Oil Tanker

As their name suggests, tankers are mammoth floating tanks that transport liquid cargo such as petroleum and natural gas. A tanker has several individual compartments inside the main body, allowing it to carry thousands of tons of petroleum. The vessel M.T. UNICORN, on which this assignment is based, is a double hull construction through the cargo tank area with the double bottom and side spaces used for segregated water ballast. Vessels system is designated to handle Crude / Product oil in bulk. System consists of 12 cargo tanks & 2 slop tanks divided into 3 groups. The cargo tank area is isolated from the engine room by the pump room; pump room casing and No.1 heavy fuel oil tank P & S. Throughout this assignment the expression cargo tank represents any cargo-carrying tank including the slop tanks, where as cargo oil tank represents any such tank except the slop tanks.

CARGO OIL SYSTEM

TANK ARRANGEMENT
The cargo tank area is divided into six pairs of cargo oil tanks and two slop tanks. The Slop tanks are separated by a centre line bulkhead and located aft of the Crude oil tanks. From the cargo handling point of view, the tanks are arranged in three groups as follows: o Group 1 = Nos. 1 & 4 C.O.T P& S + Slop tank P & S. o Group 2 = Nos. 2 & 5 C.O.T P& S o Group 3 = Nos. 3 & 6 C.O.T P& S Slop Tank P is arranged as the dirty tank that during normal washing operations should receive washings and eductor driving oil. The total cargo capacity of cargo oil tanks including slop tanks at 98% is 178193 m3. All cargo tanks are equipped with steam heated heating coils. The heating system is designed for raising the temperature in the

cargo oil tanks from 44C to 66 C within 96 hours at an ambient temperature of 2C and a seawater temperature of oily water (50/50) from 44C to 66C withing 24 hours at the same temperature conditions.

MAIN PUMPING ARRANGEMENT

There are 3 main cargo lines served by 3 cargo pumps of capacity 4000 m3/hr. Loading is via drops located on main deck near manifold. Vessel has 1 stripping pump of capacity 300 M3/hr & one cargo eductor 800 m3/hr The cargo oil is handled by three stream turbine driven centrifugal pumps with a capacity of 4000m3/h each at a total head of 135 meter. The pumps are fitted with a self priming system with individual gas separators and a common vacuum pump unit. The pumps are started and stop from the turbine control panel in the engine room. Emergency stop facilities are arranged in the pump room and cargo control room, at the pump room entrance and at the cargo manifold spill tanks the turbine speed is monitored and controlled from the cargo control room with remote indication in the engine control room.

MAIN PIPING ARRANGEMENT

The tank groups are served by individual bottom main lines that are interconnected at the forward end via dual- valve arrangement and in the pump room via a pump suction crossover line. From the respective bottom main line there is one branch line to each tank within the group. In the tanks, the branch lines are provided with separate main and stripping suction bellmouths (main suction bellmouths only in the slop tanks). The slop tanks are interconnected by means of a decanting line, which must be kept closed except during washing with water. The piping for Slop Tank S includes a separate discharge line directly connected to the pump suction crossover line. The starboard side end of the pump suction cross over line is connected to a seawater intake via two stop valves with an intermediate spectacle flange. At the port side end of the cross over line there is an emergency deballasting connection from the ballast system piping via two stop valves with an intermediate spool piece and a check valve. This spool piece must always be

dismounted except when required for emergency deballasting by means of the cargo oil pumps. The discharge side of each cargo oil pump is connected to an individual riser line that feeds a deck main line connected to a manifold cross over line amidships. These crossovers are interconnected through dual valve arrangements. The manifold arrangements are provided with spill tanks that may be drained to No.4 cargo oil tanks P & S respectively by means of hand operated pumps through fixed piping, check valves and inert gas pressure compensating devices. Aft of the manifold crossover lines there is a direct loading drop line from each of the main lines to associate bottom main line. The drop lines are carried through No.4 Cargo oil tank S. At the aft end, deck main line3 is provided with a permanent connection from the inert gas supply as discussed later in this assignment. The pump risers are interconnected by means of a discharge crossover line, which also serves the stripping eductor, the tank washing system main line. And the direct overboard discharge line. Each riser is provide with a remote controlled capacity regulation valve the throttling of which will enable bleeding of washing oil to the tank washing system during discharge of cargo oil as discussed later in this assignment. The above mentioned overboard discharge line is intended for the discharge of oily water as discussed later. The outlet is at the starboard side of the vessel above the heavy ballast waterline. The overboard line is provided with a flow measuring orifice and an oily water sampling probe which are included in the oil discharge monitoring equipment (ODME) that controls the overboard discharge valve and associated recirculation valve which is installed in a return line connected to the slop tanks. A similar flow meter is also installed in the stripping pump discharge line and the tank washing main line must always be in closed position except when required open for the discharge of oily water.

MAIN STRIPPING ARRANGEMENT

The main components of the stripping arrangement are one stripping Eductor and one stripping pump.

The Eductor is the primary unit for stripping the cargo tanks. For the cargo oil tanks this is done via the bottom main line and a separate stripping cross over line in the pump room. The slop tanks have individual, direct suction connections to this cross over lines. The Eductor discharge to either of the slop tanks. The pump is primarily intended for draining all pump room piping as well as the cargo oil pumps and their self-priming system but it may also be used for draining all piping in the cargo tank area. The pump is also used as pump room bilge pump. It discharges to a separate stripping line on upper deck, to overboard line discussed above, or to either of the slop tanks via the above mentioned return line. The stripping line is connected to each of the manifold crossover lines outside of the respective manifold valves and is intended for the discharge ashore of the final tank and line draining. The Eductor has a stripping capacity of 600m3 at a total head of 25meters. The driving fluid requirement is 930-m3/ hour at a pressure of 11.5 bar. Driving fluid is provided by any of the cargo oil pumps via the pump discharge crossover line. The Eductor is operated locally from the pump room or remotely from the Cargo Control Room. The stripping pump is a steam driven reciprocating unit with a capacity of 300m3/ hour at a total head of 135meters. It is started and stopped locally in the pump room or remotely from the cargo control room. The pump is primarily controlled by means of speed setter in the cargo control room but may also be controlled locally by manual operation of the steam control valve of the pump driver. The cargo control room installations include a mechanical emergency stop device. The performance of the pump is monitored by a stroke counter in the cargo control room as well as by the local suction and discharge gauges with remote indications in the cargo control room.

2-SEGREGATED WATER BALLAST SYSTEM

Water ballast may be carried in six pairs of wing tanks in the double hull structure as well as in the fore and aft peak tanks. The combined stowage capacity of these tanks is sufficient to comply with the MARPOL- 73/78 draught requirements. The aft peak tank is served by the Bilge/ Fire and general service pump

in the engine room. Two ballast pumps through a ring main line system serve all the other tanks in the double bottom. The main line may be split in two parts by means of isolating valves in No.2 water ballast tank Port. One part then may serve No. 1,3 & 5 WBT (P&S) and the Fore Peak and the other part No. 2, 4 & 6 (P&S). The ballast pumps are electrically driven centrifugal units with a capacity of 2500m3/ hour each at a total head of 30 meters. The pumps are started and stopped locally from the motor control panel in the engine room or remotely from the cargo control room. The performance of the pump is monitored by local suction and discharge pressure gauges with remote indication in the cargo control room and on the motor control panel. The ballast system includes a stripping Eductor with a capacity of 500m3/ hour at a total head of 20 meters. The driving head is provided by any of the ballast pump and the requirement is 1990m3/ hour at a pressure of 3.1 bars. The Eductor is operated locally in the pump room or remotely from the cargo control room. The performance is monitored by local suction, discharge and driving water pressure gauges with remote indications in the cargo control room. The ballast pumps normally take suction from the main lines or from a seawater intake at the port side of the pump room. The Eductor takes suction from the main lines only. During deballasting, the pumps and the eductor discharge to a direct overboard discharge line at the port side of the vessel the outlet of which is located above the heavy ballast waterline. This overboard line includes a connection from the inert gas system. To allow for deballasting when the ballast pumps are not available, there is an emergency connection between the ballast system main lines and the cargo oil pump suction crossover lines as detailed in cargo oil system.

3-TANK WASHING SYSTEM

The main components of this system are permanently installed washing machines that are fed from the main and branch line arrangement on upper deck. Each machine may be isolated by a stop valve. Downstream from each such valve there is a line filter. The washing fluid is supplied by any of the cargo oil pumps via a riser line from the pump discharge crossover line in the pump room. The choice of the pumps is available. The

system is designed for supply of washing fluid to maximum four washing machines at a time. In the pump room, the riser line is provided with a stem heated washing water heater in a bypass arrangement. The waterside is isolated by means of a stop valve and a spectacle flange. These flanges must always be in closed position except when the system is used for hot water washing. During washing, the pressure in the main line should be maintained at minimum 8.5 bars at the aft end in order to ensure satisfactory operating conditions also for the forward most washing machines. A min line pressure below 7.5 bar would considerable reduce the effectiveness of the washing operations. The pressure is normally monitored remotely from the cargo control room but there is also a boss of the connection of a portable pressure gauge at the aft end of the main line. The system includes totally 28 washing machines; two deck mounted single nozzle units in each cargo tanks (one unit only in each slop tank) and one submerged twin nozzle unit in each slop tank. The single nozzle washing machines are of type SC 90t and manufactured by Scan jet Clean AB, Sweden. These machines have a nozzle diameter of 30mm, which gives a capacity of approximate 85m3/h and an effective reach (jet length) of approximately 35m at an operating pressure of 8 bars at the washing fluid inlet. The nozzle is rotary mounted in a housing, which is rotatory, mounted to a 3.5 metre long drop pipe. Each machine has a programmable driving unit which is mounted on top of the washing fluid inlet housing and which is powered by a turbine in the inlet housing. The turbine is driven by the washing fluid. The driving unit gives the nozzle housing a controlled rotation around its vertical axis at a speed of 0.8 to 1.8 rpm (the speed depends on the actual supply pressure of the driving fluid and adjustments made). Simultaneously the driving unit, via a lifting rod and link arrangement, causes a change of the nozzle elevation at a preset pitch (= change of elevation for one full turn of the nozzle housing). The controlled motion of the nozzle produced a helical spray patter over the tank surfaces with a pitch that can be selected by manipulating four programme knobs on the top of the driving

unit, each one representing a pitch of approximately 1.5, i.e. making available a pitch of approximately 1.5, 3.0, 4.5 or 6.0. Pitch 0 in combination with stationary (non-rotating) nozzle housing is also available should it be necessary to give singular spots a more through washing. The actual elevation of the nozzle is indicated by a scale on the upper part of the lifting rod that protrudes through the driving unit top cover. The vertical movement of this rod indicates weather the nozzle is moving upward or downwards. The direction of the nozzle in the horizontal plane is shown by a distinctive mark on top of the lifting rod. The machines should normally be operated with a pitch of 3.0. When washing prior to dry-docking or after the carriage of a high viscosity cargo, a lower pitch should be used. The normal parking positions of the nozzles between washing operations is vertically downwards, which is defined as elevation 0. During the preparations for washing, the nozzles are to be hand cracked to the starting position by means of the tools provided for that purpose. After completion of washing programme, the nozzles should be hand cracked back to the recommended parking position. This should also be done if the washing is stopped with a nozzle in any other position. The submerged twin nozzle washing machines are nonprogrammable units of type SC 45TW and manufactured by Scanjet Clean AB, Sweden. These machines have a nozzle diameter of 17 mm, which gives a combined capacity of approximetly 45 m3/h, and an effective reach of approximately 21 m at an operating pressure of 8 bar at the inlet to the nozzle unit. The nozzle units are installed approximately 4.2 m above the tank bottom. Each unit is rotatory mounted in a housing that is rotatory mounted to the feeding pipe. The rotatory motions are achieved by means of an internal turbine and gear arrangement that is powered by the washing fluid. This arrangement results in a controlled rotation of the housing of approximately 2.5 rpm (the speed depends on the actual supply pressure of the driving fluid) and that the nozzles perform a full global cycle in approximately 10 minutes. The proper operation of these machines may be verified by listing to their moving sound pattern, preferably when associated deck-mounted washing machine is not operating. In addition to the permanent tank washing installations, the vessel has totally 38 dedicated hatches for portable washing machines for water washing of the cargo tanks. There are three

such hatches for each cargo oil tank and one for each slop tank. For feed the portable washing machine, there are totally 14 hose connectors of hydrant valve type suitably distributed among the branch lines for the permanent washing machines. These connectors are isolated by means of spectacle flanges that always must be in closed position except when required open for water washing with portable equipment.

4-INERT GAS AND TANK VENTILATION SYSTEM

The vessel is equipped with an inert gas system to ensure a non- explosive atmosphere (i.e. max. 8% of oxygen by volume) in the cargo tanks during cargo handling and crude oil washing. The system is of the boiler flue gas type and has a capacity of 15,000Nm3/h of inert gas with an oxygen content of maximum 5 percent by volume. The system includes a fuel oil fired 500 Nm3/h topping up generator. In case inert gas is not available from the vessels own plant, such gas may be received from an external source via below mentioned vapour collection cross over line. The inert gas is discharged to a main line on upper deck via a water seal to prevent a back-flow of hydrocarbon gases from the carbon tanks to the engine room. During normal operating conditions, the system pressure downstream from the seal is approximately 1,500 mm WG. The pressure is monitored downstream from the deck main valve by means of a pressure

sensor with read out in engine control room, pump room entrance and wheel house. From the main line, the inert gas is distributed to each cargo tanks via branch lines with lockable stop valves. The branch lines to all starboard side cargo tanks are provided with valved and blanked connections for flexible hoses to make it possible to feed inert gas into the main ballast tanks, fore peak tank and the void space above this tank through dedicated and normally blind flanges filling connections. Inert gas may also be fed into the cargo oil system and ballast system piping through stop valve / spool piece arrangements on upper deck. The cargo oil system is fed via a connection at the aft end of deck main line 3 and the ballast system via a drop line to the water ballast overboard discharge line in the pump room. Finally, inert gas may be fed directly into the vacuum pump unit of the automatic unloading system. The large amount of hydrocarbon gases released during loading of the cargo tanks are normally directed through the main line to a vent riser forward of the cargo manifolds or a vapour collection cross over line at the cargo manifolds. The vent riser is intended for use whenever permitted by the port or terminal authorities and the cross over line when excessive, direct discharge of hydrocarbon gases to the atmosphere is prohibited. Below mentioned P/V valves may also. If needed be, be used as secondary means of tank ventilation during loading. To allow for thermal breathing of the cargo tanks when the vessel is at sea, each tank is provided with a high velocity pressure / vacuum (P/V) valve with the set point +1400/-350 mmWG. To protect the cargo tanks from structural damages due to excessive overpressure or vacuum conditions, the inet gas main line is connected to a liquid filled P/V breaker with the set points +1,890 / -630 mmWG. For gas freeing, the vessel is provided with a water driven, portable tank ventilator that may be attached to the hatches for the portable tank washing machines.

5-SUNDRY CARGO OIL HANDLING & TANK WASHING RELATED EQUIPMENTThe cargo tanks are provided with the following fixed equipment with remote read out in the cargo control room: One level gauge of the microwave type (SAAB Marine Tank Radar G3). Two cargo oil temperature sensors of type Pt 100. the sensors are installed in a common thermowell. One is located at one third height and one at two thirds of the tank height. One independent overfill / high-level alarm of the magnetic float type (make Hanla-Auxitrol). For performing various measurements and tests, the vessel is provided with the following equipment of make MMC: One 2 tank gauging station (vapour control valve ) of model c50 for each cargo tank. Two 1 hand-dipping plugs of model d-25 for each cargo tank (one only for each slop tank). One device for hand dipping, cargo liquid sampling and checking of tank bottom dryness.

 One device model D-2401-2 for combined ullage measurement, cargo oil temperature measurement and oil/water interface checking.