possible introduction of dangers associated with the emergency shut down procedure. A9 Are fire hoses and fire fighting equipment on board and ashore positioned and

ready for immediate use? Fire fighting equipment both on board and ashore should be correctly positioned and ready for immediate use. Adequate units of fixed or portable equipment should be stationed to cover the ship's cargo deck and on the jetty. The ship and shore fire main systems should be pressurized, or be capable of being pressurized at short notice. Both ship and shore should ensure that their fire main systems can be connected in a quick and easy way utilising if necessary the international ship/shore connection. A10 Are cargo and bunker hoses/arms in good condition and properly rigged and,

where appropriate, certificates checked? Cargo hoses and metal arms should be in a good condition and should be properly fitted and rigged so as to prevent strain and stress beyond design limitations. All flange connections should be fully bolted. Other types of connections should be properly secured. It should be ensured that the hoses or metal arms are constructed of a material suitable for the substance to be handled taking into account its temperature and the maximum operating pressure. Cargo hoses should be identifiable with regard to their suitability for the intended operation. A11 Are scuppers effectively plugged and ddp trays in position, both on board and

ashore? Where applicable all scuppers on board and drain holes ashore should be properly plugged during the operations. Accumulation of water should be drained off periodically.



Both ship and jetty should ideally be provided with fixed drip trays; in their absence portable drip trays may be used. All drip trays should be emptied in an appropriate manner whenever necessary but always after completion of the specific operation. Where corrosive liquids or refrigerated gases are being handled, the scuppers may be kept open, provided that an ample supply of water is available at all times in the vicinity of the manifolds. A12 Are unused cargo and bunker connections including the stern discharge line, if

fitted, blanked? Unused cargo and bunker fine connections should be closed and blanked. Blank flanges should be fully bolted and other types of fittings, if used, properly secured. A13 Are sea and overboard discharge valves, when not in use, dosed and lashed? Experience shows the importance of this item in pollution avoidance on ships where cargo lines and ballast systems are interconnected. The security of the valves in question should be checked visually. A14 Are all cargo and bunker tin lids closed? Apart from the openings in use for tank venting (see A15) all openings to cargo tanks should be closed gastight. Ullaging and sampling points may be opened for the short periods necessary for ullaging and sampling. Closed ullaging and sampling systems should be used where required by international, national and local regulations and agreements. A15 Is the agreed tank venting system being used? Agreement should be reached by both parties, as to the venting system for the operation, taking into account the nature of the cargo and international, national and local regulations and agreements. There are three basic systems for venting tanks: 1. Open to atmosphere via open ullage ports, protected by suitable flame screens. 2. Fixed venting systems which includes inert gas systems. 3. To shore through other vapour handling systems. A16 Are hand torches of an approved type? A17 Are portable VHF/UHF transceivers of an approved type? Battery operated hand torches and VHF radio-telephone sets should be of a safe type which is approved by a competent authority. Ship/shore telephones should comply with the



requirements for explosion-proof construction except when placed in a safe space in the accommodation. VHF radio-telephone sets may operate in the internationally agreed wave bands only. The above-mentioned equipment should be well maintained and damaged units, though capable of operation, should not be used. A18 Are the ship's main radio transmitter aerials earthed and radars switched off? The ship's main radio transmitter should not be used during the ship's stay in port, except for receiving purposes. The main transmitting aerials must be disconnected and earthed. The ship's radar installation should not be used unless the master, in consultation with the terminal manager, has established the conditions under which the installation may be used safely. A19 Are electric cables to portable electrical equipment disconnected from power? The use of portable electrical equipment on wandering leads is prohibited in hazardous zones. The supply cables should be disconnected and preferably removed from the hazardous zone. Telephone cables in use in the ship/shore communication system should preferably be routed outside the hazardous zone. Wherever this is not feasible, the cable should be so positioned and protected that no danger arises from its use. A20 Are all external doors and ports in the amidships accommodation closed? A21 Are all external doors and ports in the after accommodation leading onto or

overlooking the tank deck closed? External doors, windows and portholes in the amidships accommodation should be closed during the operations. In the after accommodation external doors, windows and portholes facing or near the cargo zone should be closed during operations. These doors should be clearly marked, but at no time should they be locked. A22 Are air conditioning intakes which may permit the entry of cargo vapours

closed? A23 Are window-type air conditioning units disconnected? Air conditioning and ventilator intakes which are likely to draw in air from the cargo area should be closed. Air conditioning units which are located wholly within the accommodation and which do not draw in air from the outside may remain in operation.



Window-type air conditioners should be disconnected from their power supply. A24 Are smoking requirements being observed? Smoking on board the ship may only take place in places specified by the master in consultation with the terminal manager or his representative. No smoking is allowed on the jetty and the adjacent area except in buildings and places specified by the terminal manager in consultation with the master. Places which are directly accessible from the outside should not be designated as places where smoking is permitted. Buildings, places and rooms designated as places where smoking is permitted should be clearly marked as such. A25 Are the requirements for the use of galley and other cooking appliances being

observed? Open fire may be used in galleys whose construction, location and ventilation system provides protection against entry of flammable gases. In cases where the galley does not comply with the above, open fire may be used provided the master, in consultation with the terminal manager, has ensured that precautions have been taken against the entry or build up of flammable gases. On ships fitted with stern discharge lines no open fire in galley-furnaces and cooking appliances is allowed when these lines are used, unless the construction of the ship's accommodation allows for the safe use of open fire. A26 Are naked light requirements being observed? Naked light or open fire comprises the following: fire, spark formation, naked light and any surface with a temperature that is equal to or higher than the minimum ignition temperature of the products handled in the operations. The use of open fire on board the ship -- other than covered in questions A24 and A25 -- and within a distance of 25 m of the ship is prohibited, unless all applicable regulations have been met and subject to agreement by the port authority, terminal manager and the master. A27 Is there provision for an emergency escape possibility? In addition to the means of access referred to in question A3, a safe and quick emergency escape should be available both on board and ashore. On board the ship it may consist of a lifeboat ready for immediate use, preferably at the after end of the ship. A28 Are sufficient personnel on board and ashore to deal with an emergency? At all times during the ship's stay at the terminal, a sufficient number of personnel should be present on board the ship and in the shore installation to deal with an emergency. A29 Are adequate insulating means in place in the ship/shore connection?



Unless measures are taken to break the continuous electrical path between ship and shore pipe work provided by the ship/shore hoses or metallic arms, stray electric currents, mainly from corrosion protection systems, can cause electric sparks at the flange faces when hoses are being connected and disconnected. The passage of these currents is prevented by an insulating flange inserted at each jetty manifold outlet or incorporated in the construction of metallic arms. Alternatively, the electrical discontinuity may be provided by the inclusion of one length of electrically discontinuous hose in each hose string. It should be ascertained that the means of electrical discontinuity is in place and in good condition and that it is not being by-passed by contact with external metal. A30 Have measures been taken to ensure sufficient pump room ventilation? Ship's pump rooms should be mechanically ventilated and the ventilation should be kept running throughout the operation. Ventilation should be aimed at maintaining a safe atmosphere throughout the pump room.



SPECIMEN LETTER FOR ISSUE TO MASTERS OF TANKERS AT TERMINALS

Company ........................................................... Terminal ........................................................... Date ...........................................................

The Master SS/MV .......................................................... Port: .............................................................. Dear Sir, Responsibility for the safe conduct of operations whilst your ship is at this terminal rests jointly with you, as master of the ship, and with the responsible terminal representative. We wish, therefore, before operations start, to seek your full co-operation and understanding on the safety requirements set out in the Ship/Shore Safety Check List which are based on safe practices widely accepted by the oil and tanker industries. We expect you and all under your command to adhere strictly to these requirements throughout your stay alongside this terminal and, for our part, we will ensure that our personnel do likewise and co-operate fully with you in the mutual interest of safe and efficient operations. Before the start of operations, and from time to time thereafter, for our mutual safety, a member of the terminal staff, where appropriate together with a responsible officer, will make a routine inspection of your ship to ensure that the questions on the Ship/Shore Safety Check List can be answered in the affirmative. Where corrective action is needed, we will not agree to operations commencing or, should they have been started, will require them to be stopped. Similarly, if you consider safety is endangered by any action on the part of our staff or by any equipment under our control you should demand immediate cessation of operations. THERE CAN BE NO COMPROMISE WITH SAFETY.



Please acknowledge receipt of this letter by countersigning and returning the attached copy.

Signed: ........................................................................ Terminal Representative

Terminal Representative on duty is ....................... Position or Title ............................................... Telephone No .................................................. UHF/VHF Channel ..........................................

Signed: ........................................................................ Master

Attachment

SS/MV .............................................................. Date: ............................. Time: ......................



Appendix B

FIRE NOTICE

FIRE INSTRUCTIONS IN CASE OF FIRE

DO NOT HESITATE TO RAISE THE ALARM TERMINAL FIRE ALARM At this terminal the fire alarm signal is: ................................................................................................................................................................................................................................................................................ IN CASE OF FIRE 1. Sound one or more blasts of the ships whistle each blast of not less than ten seconds

duration supplemented by a continuous sounding of the general alarm system. 2. Contact the terminal. Telephone number .............................. UHF/VHF communication channel .............................. ACTION -- SHIP Fire on your ship -Raise alarm -Fight fire and prevent fire spreading -Inform terminal -Cease all cargo operations and then close all valves -Stand by to disconnect hoses or arms -Bring engines to standby Fire on other ship or ashore Stand by, and when instructed: -Cease all cargo operations and then close all valves -Disconnect hoses or arms -Bring engines and crew to standby, ready to leave the berth



ACTION-TERMINAL Fire on a Ship -Raise alarm -Contact ship -Cease all cargo operations and then close all valves -Stand by to disconnect hoses or arms -Stand by to assist fire fighting -Inform all ships -Implement terminal emergency plan Fire Ashore -Raise alarm -Cease all cargo operations and then close all valves -Fight fire and prevent fire spreading -If required stand by to disconnect hoses or arms -Inform all ships -Implement terminal emergency plan IN THE CASE OF FIRE THE TERMINAL PERSONNEL WILL DIRECT THE MOVEMENT OF VEHICULAR TRAFFIC ASHORE Note: Wording in capitals may be printed in red for greater emphasis.



Appendix F

HOT WORK PERMIT Relating to any work involving temperature conditions which are likely to be of sufficient intensity to cause ignition of combustible gases, vapours or liquids in or adjacent to the area involved. General This permit is valid From ............................................Hrs Date................................................. To ........................................................Hrs Date ................................................ Location of work............................................................................................................. ........................................................................................................................................ Has enclosed space entry permit been issued? Yes/No Description of work.........................:.............................................................................. ...................................................................................................................................... Personnel carrying out work............................................................................................ ........................................................................................................................................ Responsible person in attendance..................................................................................... Section 1 1.1 Has the work area been checked with an Explosimeter for hydrocarbon vapours? Yes/No Time ............................. 1.2 Has the surrounding area been made safe? Yes/No Time .............................



Section 2 2.1 Has the work area been checked with an Explosimeter for

Hydrocarbon vapours? Yes/No

2.2 Has the equipment or pipeline been purged? Yes/No2.3 Has the equipment or pipeline been blanked Yes/No2.4 Is this equipment or pipeline free of liquid? Yes/No2.5 Is the surrounding area safe Yes/No2.6 Is additional fire protection available Yes/No2.7 Is the equipment isolated electrically? Yes/No2.8 Special conditions/precautions .........................................................................

..................................................................................................................

..........

..................................................................................................................

..........

In the circumstances noted it is considered safe to proceed with this work. Signed..................................................................................Master/Responsible Officer ...........................................................................Person in charge of work team Section 3 The work has been completed and all persons under my supervision, materials and equipment have been withdrawn. Authorised person in charge ................................. Time ..........................Date................................... First copy for display at work area Second copy for ships or terminal records. To appear on reverse side of permit



HOT WORK PERMIT GENERAL (a) Starting/finishing time must not exceed the Authorized

Signatories'/Responsible Officer working hours. (b) Specific location of work to be given. (c) Description of work to include type of equipment to be used. SECTION 1 Applies to all hazardous work not involving naked flame or continuous spark production, and would include use of electrical equipment, use of air driven rotary equipment, lifting equipment/materials over operating plant. SECTION 2 Applies to all hot work involving high temperatures, open flame, arc or continuous source of sparks, etc. This type of work includes but is not limited to: Welding or burning Grinding Sand or grit blasting Metal chipping Tests for combustible gas should be carried out immediately before commencement of hot work and at frequent intervals as long as the work is in progress.



COLD WORK PERMIT Relating to any work which will not involve generation of temperature conditions likely to be of sufficient intensity to cause ignition of combustible gases, vapours or liquids in or adjacent to the area involved. General This permit is valid

From .............................................Hrs

Date ..............................................

To .............................................Hrs

Date ..............................................

Location of work ....................................................................................................................................... ....................................................................................................................................... Has enclosed space entry permit been issued? Yes/No Description of work......................................................................................................... ........................................................................................................................................ Personnel carrying out work............................................................................................ ........................................................................................................................................ Responsible person in attendance.....................................................................................



Section 1 Preparation and checks to be carried out by Officer in Charge of work to be performed. 1.1 The equipment/pipeline has been prepared as follows: Vented to atmosphere: Yes/No Drained: Yes/No Washed: Yes/No Purged: Yes/No Other ............................................................................................ 1.2 The equipment/pipeline has been isolated as follows: Lines Spaded: Yes/No Lines Disconnected: Yes/No Valves Closed: Yes/No Other ........................…………………………………………...... 1.3 Is equipment/pipeline has been isolated as follows: Oil: Yes/No Gas: Yes/No H2S: Yes/No Steam: Yes/No Pressure: Yes/No 1.4 Is surrounding area free from hazards? Yes/No 1.5 If work is to be performed on electrical equipment

has that equipment been isolated? Yes/No



Section 2 Information and instructions to person carrying out work: 2.1 The following personal protection must be worn ............................................................................................... 2.2 Equipment/Pipeline contained following material in service ............................................................................................... 2.3 Equipment expected to contain the following hazardous material when opened

............................................................................................................... 2.4 Special Conditions/Precautions............................................................................. ....................................................................................................................................... In the circumstances noted it is considered safe to proceed with this work. Signed ................................................................................Master/Responsible Officer

........................................................................

...... Person carrying out work task

or in charge of work team Section 3 The work has been completed and all persons under my supervision, materials and equipment have been withdrawn. Authorized person in charge.......................Time..........................Date........................... First copy for display at work area Second copy for ships: or terminal records. To appear on reverse side of permit



COLD WORK PERMIT GENERAL (a) Starting/finishing time must not exceed the Authorized Signatories/Responsible Officer's working hours. (b) Specific location of work to be given. (c) Description of work to include type of equipment to be used. (d) This permit should be used for but not limited to the following cold work:

1. Blanking/deblanking. 2. Disconnecting and connecting pipe work. 3. Removing and fitting of valves, blanks, spades or blinds. 4 Work on pumps, etc. 5. Clean up (oil spills).



7. APPENDIX A CARGO TYPES 7.1 Cargo types already in predefined memories 0. LIQUID WATER 1. PHOSPHORIC ACID (PROD.NO 323) 2. ACETIC ACID (PROD.NO 610) 3. SODIUM HYDROXIDE SOLUTION (PROD.NO 352) 4. ANILINE (PROD.NO 32) 5. CHLOROBENZENE (PROD.NO 77) 6. METHYL ALCOHOL (PROD.NO 466) 7. BUTYRALDEHYDE (ALL ISOMERS) (PROD.NO 234) 8. ISOPHORONE (PROD.NO 514) 9. MINERAL SPRIRITS (PROD.NO 958) 10. BENZENE AND MIX W/ >10% (PROD.NO 63) 11. PINE OIL (PROD.NO 683) 12. PYRIDINE (PROD.NO 343) 13. VEGETABLE OILS (SOYBEAN) (PROD.NO 2721) 14. METHYL ACRYLATE (PROD.NO 252) 15. MOTOR OIL (PROD.NO 4756) 16. EPICHLOROHYDRIN (PROD.NO 182) 17. ETHYLENE CHLOROHYDRIN (PROD.NO 193) 18. ADIPONITRILE (PROD.NO 10) 19. TOLUENE DIISOCYANATE (PROD.NO 369) 20. DIMETHYLNFORMAMIDE (PROD.NO 159) PROD.NO refers to Milbros Chemical Information Systems’ Product no.



8. APPENDIX B 8.1 Function Buttons & Blue pages The following pages will describe operation of the mouse and the keyboard, the Instructor, the Alarm and the Operator sections. 8.1.1 Mouse Connected to the desktop station is a standard mouse. The mouse moves the cursor on the screen. Function of left button is: START pump/compressor or open valve. It will also utilise operation of buttons in the model drawings, retrieval of new sub systems or call display windows. The push button on the right hand side, is used for execution of commands to STOP pumps/compressors, CLOSE valves or reset of malfunctions introduced. 8.1.2 Keyboard The keyboard is used to:

- change set point of controllers - call new model drawings - change variables in the variable list - change intensity of malfunctions - type text strings in connection with creation of scenarios and initial conditions



8.2 Operation 8.2.1 Function buttons & blue pages The functions are only accessible when in Instructor mode (all except the RUNNING, FREEZE, STOP and SCENARIO which can be selected from Operator Mode).

Keyboard Key Function F1 Run simulation

F2 Freeze simulation

F3 Stop the simulator

F4 Make Snapshot

F4+shift Snapshot Directory

F5 Operating Condition

F6 Scenario

F6+shift Init Condition

F7 Recall Picture

F7+shift Mark Picture

F8 Alarm Log Summary Display

F8+shift Page Acknowledge

F9 Malfunction List

F10 Variable List

F11 Alarm List

F12 Alarm Silence

F12+Alt Toggle window decorations

Home Directory

Home+shift Select Picture

Page Up Previous picture

Page Down Next picture

Ctrl + P Print hardcopy to default printer

Ctrl + L Display Message Log

This list may vary dependent of type of desktop/Operating system and age of installation.



8.2.1.1 Scenario (F6) A scenario is a predefined list of actions and or malfunctions that will take place during the simulation when Running is activated. Almost any action and malfunction available in the simulator can be included in a scenario. The scenario push button, when activated, displays a directory of the scenarios already created. This feature allows the instructor to load an already existing scenario or creating a new one. To create a scenario, enter scenario by pressing SCENARIO button. Prompts on the screen will guide you through the preparation required. Point and click the software button CREATE at the lower part of the screen, and then point and click at the position where to locate the new scenario (S01 to S20). After prompt and having typed the name of the scenario, press ENTER. A prompt will then ask for an INITIAL condition which will be the basis for the scenario. Type in the appropriate initial condition (101 to 160) and press enter. If accepted, prompt line will add initial condition name and colour changes. 8.2.1.2 Initial Condition Directory (Shift+F6) An Initial Condition is a specific condition of the total simulation plant, comprising a complete set of data and variables. When activating the Init Condition push button, a list of all created initial conditions appears. To store an initial condition to later use, the following procedure must be carried out. Press Freeze. Choose display INIT CONDITION and click on software button CREATE. Type in name of the exercise to be saved in one of the vacant locations and press enter. During the process of creating the exercise its name starts flashing. After few seconds, the new initial condition is made, and the simulation can proceed by pressing Running. To load an Init Condition, press Freeze and click with left mouse button, on the Init Condition selected. Loading is completed when the name of the exercise turns steady. From this step the simulation can start on condition that Running is pressed. 8.2.1.3 Operating Condition (F5) This function allows the instructor to vary the external parameters, the ship dynamics as well as internal processes. In addition the instructor can introduce fixed values of selected variables. By pressing this button, an Instructor picture called Operating Condition is displayed. This picture is divided into several groups where the following parameter can be altered. Access: Different access levels can be set. Sound Control: Allows the Instructor to control the volume of the Sound System in the Cargo control room where the full-mission simulator is installed if applicable. Fixed process: Instructor can introduce fixed process values for some of the major parameters in the systems. Independent of consumption, the fixed values will remain the same. The fixed process is valid for the following systems: Inert gas fixed sets the flue gas oxygen content to 3,5 % Inhibit: The demand for realism with regard to what kind of alarm indication to be most appropriate, depends on the training situation and the number of students present. The



functions are disabled when pressed. For the maximum version, the following functions are available. Alarm Horn (and alarm lamp), operational only. Keyboard Buzzer. Log printer 1: Determines which events or alarms to be logged on the printer. If required, all buttons can be activated. Press the appropriate push button(s) to satisfy the exercise to be run. The actual event/ alarm are printed together with the time it took place. The choice is as follows: Alarm: In general all alarms that occur are printed. Event: All actions from the student are printed, like start/stop of pumps, opening or closing valves. Data Chief: All actions from the Electrical Power Plant will be printed. (If connected) Malfunction: Setting and Resetting of Malfunctions. Instructor: Not in use -Log printer 2: For future use. -Log printer 3: For future use. Snapshot: A snapshot represents the condition of the simulation at the time it was created. If the student fails to run the simulation properly and for instance this results in a black out or any other abnormal condition, the situation can be corrected by simply retrieve a snapshot prior to the "accident". Each Snapshot is identified by the time it was created, manually or automatically. When generated automatically, the interval between each snapshot has to be specified. See also description of Snapshot push button. 8.2.1.4 Malfunction Editor Gives ability for editing and creating of malfunctions prior to start or during the simulation. It is a prerequisite that a scenario is loaded into the desktop. To create a malfunction, click on software button CREATE and click at one of the buttons M01 to M40 and type in a descriptive name of the malfunction. IMPORTANT: When a malfunction name has been typed and ENTERED, a prompt will ask you which TAG name from the Malfunction List is wanted. This tag name must be written with full style name and number directly copied from Malfunction List. In addition, type in _S. Otherwise tag will not enter. When prompt changes colour, it will be written ex. M1301_S, and you are allowed to continue.

In the section VALUE The active and passive values are entered. When prompted, type in values either digital (0, 1, 2 etc.) or analogue in percentage of max. value.



In the section ACTIVE The value entered is the new default as the fault is activated. Selection of how the malfunction will be introduced; continuous fault or repeating fault in the section “AUTOMATIC MODE”. In the section PASSIVE The value entered is starting level at the time when the malfunction is activated. UNIT Engineering unit or percentage. Not necessary to be entered. Under column AUTOMATIC MODE:

Activating this will make fault go active, and stay active, when entered time is reached. Activating this button will make fault go active, and then off again when time limits entered are reached. Activated, this button will make fault go on and off repeatedly within specified time limits, as long as scenario is run.

When activated, time ramp for fault to develop can be specified.

Common for all four function buttons are that faults can be simulated after entering a scenario only when buttons are activated. When active, buttons change colour. Ramp function can be active together with any of three other buttons. Actions to be created in the same way as malfunction editor. Input of tag names similar to malfunctions editor, adding underscore S after the Malfunction tag. When starting a scenario, malfunctions and actions which are activated during the simulation, must be chosen by clicking on software buttons. Changing colours will indicate which buttons are activated. In front of each button there is a light with 2 circles. Outer circle lit means action is activated, but waiting for set time interval to be reached in order to switch action on. Inner circle lit means that READING is active, meaning set intervals are reached, and action started. On the bottom half of screen (buttons A41 to A80) is event malfunctions. Used and created as malfunction, but triggering actions instead of malfunctions. Such as closing of valves. 8.2.1.5 Sound Toggles sound system on/off. Valid for operational simulator only. 8.2.1.6 Time Editor Allows altering the time for which the malfunctions or actions to take place.



Clicking on CHANGE TIMEPHASE software button enters a line on time section of picture. Use the inner scroll buttons to increase or decrease the time between actions or events to take place. Outer scroll buttons to changes time phase. 8.2.1.7 Event Editor Used to supervise and allows adjusting events and event conditions. 8.2.1.8 Snapshot (F4) Takes a snapshot of simulation for later reference. Places snapshot in snapshot directory are referred to by time. NOTE! As soon a new Initial Condition is loaded, all snapshots are deleted. However, a snapshot can be stored as an Init Condition (has to be done before loading a new initial condition). 8.2.1.9 Evaluation Editor For evaluation of the student throughout the exercise taking place. Input of specified measuring variables under tag name. Specify upper and lower limits. Will evaluate how the process is maintained by the student during the simulation. Evaluation criteria are whether student is able to maintain process within specified limits. 8.2.1.10 Running (F1) Starts simulation after having frozen the simulation. The time starts running, and the student(s) can proceed with the exercise. When the RUNNING button is pressed, a message will inform that the simulation has started. 8.2.1.11 Freeze (F2) Freezes simulation during breaks or when situation needs time-out for evaluation. When FREEZE button is pushed, a message will inform that simulation is halted. The simulator must be in FREEZE before loading an Initial Condition or a Scenario.

8.2.1.12 Stop (F3) Ends simulation after a message. Pressing STOP and typing "yes" after prompt will log out of simulator completely, and the desktop will return to the simulator model login-window. To restart, proceed according to the following steps: Type the user's name in the LOGIN picture (i.e. student1) and press ENTER. After a while a new display appears, and by means of the left push button, select the VLCC-II simulation plant. A complete start up takes about 2 - 3 minutes. When finished, the instructor picture Init Condition appears. Load the exercise wanted by pressing the middle button of the mouse at the Init Condition, and proceed by pressing RUNNING.



8.2.2 Alarm Section

8.2.2.1 Alarm Pages The alarm system has several groups with a corresponding red alarm indicator numbered from 1 through 28. Normally, all alarm lamps are turned off. As soon as an alarm occurs, one of the alarm lamps starts flashing. Additional information is obtained by choosing the group with the left mouse button. Each lamp covers alarm points from dedicated sub systems. The alarm point exceeded normal values, turns into a flashing mode. The Alarm point (displayed in the MD picture) turns to steady condition as soon as the operator moves the cursor to its location and resets the alarm by using the left hand side push button of the mouse. As appropriate actions are carried out, the alarm point previously indicated alarm condition, turns off. Measured values are displayed together with tag no., tag name, engineering units, and upper/lower limits for alarms. The limits can be altered from Instructor mode by point and click with left mouse button at limit and then type in new value, press “Enter” (Carriage Return). 8.2.3 Function buttons at the Operator section This section comprises all remedies for the student to conduct an exercise independent on the Instructor or other students. From this section, the student has access to the Malfunction List, Variable List, Alarm List, Picture Directory and other useful features. The following pages contain information on how to utilise these functions. 8.2.3.1 Malfunction List (F9) Most of the Model Drawings comprises one or more buttons marked M. By clicking at one of these buttons with the left push-button of the mouse, a new window will appear at the monitor containing the Malfunction List directory. (The M-buttons turn yellow when malfunctions are activated (in Instructor mode only!)). When in operator mode (student), all malfunctions are displayed, but there is no indication of which fault is introduced. In instructor mode, the same window shows active malfunctions and in addition their settings. Malfunctions are activated by the left hand side push-button of the mouse, while resetting of malfunctions introduced is carried out by use of the right hand side push-button at the mouse. To rectify a suspected fault, move the cursor to the variable in the Malfunction List (ex M1301), and press the right hand push-button of the Mouse. The response from the computer will either be "Repair Attempt" or "Malfunction Reset". If the Malfunction log is turned on, all attempts on repairing the fault are printed.



8.2.3.2 Variable List (F10) Displays a window with a list of all variables in the simulator. All related information is organised in groups. This means that all variables from the Cargo line 1 system are located at pages starting at 0010 until 0017. The List can be scrolled, moved or removed by using the mouse and cursor. After pushing VARIABLE LIST, identify sub system and press selected system. Displayed window will then be identical to the variables found in the corresponding Model Drawing ex. MD 02 at the monitor. Tag details and measured values will be displayed. Displayed data can be changed after clicking on values with left mouse button. After typing in new values and pressing enter new data is entered. There are several ways to change the value of a model variable (ex. start/stop of pumps). One of them is using the Variable List. (Any pump or valve can be operated from this part of the simulator.) As the component to be operated is found, move the cursor to the corresponding variable, press the select button at the unit and type the new value and terminate by pressing "Enter" (Carriage Return). 8.2.3.3 Alarm List (F11) The Alarm List contains alarm groups displaying information of actual value, alarm limits and alarm status. After recognition of the desired Alarm group in the Alarm group directory, use the select button to display the desired alarm group. List can be scrolled, moved or removed with cursor and left mouse button to find desired alarm. After having pressed the ALARM LIST and identified the sub system, window with list of alarms will be displayed. 8.2.3.4 Picture Directory (Home) Displays the directory of all Model Drawings (MD's). After recognition of system, click with the left mouse button on the actual Model Drawing, and seconds later, the subsystem is displayed on the screen. 8.2.3.5 Mark Picture (Shift+F7) When pressing Mark Picture, the displayed Model drawing can be saved, and easily recalled by using the Recall Marked Picture (F7). After clicking Mark Picture enter a chosen number between 0 and 9. After clicking Recall Marked Picture, followed by the same number, the previously MD is displayed again. 8.2.3.6 Select Picture (Shift+Home) Allows selection of a Model Drawing after typing: MD and its corresponding number (in one word). Enter MD and the MD's number without space, i.e. MD 101 and "Enter". 8.2.3.7 Previous Picture/Next Picture (PageUp/PageDown) Allows scrolling to next/previous model drawing (ex.MD 07 MD 08 and MD 09) in line as listed in picture directory. 8.2.3.8 Alarm Acknowledge Acknowledges the alarm being pointed at with the cursor. Use the left mouse button.



8.2.3.9 Alarm Log (F8) Displays pages of all present alarms. Press the "PageUp" or “PageDown” key to get the next page of alarms. 8.2.3.10 Alarm Silence (F12) Resets alarm horn (where installed) in the Cargo Control Room and the internal buzzer. 8.2.3.11 Print Report The "Print report" field is on the lower part of the VDU and by pressing this soft button a complete printout of the alarm status is initiated. 8.2.3.12 Unit Conversion The "Unit Conversion" field is on the lower part of the VDU and by pressing this soft button a menu of different conversions "pops up" (Length, Volume, Area, etc.). Press one of the soft keys in the menu. Press the middle button on the mouse and type the value of the specific unit you want to be converted. And read the converted values in the other fields.

Neptune CHS Cargo Handling Simulator Chemical Carrier User ......Neptune CHS CC User manual 1 1....

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