LCC Systems Description

LIQUID CARGO HANDLING
SIMULATOR
CRUDE OIL TANKER
SYSTEMS DESCRIPTION
Transas is a registered trademark ©Transas Marine Ltd. March, 2002

of Transas Marine Ltd.
in Great Britain and other jurisdictions.
CONTENTS
INTRODUCTION................................................................................................III
Purpose .......................................................................................................III
1. BALLAST SYSTEM .................................................................................. 1-1
1.1 Purpose ............................................................................................ 1-1
1.2 System Structure.............................................................................. 1-1
1.3 Controls ............................................................................................ 1-3
1.4 Monitored Parameters, Indicators .................................................... 1-3
1.5 Alarms .............................................................................................. 1-3
1.6 Protection ......................................................................................... 1-3
1.7 Principal Faults................................................................................. 1-3
1.8 Exercise Termination........................................................................ 1-4
2. CARGO HANDLING SYSTEM ................................................................. 2-5
2.1 Purpose ............................................................................................ 2-5
2.3 Controls ............................................................................................ 2-7
2.4 Indicators.......................................................................................... 2-7
2.5 Alarms .............................................................................................. 2-7
2.6 Protection ......................................................................................... 2-8
2.7 Principle Faults................................................................................. 2-8
2.8 Exercise Termination........................................................................ 2-8
3. STRIPPING SYSTEM............................................................................... 3-9
3.1 Purpose ............................................................................................ 3-9
3.3 Controls .......................................................................................... 3-11
3.4 Indicators........................................................................................ 3-11
The information contained herein is proprietary LCHS CRUDE OIL TANKER. Systems Description.
to Transas Marine Ltd. and shall not be duplicated
or used in whole or part for any purposes whatsoever.
II CONTENTS
3.5 Alarms ............................................................................................ 3-11

3.6 Protection ....................................................................................... 3-12
3.7 Principal Faults............................................................................... 3-12
3.8 Emergency Termination of the Exercise Conduct .......................... 3-12
4. TANK WASHING SYSTEM .................................................................... 4-13
4.1 Purpose .......................................................................................... 4-13
4.2 System Structure............................................................................ 4-13
4.3 Controls .......................................................................................... 4-15
4.4 Indicators........................................................................................ 4-15
4.5 Alarms ............................................................................................ 4-15
4.6 Protection ....................................................................................... 4-15
4.7 Principal Faults............................................................................... 4-15
4.8 Emergency Termination of Exercises ............................................. 4-15
5. OIL DISCHARGE MONITORING AND CONTROL SYSTEM................. 5-17
5.1 Purpose .......................................................................................... 5-17
5.3 Controls .......................................................................................... 5-18
5.4 Monitored Parameters .................................................................... 5-18
5.5 Alarms and Stopping of the Discharge ........................................... 5-18
5.6 Emergency Termination of the Exercise......................................... 5-18
6. INERT GAS SYSTEM............................................................................. 6-19
6.1 Purpose .......................................................................................... 6-19
6.3 Controls .......................................................................................... 6-21
6.4 Monitored Parameter...................................................................... 6-23
6.5 Alarms ............................................................................................ 6-23
6.6 Protection ....................................................................................... 6-24
6.7 Principal Possible Faults ................................................................ 6-24
6.8 Emergency Termination of the Exercise......................................... 6-24
The information contained herein is proprietary

INTRODUCTION
PURPOSE
The Liquid Cargo Handling Simulator (LCHS) is intended for the training and prac-
tising of tanker personnel in the handling of liquid cargoes in accordance with the
requirements of STCW-95, MARPOL 73/78 and other International Regulations
and Conventions.
The general description of systems provided in this document is the basis for fami-
liarising with the simulator structure and serves for studying the tanker systems
within the framework of standard IMO courses: IMO 2.06 “Cargo and Ballast Han-
dling Simulator” and IMO 1.01 “Oil Tanker Familiarization”, 1.02 “Advanced Tan-
ker Program on Oil Tanker Operations”.
For a prototype a tanker for the carriage of crude oil was selected; its deadweight
is 60,000 tons, length overall is 240 m, breadth is 32 m.
The tanker has been built in compliance with all the modern regulations.
Ballast tanks which form a double skin around the cargo capacities are used for
receiving clean ballast.
Cargo spaces are divided into the portside and starboard tanks to reduce the li-
quid’s free surface. The ship framing is removed to the ballast tanks, a free running
down of cargo along the smooth surface of tank walls is, therefore, ensured. In the
middle of the aft part of the tank there are suction wells wherefrom the oil taken to
the pumps via pipelines.
IV INTRODUCTION
Tonnage and dimensions

Cargo handling: Fo-
Gross: 37,409 t
ur steam turbine dri-
Net: 21,431 t
ven cargo oil pumps,
Deadweight: 60,500 t
each capacity 1,500
Length overall: 242.6 m
m3/h
Length b.p.: 228.6 m
Breadth moulded: 32.2 m Stripping el. driven
Depth moulded 18.0 m pump capacity 400
Summer load line draft 12.5 m m3/h.
Cargo capacities and Two el. driven bal-

facilities: last pumps each ca-
Cargo oil (include slops) 70,140 m 3 pacity 900 m3/h.
Water ballast 22,000 m3
The stripping, ballast and cargo pumps are arranged in a special pump compar-
tment which is located under the forward part of the vessel superstructure. The
pump room is separated from the engine room where all the pump drives are in-
stalled. The transmission from the drive to the pump is by means of the cardan
shaft. In the top of the pump room a washing water steam heater is installed.
The tanker systems are implemented as linear structures. In the bottom part of
the tanker the pipes are laid in a special tunnel; in the top part of the tanker they
are laid in the central part of the main deck. We will now consider the systems.

1. BALLAST SYSTEM
1.1 PURPOSE
The system is designed for the reception and discharging the clean ballast from
the double bottom and double skin tanks to ensure the required vessel stability
and stresses on the hull.
1.2 SYSTEM STRUCTURE

The essential system equipment is shown in the drawing (see Fig. 1).
The clean ballast system consists of:
– two centrifugal ballast pumps Bp1 and Bp2, each with the capacity of
Q=900 m3/h, at P∼5 bars with self-priming systems V;
– ten tanks: B2P, B4P, B6P, B8p, B10P on the portside and B1S, B3S, B5S,
B7S, B9S on the starboard, with intake connection pipes and venting pipes;
– afterpeak and forepeak tanks BAP and BFP;
– two sea chests (Bch1 and Bch2) with strainers;
– system’s cut-off valves Bv1.…Bv5, Bv7.…Bv16, Bv18;
– throttle valves of tanks Bv1s.…Bv10p and Bvfp, Bvap. For the throttle valves
the system uses the butterfly valves whose position determine the valve’s
clear opening;
– two discharge non-return valves Bv6 and Bv17.
Fig. 1 Ballast system
CONTROLS 1-3
1.3 CONTROLS
– control of the cut-off valves Bv1.…Bv18;
– pumps ON/OFF buttons;
– control of the throttle valves in tanks Bv1s.…Bv10p and Bvfp, Bvap;
– self-priming systems of ballast pumps – V.
1.4 MONITORED PARAMETERS, INDICATORS

– Ballast tank level change indicator B1S.…B10P;
– Bp1 and Bp2 pumps ON indicator;
– Bp1 and Bp2 pumps charging pressure, suction vacuum;
– ON indicator of pumps self-priming systems V;
– Indicators of the system’s cut-off valves Bv1.…Bv18;
– Indicators of the throttle valves position on the tanks.
1.5 ALARMS
– no response from the throttle valve to the change of setting for 10 sec;
– uppermost/lowermost levels in ballast tanks B1S.…B10P.
1.6 PROTECTION
A pump is turned off to protect it from overheating.
1.7 PRINCIPAL FAULTS

– valves do not operate due to hydraulic system fault;
– faults in individual hydraulic drives of valves;
– fouling of sea chest strainer;
– fault in the self-priming systems V (no vacuum in the self-priming system);
– pump emergency stop to protect it from overheating;
– freezing of ballast in tanks.
The information contained herein is proprietary LCHS CRUDE OIL TANKER.Systems Description.
1-4 BALLAST SYSTEM
1.8 EXERCISE TERMINATION

For the training purposes, an exercise is terminated if:
– the tank is overfilled. The tank will not be destroyed. (The exercise is termi-
nated with the aim of developing skills ruling out the use of the tank pressing
in and discharge of sea water from the tanks across the dirty deck and over-
board);
– admissible heel and draft values have been attained.

2. CARGO HANDLING SYSTEM
2.1 PURPOSE
The cargo handling system serves for the charging, discharging, transfer of the ca-
rgo on board the ship. It is also used for the tank stripping and washing process.

The cargo handling system is designed as a linear structure and includes (see
Fig. 2):
– cargo inlet/outlet pipes connected with shore manifolds through valves
(Cv29, Cv4), (Cv28, Cv3), (Cv27, Cv2), (Cv26, Cv1);
– sixteen tanks for the carriage of liquid cargo combined to form four groups
(C1S,P, C5S,P), (C2S,P, C6S,P), (C3S,P, C7S,P), (C4S,P, C8S,P);
– pipelines for the distribution of cargo among the tanks, including the cut-off
valves Cv10….Cv25;
– pumps’ throttle valves (Cv5….Cv8);
– tanks’ throttle valves (Cv1s….Cv8p);
– four centrifugal cargo oil pumps Pump1 … Pump4 with the maximum capacity
of ∼1500 m3/h at the pressure of P≈12 bars. The pump capacity is controlled by
the rate of revolutions of its turbodrive from 500 rev/min to 1500 rev/min. A set
of valves allows each pump to intake cargo from any group of tanks;
– system of vacuum self-priming to each cargo pump V, which enables the strip-
ping of tanks without the use of a stripping pump. Its operating principle comes
down to the creating of vacuum at the cargo pump suction;
to Transas Marine Ltd and shall not be duplicated
Fig. 2 Cargo handling system
CONTROLS 2-7
– sea chest connected with the system via Cv9 cut-off valve;
– COW1.…4 pipes for feeding the crude oil or water to the washing system from
the cargo pumps;
– Slop1.…4 pipes for the delivery of oil from cargo pumps to slop tank C8P;
– Strip1.…4 pipes for the connection of the cargo handling system with stripping
system.
2.3 CONTROLS
System controls are shown on “Cargo Handling System” mnemonic diagram
Fig. 2:
– throttle valves in the suction wells of tanks Cv1s.…Cv8p;
– head valves of cargo pumps Cv5, Cv6, Cv7, Cv8;
– start/stop of cargo pumps Pump1.…4;
– increasing/reducing the revolutions of cargo pumps Pump1….4;
– switching on/off of self-priming system V;
– cargo charging, discharging and distribution cut off valves Cv10….Cv25.
2.4 INDICATORS
– Pump1.…4 pumps ON indicator (operating/not operating);
– Pump rate of revolutions RPM;
– Cargo pump’s charging and suction pressure;
– Indicators of the throttle valves’ open position;
– Cargo oil level, temperature and density in the tanks;
– Rate of cargo oil delivery into the tanks;
– Gas pressure in the tanks;
– Pressure in the cargo lines before the shore manifolds Cg1….Cg4;
– Temperature of the cargo pumps’ bearings.
2.5 ALARMS
– There are two stages of alarm for a high oil level in the tanks:
• a warning at 95% of filling;
• emergency alarm at 98% of filling.
– High temperature of cargo pumps’ bearings;
– No response from the throttle valve to the change of setting for 10 sec;
– Overspeed of cargo pumps turbo-drives.
2-8 CARGO HANDLING SYSTEM
2.6 PROTECTION
The cargo pumps are stopped automatically in case of:
– faults in Inert Gas System (IGS);
– overspeed of the turbine;
– high temperature of the cargo pump bearings.
Emergency stop can be effected from any post for turning off the cargo pumps.
2.7 PRINCIPLE FAULTS

– leakage of deck pipelines, pipeline compensators;
– faults in cut-off and throttle valves;
– cargo pump break-down due to the faulty turbodrive or bearing heating;
– fault in the vacuum self-priming system V;
– no oil intake from the tank – fouling of the mud box of the inlet pipe.
2.8 EXERCISE TERMINATION

For the training purposes, exercises are terminated in the following cases:
– filling of cargo tanks to more than 100 per cent of their capacity, as there is
overflowing of cargo;
– mixing of different grades of cargo in the tanks;
– pressure growth in the cargo lines to more than 1.5 of the rated value.

3. STRIPPING SYSTEM
3.1 PURPOSE
The stripping system is designed for:
– draining the cargo oil residue from the pipelines of the cargo handling system;
– can be used for the stripping of cargo tanks in case of failure of self-priming
systems in the cargo pumps;
– for the collection and delivery of cargo residue on shore;
– for filling and draining of the slop tanks;
– the system is used in the process of tank washing.
In addition, the system’s piston pump is used for the pressing-in of the cargo pi-
pelines before the beginning of cargo handling operations. The pump’s set of
valves allows any tank to be stripped and cargo to be drained from any pipeline.

The system includes:
– slop tanks C8P and C8S;
– sea water chest with the cut-off valve Sv2;
– cut-off valve Sv16 – draining pipeline of the tank washing system;
– cut-off valves Strip1.…4 connecting the stripping system with the cargo han-
dling system;
Fig. 3 Tank stripping system
CONTROLS 3-11
– cut-off valves Slop1.…4 connecting the cargo oil deck pipelines with a drain
to tank 8p;
– SWW pipe for the connection of the stripping system with the tank washing
system deck pipeline;
– small diameter pipeline for removing stripped oil products ashore via Sv17
valve;
– pressure and flow throttle valve of the stripping pump Sv13;
– steam heater of the sea water Sh;
– system’s cut-off valves – Sv1.…Sv11, Sv14….Sv17;
– Sj ejector with a capacity of Q ≈ 150 m3/h;
– stripping pump Sp1 with a capacity of Q ≈ 400 m3/h.
3.3 CONTROLS
The principal system controls are shown in Fig. 3:
– cut-off valves of the system Sv1, Sv3.…Sv11, Sv14.…Sv16, Strip 1.…4,
Slop 1….4;
– throttle valve Sv13 changes the pump capacity and pressure;
– start/stop of the stripping pump Sp1;
– valve for the delivery of stripping products ashore Sv17;
– valve for the reception of water from the sea chest Sv2;
– valve for feeding steam to the heater Sh – Sv12.
3.4 INDICATORS
– Sp1 pump ON indicator;
– Indicators of cut-off valves position Sv1.…Sv17, Slop1.…4, Strip 1….4;
– Indicators of level in slop tanks 8p and 8s;
– “Oil/water” interface detector in slop tanks 8p and 8s;
– Pressure on the pump charging line in the feed pipes to the shore and wash-
ing system Sg1;
– Temperature of sea water heated for the washing of tanks Sg2.
3.5 ALARMS
Level in the slop tanks.
3-12 STRIPPING SYSTEM
3.6 PROTECTION
No protection is provided.

– fouling of sea chest and strainer on the suction line;
– failure of stripping pump Sp1 drive.
3.8 EMERGENCY TERMINATION OF THE EXERCISE CONDUCT

For the training purposes, exercises are terminated in the following cases:
– filling of cargo tanks to more than 100 per cent of their capacity, as there is
overflowing of cargo;
– mixing of different grades of cargo in the tanks;
– pressure growth in the cargo lines to more than 1.5 of the rated value;
– reciprocating pump is started with valves closed on the charging line.

4. TANK WASHING SYSTEM
4.1 PURPOSE
The tanker is equipped with stationary tank washing system. This system enab-
les the tank surfaces to be cleared of oil’s paraffin sedimentation by using the
jet of crude oil or sea water. For a better cleaning process, the sea water can be
heated, and some detergents may be added to it.

The following equipment should be listed as the system’s principal equipment:
– washing system deck pipeline (see Fig.4 Tank Washing system);
– 31 washing machines on the tanks;
– cut-off valves COW1.…4 through which the washing liquid from the cargo
handling system is fed to the washing pipeline. In this case the operation of
not more than 8 machines can be enabled simultaneously;
– cut-off valve SWW through which the washing liquid from the stripping sys-
tem is fed to the washing pipeline. In this case the operation of not more
than 4 machines can enabled simultaneously;
– gravity drain from the washing system deck pipeline via Slop pipe into tank
C8P.
Fig. 4 Tank washing system
CONTROLS 4-15
4.3 CONTROLS
Controls are shown in Fig. 4:
– COW1.…4 valves for feeding the washing liquid from the cargo handling
system;
– SWW valve for feeding the washing liquid from the stripping system;
– Cut-off valves before the washing machines W1v1….W8v4;
– Throttle valves W1v….W8v;
– Programming device of the operating mode of each washing machine in the
way of the cleaning angle, revolutions rate and the number of cycles.
4.4 INDICATORS
– pressure gauge Wg9 in the washing pipeline;
– pressure gauges Wg1.…Wg8 at each group of washing machines;
– operation indicator for each washing machine.
4.5 ALARMS
Low pressure of the washing liquid before the washing machine.
4.6 PROTECTION
The cleaning process is stopped if the oxygen content in the tank is more than
8% of its volume, or in case of an oil spill.

– breakdown of the washing machine drive;
– choking or breaking of washing machines.
4.8 EMERGENCY TERMINATION OF EXERCISES

The exercise is terminated when the washing rules are violated (deviation of tech-
nology).
5. OIL DISCHARGE MONITORING
AND CONTROL SYSTEM
5.1 PURPOSE
The system is installed on the tanker in accordance with MARPOL 73/78 requi-
rements. It serves for the monitoring of oily water operations and registry of the
amount of oil products discharged overboard.

The system consists of (see Fig.3 Tank Stripping Systems):
– slop tanks 8p, 8s where the oily water settling takes place and water contai-
ning oil is subjected to the preliminary cleaning by the gravity separation;
– water intake from the second stage of slop tank 8s;
– positive displacement pump Sp2;
– cleaning equipment (filter separator) FS with a system for discharging sepa-
rated oil into slop tank 8p;
– oil discharge monitoring and control (ODMC) system which receives infor-
mation from the log (vessel speed), flow rate meter, and the oil content me-
ter, which stops the discharge overboard if any of the set discharge condi-
tions are not observed;
– cut-off valve for water discharge overboard Sv15;
– valve Sv1 for the connection between the first and second settling stages of
the slop tanks.
5-18 OIL DISCHARGE MONITORING AND CONTROL SYSTEM
5.3 CONTROLS
– start/stop of pump Sp2;
– valve Sv1;
– cut-off valve for the water discharge overboard Sv15;
– switch from the discharge overboard to the discharge to a slop tank in an auto-
matic or manual mode.
5.4 MONITORED PARAMETERS

– levels in slop tanks 8s and 8p;
– oil film thickness along oil/water interface detector in slop tanks;
– flow rate discharge overboard via the cleaning equipment;
– oil content in the discharged water (ppm);
– amount of the discharged oil product (liters per mile) and total amount (m3);
– separator operation.
5.5 ALARMS AND STOPPING OF THE DISCHARGE

– In cases of faults in the ODMC system;
– In cases when the limitations for oily water discharge are not observed;
– In case of a high level in the second stage of the slop tank;
– When the cleaning equipment is being started there is a starting interlock.
5.6 EMERGENCY TERMINATION OF THE EXERCISE

The exercise is terminated if the oily water and cargo discharge conditions are
not observed.

6. INERT GAS SYSTEM
6.1 PURPOSE
The Inert Gas System is designed for creating an atmosphere with the minimum
oxygen content in the vessel’s cargo tanks which rules out the ignition or explo-
sion of carried cargo vapours This is gained by feeding the inert gases (CO2) in-
to the tanks and maintaining the inert environment in the holds on the level of
the cargo carrier’s requirements (but not more than 8% of oxygen in volume).
Optionally the system is used for gas-freeing of the tanks before repairing works.

The system includes:
– Gas generator IB1 (auxiliary boiler);
– Valve Iv1 for the boiler exhaust gas withdrawal to IGS;
– Scrubbers (devices for cleaning and cooling the leaving boiler gases) IS1
and IS2;
– Gas drying separator IK1;
– Inlet valve Iv2 before gas blowers;
– Throttling valves (Iv3 …Iv6);
– Suction air valve Iv10 from atmosphere for gas-freeing;
– Gas blowers (Blower1 and Blower2) for the delivery of inert gas/air in the tanks;
Fig. 5 Inert Gas Plant
CONTROLS 6-21
– Gas analyser (A/M):

• A –automatic control for valves Iv7 and Iv8;
• M – manual control for separate maneuvering of Iv7 and Iv8.
– On-deck water seal IDs;
– Valve Iv14 for maintaining the level in the deck water seal;
– Valve Iv15 for heating water in the on-deck water seal IDs;
– Deck non-return valve Iv9; (pay attention to Fig.6 Inert Gas Deck distribution
lines);
– Common deck liquid pressure/vacuum beaker – P/V-breaker;
– Linear system for feeding gas into the tanks with non-return valves (I1s..I8s),
(I1p…I8p);
– Ventilating tanks system:
• (I…p2), (I…s2 for low tank feeling;
• (I…p1), (I…s1 for upper tank feeling;
• (I…pA), (I…sA) for automatic tank feeling.
– Sea pump Ip1;
– Inlet water Sea Chest and out let tube pipes from IS1, IS2,IK1 and IDs;
– Sea water delivery valves Iv11, Iv12, Iv14 to IS1, IS2, IDs respectively.
6.3 CONTROLS
1. Valve for the delivery of fuel to boiler FUEL.
2. Boiler shutter (fuel/air status change) AIR.
3. Cut-off valves Iv1 and throttling Iv2 for the intake of gases into the scrubbers
(coolers) IS1, IS2 and IK1.
4. Gas blower’s cut-off valves Iv3…Iv6.
5. Valve for the intake of air from atmosphere Iv10 (for tank gas-freeing before
their inspection).
6. Throttling valve Iv7 for discharging gas into atmosphere (mode of stand by
for operation or a short pause in the inerting tanks.
7. Throttling valve Iv8 for delivery gas to deck seal Ids.
8. Non-return valve Iv9 after the deck seal: delivery of gas to the IG-deck line.
9. Non-return valves on tanks for filling them in with inert gas (I1p…I8p) and
(I1s…I8s).
10. Non-return throttling valves on tanks for low (I…p2), (I…s2) and upper
(I…p1), (I…s1) tank feeling.
Fig. 6 Inert Gas Deck Distribution Line
MONITORED PARAMETER 6-23
11. Start/Stop of gas blowers (Blower1 and Blower2), pump Ip1. The Boiler IB1 al-
ways work in 40 –100 % Load.
12. Water inlet Iv11, Iv12 valves in scrubbers IS1 and IS2.
13. Cut-off valves Iv14 of the overboard water system used for the water level
control in IDs.
14. Valve Iv15 for feeding steam to the water seal for heating IDs.
6.4 MONITORED PARAMETER

1. Quantity of exhaust gases from the boiler Ig1.
2. Colour of exhaust gases from the boiler (regulations are set at the ports of
call) SMOKE.
3. Gas temperature, pressure, carbon and oxygen intake in scrubbers IS1, IS2.
4. Gas temperature, carbon Ig3 after the first stage IS1.
5. Gas temperature, carbon Ig4 after the second stage IS2.
6. Gas temperature, pressure after the gas blowers and oxygen content Ig5
(5% in volume).
7. Gas temperature, pressure and oxygen Ig6 after the water seal IDs.
8. Water temperature, level Ig10 in the water seal IDs.
9. Pressure/vacuum in tanks.
10. Cubical content of oxygen and CH-group in the tanks.
11. Level in pressure/vacuum breaker Ig12.
6.5 ALARMS
1. High temperature at the inlet Ig2 and outlet Ig4 of gas coolers IS1 and IS2.
2. High content of O2 in gases after the gas blowers Ig5.
3. Low pressure after blowers Ig5.
4. High gas temperature Ig5 before the water seal IDs.
5. Low level of water seal and water temperature Ig10 in it.
6. Level in Pressure/vacuum breaker Ig12.
7. High oxygen content, high temperature and pressure the tanks.
6-24 INERT GAS SYSTEM
6.6 PROTECTION
1. Boiler breakdown, no signal from the light flame diode.
2. High level of O2 after the gas blowers, the automatics start discharging gas-
es in the atmosphere via Iv7, Iv8 closed the same time and then stop the ca-
rgo pumps.
3. High gas temperature Ig5 before the water seal IDs.
4. High pressure in the tanks or low pressure (vacuum) during the unloading.
5. Low level in the water seal.
6.7 PRINCIPAL POSSIBLE FAULTS

– Breaking of the gas blowers;
– Emergency stop of the boiler;
– Low-quality fuel burning, high temperature of exhaust gases and a high per-
centage of oxygen in them;
– Fouling of gas coolers IS1, IS2;
– Leakage inlet air valve Iv10 of the blowers;
– Faults in the overboard water pump Ip1.
6.8 EMERGENCY TERMINATION OF THE EXERCISE

Oxygen cubic content in the tank exceeds 8 per cent in the process of the cargo
handling operations.


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LIQUID CARGO HANDLING

Transas is a registered trademark ©Transas Marine Ltd. March, 2002

3.5 Alarms ............................................................................................ 3-11

The information contained herein is proprietary

Tonnage and dimensions

Cargo capacities and Two el. driven bal-

The information contained herein is proprietary

1.2 SYSTEM STRUCTURE

1.4 MONITORED PARAMETERS, INDICATORS

1.7 PRINCIPAL FAULTS

1.8 EXERCISE TERMINATION

The information contained herein is proprietary

2.2 SYSTEM STRUCTURE

2.7 PRINCIPLE FAULTS

2.8 EXERCISE TERMINATION

The information contained herein is proprietary

3.2 SYSTEM STRUCTURE

3.7 PRINCIPAL FAULTS

3.8 EMERGENCY TERMINATION OF THE EXERCISE CONDUCT

The information contained herein is proprietary

4.2 SYSTEM STRUCTURE

4.7 PRINCIPAL FAULTS

4.8 EMERGENCY TERMINATION OF EXERCISES

5.2 SYSTEM STRUCTURE

5.4 MONITORED PARAMETERS

5.5 ALARMS AND STOPPING OF THE DISCHARGE

5.6 EMERGENCY TERMINATION OF THE EXERCISE

The information contained herein is proprietary

6.2 SYSTEM STRUCTURE

– Gas analyser (A/M):

6.4 MONITORED PARAMETER

6.7 PRINCIPAL POSSIBLE FAULTS

6.8 EMERGENCY TERMINATION OF THE EXERCISE

The information contained herein is proprietary

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