Discharge 02

Chapter 2
Start of Discharging Work
§Procedure for starting the discharging work

Start the discharging work according to the procedure given below.
1. Inspection and checks before starting the discharging operation (P2-2 to P2-4)
Perform the inspections and checks mentioned below before starting the discharging operation.
1) Necessary preparations and inspections according to the check list.

2) Ullage measurements and pressure measurements
3) Checks of the valve control method (adhering to "zero start")
a) Close all valves except the IG branch valve.
b) Fully open the IG branch valve.
2. Preparations before starting the cargo pump (P2-5 to P2-16)

Make the preparations given below for starting pumps before starting the discharging work.
1) Measures to prevent water hammer

2) Priming the cargo pump.
3. Starting the cargo pump (P2-17 to P2-25)

Check the items below before starting the cargo pump.
1) Complete inspections according to the check list.

2) Inform the Engine Department (one hour before using the pump) the preparations for starting
pump.
3) Complete the valve lineup on the ship side.
4) Check that crew members are at their proper stations.
After starting the cargo pump, confirm that there are no abnormalities in the various pump components
and then start the tasks mentioned below.
4. Gas purging of lines on the ship's discharge side (P2-26 to P2-31)

When discharging cargo at a sea berth, circulate oil in the pipelines on the ship using cargo oil before
starting the discharging work to purge gases for preventing problems, such as entry of gas in the ship's
submarine discharging lines up to the shore and the floating of these lines to the surface. Also purge the
gas in the ship side discharging lines if there is a request for the same from the terminal when the ship
is not at a sea berth.
2002/10 (Ver.1) （Discharging）2- 1

1. Inspections and checks before starting the discharging work
1.1. General
Perform inspections and checks before starting the discharging work in accordance with the SMS check
list and other check lists prepared by the ship.
1.2 Valve control

In principle, checks of open/closed condition of valves and control of operation switches on the cargo
console before discharging cargo are to be as described below.
1.2.1 Checking valve closure
Click here to view video – 019.mp4
Always confirm that all valves are closed before starting the discharging work and ensure "zero start."
If some valves have been opened for eliminating the liquid-sealed condition, they should be closed
before the discharging work and "zero start" should be ensured. Note however, that the IG branch
The rule commonly-referred to as "zero start" should be adhered to before loading/discharging. "Zero start" refers
to closing all valves except the IG branch valves before commencing valve lineup. Thus, checks should be made
to confirm that all valves are closed before starting the cargo handling operation. Some valves may have been
opened for eliminating the liquid-sealed condition. These valves should always be closed before the cargo
handling operation to ensure "zero start." This rule also applies to work performed when the ship is underway.
The aim of "zero start" is to prevent major accidents such as overflow or contamination of cargo in the tank that
could occur when valves that have been opened for eliminating the liquid-sealed condition are not closed due to
oversight and oil flows through such valves into the tank without anybody being aware of it.
valves of all tanks should be fully open.
1.2.2 Switch operation

The operating switch on the cargo console should be in the OFF position (valve fully closed) and not in
the neutral position even if a valve whose degree of opening can be adjusted, is closed. Similarly, the
The solenoid valve will not develop any abnormality even if the operating switch is kept fully open or fully closed
for a long period.
switch should be in the ON position (valve fully open) and not in the neutral position even if the valve
is fully open. However, the above does not apply to the case when the opening of the valve is being
adjusted during the loading/discharging operation.
1.2.3 Sealing tape (special seal) for valve operating switches on the cargo console
Measures to prevent operation of unused valves by mistake should be adopted by affixing relevant
seals on their operating switches on the cargo console after fully closing the said switches and capping
them. Care should be taken to affix such seals so that the valve number, valve position and tank number
are clearly visible even after affixing the seals.
1.2.4 Checks before valve operation
To prevent errors in operation of valves at the discharging site, the valve operation is being performed in the
presence of the safety supervisor when a safety supervisor is deputed to the ship. Although check lists are also being
used to ensure correct valve operations, it is impractical to perform all the work by check lists alone.
The cargo handling supervisor should be fully aware of the purpose of the operation before operating
the valve and should perform checks to ensure that there is no mistake. (confirmation by pointing out
and repeating the actions aloud)
1.3 Ullage and pressure measurements

Perform ullage and pressure measurements of each tank in the CCR before starting the discharging

work. Record the results of the measurements.
1.3.1 Ullage *11 measurements

Take the precautions mentioned below during ullage measurements of cargo tanks.
1) During ullage measurement and recording of each tank in the CCR before starting the discharging
operation, the measurements should be compared with the records during loading voyages and
checked for abnormalities. Not only should ullage measurement values of each tank be recorded
before starting the cargo handling operation, but they should be displayed in front of the cargo
console so that changes in ullage of tanks that have not been discharged can be immediately
known.
2) Ullage of tanks that have not been discharged varies according to changes in trim and heel.
Therefore, measured values should be compared with values that have been corrected for trim, list,
etc.
3) If the values after applying the necessary correction differ from initial values, it is a sign that major
problems are likely to occur. Such abnormalities should be reported immediately to the Chief
Officer.
4) Major problems mentioned above include simultaneous discharge of cargo other than the cargo to
be discharged and cargo contamination *15. Such problems in addition to causing economic loss
will also cause reliability problems and lead to tangible and intangible losses. When such
phenomena occur, the cause may be due to abnormalities in valves, pipes or other structural
problems in addition to operational errors.
5) Ullage measurement of all tanks should be carried out at least once every hour regardless of
whether the tanks are being loaded or discharged, the measured values until that time should be
compared and changes if any, should be checked. Merely performing checks is not adequate, and
implies maintaining records only. The measured values should always be compared with values
before the start of cargo handling operations.
6) If a large difference in ullage is observed even though the degree of opening of the valve in the tank
being discharged is the same as that of other tanks, then the level gauge may be defective. However,
the difference may also be attributed to closure (opening of valve overlooked) of the IG branch
valve or closure of the valve due to a broken spindle. When discharging is continued with the valve
in the closed condition, major accidents such as denting of the tank may occur.
In such cases, discharging should be stopped immediately and the cause of the abnormality
investigated.
*11 What is ullage measurement?

Ullage measurement refers to measurement of the distance between a reference point at the top of the
tank to the liquid surface. The volume of the liquid in the tank can be determined from the measured
value using ullage tables. Sounding refers to the measurement of the distance from the bottom of the
tank to the liquid surface. Likewise, the volume of liquid in the tank can be determined from the
measured value using sounding tables. Ullage measurements are generally carried out for cargo and
ballast tanks in crude oil tankers. However, ballast may sometimes be measured by sounding the tanks,
therefore care is required to prevent confusion when both systems are adopted on the same ship.
The corrections for ullage measurements vary depending on the equipment used for measurement,
location, trim and list (heel). Consequently, the equipment and locations of the measurements should be
checked when using ullage tables. The types of measuring equipment and actually measured locations
are as given below.
1) Measuring equipment
a) Float
b) MMC *12
c) Tape measure
d) T-square *13 etc.
2) Actually-measured locations
a) Stand for MMC
b) Ullage stand

A large ullage means that the distance from the top of the tank to the liquid surface is large.
Accordingly, the volume of the liquid in the tank is relatively small. Whereas when the expression
"sounding depth is large (or small)" is used, it indicates that the volume of liquid in the tank is
relatively large (or small).
*12 What is MMC?

MMC (Marine Moisture Control) is the brand name of a measuring instrument. It consists of a tape
measure and a sensor. It is used to perform ullage measurement, water measurement, oil temperature
measurement, sounding measurement and oil sampling. Although dry cells are used in the MMC, the
device by itself is intrinsically safe.
*13 What is a T-square?

This is a T-shaped scale made of wood used in the ullage stand. Standard T-squares are of length 2 m, 3
m and 5 m. A tape measure can also be used in the ullage stand. Currently, closed loading *14
/discharging are demanded, therefore, it is not generally in use.
*14 What is closed loading/discharging?

1) A vapor line is required in the manifold if closed loading is to be perfectly carried out. The vent
riser in a ship on PG service with no equipment on board or on shore is opened and the loading is
performed, but if equipment is provided that can perform tank measurements with the opening
closed (float gauge/MMC) or an independent overflow alarm is provided, it may be interpreted that
closed loading is possible. The Vapor Emission Control System, a requirement in the USA, is a
complete closed loading system.
2) If the empty space in the tank is replaced by inert gas as discharging progresses and the
measurements within the tank can be performed by equipment similar to those used during loading
such as float gauge or MMC, then the discharging is closed discharging, and even with existing
equipment, the operation may be called a complete closed discharging operation.
*15 What is contamination?

Contamination refers to the mixing of cargo of different types which should not be mixed. It is an
undesirable action that occurs due to an error in operation. Contamination is treated as an accident, and
is a major problem that may be subject to claims if economic loss occurs due to contamination.
* What is commingling?
Commingling is different from contamination in that different types of cargo are mixed knowingly
under instructions of the charterer.
1.3.2 Pressure measurements

If the ullage measurements of a cargo tank show a large level difference even though the degree of
opening of the valve in the tank being discharged is the same as in other tanks being discharged, the
said tank valve may be closed and the cause of the difference investigated depending on the conditions.
However, this action of stopping the discharging operation to investigate the cause should be
recognized as a major problem. Again, even if the lever of the IG branch valve is in the OPEN position,
the internal parts of the valve may be damaged and the valve may be closed. Thus tank pressure
inspections mentioned below are very important to detect such irregularities at an early stage .
1) Check and record the pressures of all tanks, manifold pressure on both sides of the ship, P/V
breaker indication and IGS control pressure. Confirm that none of the recorded values are
abnormal.
2) If the deck watch detects gas odors or abnormal noise, the breather valve fitted in each tank or the
breather valve of vent riser has probably activated. Crew members should be trained to report such
abnormalities to the officer of the watch immediately upon detection of the same.
3) Efforts should be made to detect abnormalities at an early stage especially in the initial stage of the
discharging operation by frequently checking the pressure of the tank being discharged.

2. Preparations before starting the cargo pump
2.1. General
Perform the tasks mentioned below before starting the cargo pump.
1) Measures to prevent water hammer

2) Priming of cargo pump *16
*16 What is pump priming?

Pump priming refers to the process of bleeding out the air in the suction line from the oil delivery tank
to the pump and filling it with oil before operating the pump so that the pump can operate correctly.
2.2 Preventing water hammer

Adopt the measures given below to prevent water hammer before delivery of oil to the cargo pump.
1) Check for negative pressure in the cargo line by observing the suction pressure of the pump.
2) If negative pressure exists, open the gas intake valve installed in the cargo tank, supply gas to the
cargo line using the tank pressure to attain positive pressure in the cargo line. The method of
opening the air cock at the upper part of the strainer tank or the pump casing for attaining positive
pressure is a secondary method presently and is not normally used.
2.3 Priming of cargo pump

Prime the cargo pump (centrifugal pump; refer to Fig. D-2-1) before operating it. That is, before
operating the cargo pump, thoroughly bleed out the air in the pump, deliver oil in the suction line from
the tank to the pump casing and fill it fully with oil. If the cargo pump is started with negative pressure
in the cargo line, the line or the associated equipment may be damaged due to the water hammer effect.
Therefore, positive pressure in the cargo line should be ensured before priming as a measure against the
water hammer effect.

2.3.1 Priming method
Priming of the cargo pump may be implemented by any of the three methods mentioned below.
Delivery of oil should be restricted to one tank. A tank on which the effect of ship's attitude and hull
strength is minimum should be selected considering emergency conditions such as emergency
deberthing of the ship.
1) Method of bleeding out air in the suction line from delivery tank to pump by opening the pump
discharge valve
2) Bleeding out air using the stripping pump
This method is used when the level of oil in the tank to be discharge is inadequate and priming is not
possible with the available weight of oil.
For details of AUS (Automatic Unloading System), please refer to "2.5 Priming of cargo pump in
AUS-equipped ships" on P2-10 of the "Discharging Section."
2.3.2 Precautions during oil delivery

Take the precautions below at the start of oil delivery for priming.
1) When oil is delivered from a tank with adequate head*17 with negative pressure in the suction line,
the pump may be damaged due to the water hammer effect. Therefore, take adequate precautions to
prevent negative pressure. Precautions are necessary since damage to pump/line/valve generally
occurs because of the water hammer effect.
2) The air cock on the upper part of the strainer tank or the pump casing is generally not used for
bleeding air from the suction line because of the reasons mentioned below.
a) There is a risk of accidents to workers from gas inhalation especially when the crude oil contains a
high hydrogen sulfide content.
b) Crude oil extracted from the air cock cannot be allowed to remain as it is in the pump room.
c) Piping for gas detector is installed near the cargo pump. The detector monitors the pump room all
the time.
Under such conditions, bleeding of air in the pump room will set off gas detector alarms frequently,
and the awareness for the alarm will be reduced.
3) If the air is not bled out of the pump adequately and the pump is operated (dry operation), the pump
rpm becomes high due to no load or low load. This may cause turbine failure, wear or damage of
the mechanical seal, or damage to the bearing or gland. An overspeed tripping device is provided
for the safety of the pump. If the rpm reaches about 115% of the rated rpm, the pump trips and
initiates an emergency stop.
* 17 What is head?
Refers to the pressure received from the liquid in the tank. When the level of liquid in the tank is high,
that is, when the ullage is small, the tank is said to "have a head." In practice, the pressure due to
weight of a water column of 10 m for water at normal temperature is about 0.1 MPa (1 kg/cm2), or
conversely, a pressure of about 0.1 mPa (1 kg/cm2) is equivalent to a water column of 10 m.
2.4 Procedure for priming the cargo pump

The procedure for priming the cargo pump differs depending on whether the oil level in the cargo tank
is adequately high or whether the oil remaining in the tank is inadequate for priming the cargo pump.
That is, at the final stage of discharging, the priming procedure is different if the oil necessary for
restarting the operation does not exist in the pump casing due to inclusion of air in the pump or the oil
level in the cargo tank is low, and it is different if the oil level in the cargo tank is high. The priming of
the cargo pump should be performed by the procedure given below according to the level of oil in the
tank.

2.4.1 Priming when the oil level is adequately high
1) Keep open the segregation valve of the cargo line to be used before priming the pump.
2) Crack open *18 the tank main valve and start priming. The pump suction pressure rises. Confirm
that the line from the tank to the pump is fully filled with oil. Then crack open the pump discharge
valve, perform gas purging of cargo tank through the gas intake valve *19 and finish the priming
operation.
*18 What is "crack open?"

"Crack open" refers to slightly opening the valve, generally to about 5% of the full opening of the
valve.
*19 What is a gas intake valve?

The gas intake valve is a stop valve in the line from the manifold crossover part and the on-deck main
line to the underdeck part of the tank installed for preventing excessive pressure/negative pressure in
the line. It is not meant for discharging the gas to the atmosphere. The stop valve in the line that leads
gases to the atmosphere is called the air intake valve to distinguish it from the gas intake valve. The air
intake valve is used only for gas-freeing work before dry-docking. Otherwise, it is practically unused.
The gas intake valve of the Takasago Maru is V.389/V.386 while the air intake valve is V.387.
2.4.2 Specific example of priming when the oil level is adequate high
(Refer to "Line Diagram" in Fig. D-2-1 of P2-1 and "Line Diagram" in Fig. D-2-2 of P2-2 in the
"Documents Section.)
To discharge 1C/3C/5C using 3 cargo pumps, one tank cleaning pump and three manifolds on the ship,
air is bled according to the procedure described below.
1) If the pressure in the suction line to the pump is negative, open the valves shown below to
eliminate the negative pressure. Use the tank pressure to attain positive pressure in the line.
Crossover gas intake valve V388,V389 Open

Crossover valve V331,V332,V333 Open
Deck master valve V321,V322,V323 Open
Pump delivery valve V113,V123,V133,V144,V145 Open
Pump delivery drain valve V521,V522,V523,V524 Open
Pump drain valve V571,V572,V573,V574 Open
V575,V576,V577,V578
Suction valves of each pump V112,V122,V132,V143 Open
Common line valve V151,V152,V153,V154 Open
2) Confirm that the suction gauge pressure of each pump is positive and close the valves shown
below.
When priming the pump, oil should also be filled in the stripping line in principle, and the line should be kept ready
for use whenever required.
Pump delivery valve V113, V123,V133,V144,V145 Close

Pump delivery drain valve V521,V522,V523,V524 Close
Pump drain valve V571,V572,V573,V574
Close
V575,V576,V577,V578
3) Open the line segregation valve in the tank to share each group.
Line segregation valve V281, V282, V283, V284 Open
4) To prevent opening the bulkhead valve abruptly, repeat the opening and closing operations, and
after confirming no abnormality, open it fully.
Bulkhead valve V111, V121, V131 Open and close repeatedlyÆOpen fully
5) Repeat the opening and closing operations for valve in the stripping line also similarly and open the
valve fully.
Stripping line valve V142, V141 Open and close repeatedlyÆOpen fully
6) Crack open the suction valve of 3C and start oil delivery to the pump. If there is no abnormality at
the crack opening of the suction valve, open the suction valve by 10%.
Suction valve of 3C V232 Crack openÆ10% open
7) Continue to deliver oil gradually in this condition until the pump suction pressure increases to the
tank head pressure.
8) Confirm that the pump suction pressure has risen to the tank head pressure.
Suction valve of 3C V232 Open fully
9) Open the discharge valve of each pump from the crack open position to 10% open position and
bleed out air from the series of suction lines. Perform this operation for each cargo pump at a time,
and not two or three pumps simultaneously.
Delivery valves of each

V113, V123, V133 Crack openÆ10% open
pump
10) The gas in the suction line and the pump will be pushed into 3C. When the riser is filled with oil,
fully open the pump discharge valve to end the priming operation.
Delivery valves of each pump V113, V123, V133 Close
11) Subsequently, fully close the crossover gas intake valve.
Crossover gas intake valve V388, V389 Close
2.4.3 Priming when the oil level is low

1) Retain the pump discharge valve in the "Closed" position.
2) The pump suction is to be connected to the tank to be discharged henceforth.
3) Keep the stripping pump ready for use.
4) Perform valve lineup for priming using the stripping pump.
5) Take the discharge side of the stripping pump as the tank to be discharged and the tank containing
the same grade of oil. For instance, the slop tank or 5C becomes the collection tank.
6) When valve lineup is completed, start the stripping pump. The pump starts up with a slow, large
stroke when the pressure is negative. When the discharge pressure rises, priming of the pump is
complete.
* About startup of the stripping pump

Centrifugal pumps are started with the intake valve fully open and discharge valve fully closed.
However, stripping pumps are started with both intake and discharge valves open.
The Engine Department should be notified by one hour before operating the stripping pump.
2.4.4 Specific example of priming when the oil level is low

(Refer to the "Line Diagram" in Fig. D-2-3 on P2-3 of the "Documents Section.")
When the oil level in the cargo tank is low, perform priming by the procedure given below when
discharging 1C/3C/5C using the cargo pump.
1)
Tank suction line V252, V121, V122 Open
2)
Stripping suction line V561, V525, V164 Open
3)
Stripping delivery line V168, V167, V182 Open
4) When valve lineup is completed, start the stripping pump.

5) When the priming of the pump is completed, stop the stripping pump and open the valves
associated with the stripping pump that were used.
Valves associated
with the stripping V561, V525, V164, V168, V167, V182 Close
pump
6) When the tasks mentioned above have been completed, confirm that the cargo pump discharge
valve is fully closed and the suction valve is fully open. The cargo pump can now be started.
2.5 Priming of cargo pump in AUS-equipped ships

(Refer to "Line Diagram" in Fig. D-2-4 on P2-4 of the "Documents Section.")
Details of priming of the cargo pump in AUS-equipped ships are according to the instruction manuals
of each ship.
(For details of AUS control panel and system diagrams, refer to Fig. D-2-2 and Fig. D-2-3.)
If priming operation for cargo pump equipped with AUS system is not adequately done、serious trouble such as blow off
oil may be occur. To display confirmation and caution which is described in below section 2.5.1 and 2.5.2 and to display
also valve open or shut status board for associated valve.

2.5.1 Check items before priming
The items mentioned below should be checked before the priming of the cargo pump in AUS-equipped
ships.
1) All drain valves of separator tank should be closed.

2) There should be no supply of control air to any part and no leaks at any location.
3) The settings on the CCR control panel should be as shown below.
A/M SELECTOR MANUAL

Control switch STOP
ON/OFF selector OFF
N/C selector CLOSE
STOP/RUN selector "STOP" or "RUN" Generally "RUN"
If at "STOP," the cargo pump should stop
automatically according to the setting.
1->2, or 2->1 If present in a pump, specifies the
Sequence switch
standby pump
4) All drain valves of the seal water tank should be closed.

5) Air bleed valve should be closed.
6) U-sealed pipe should be filled with water
7) The water level in the seal tank level gauge should be at the normal position.
8) The exhaust drain stop valve of the vacuum pump unit should be fully open.
9) The three-way valve for discharge should be at the "NORMAL" setting.
10) The drain tank should be empty.
11) The AUS power switch in the CCR should be "ON."
* About N/C Selector (Normal/Close Selector)

When "Normal" is set, the vacuum pump and the bleed valve are automatically controlled by the air
signal from the level transmitter. When "Close" is set, the bleed valve and the vacuum pump are no
longer automatically controlled. That is, the fully open bleed valve is fully closed and the vacuum
pump is stopped during automatic operation.
* About the STOP/RUN selector

This selector manages the automatic stop or continuous operation of the cargo pump after stripping is
automatically completed. When "STOP" is set, the cargo pump stops automatically after stripping is
automatically completed. If "RUN" is set on the selector, the cargo pump continues operation even
after stripping is automatically completed. However, if the ON/OFF selector has been set at "OFF,"
then automatic stop is not initiated.
2.5.2 Precautions during priming

If there is an error in the setting on the CCR control panel, major accidents such as spraying out of oil
may occur. The precautions mentioned below should be taken during priming.
(When the tank level is adequate)

1) Care should be taken to prevent water hammer during priming when the tank is full.
2) In AUS-equipped ships, the gas intake valve of the manifold crossover should be opened before
priming the cargo pump.
3) The AUS discharge control valve should be fully opened, the pump discharge valve should be
slightly opened and valve lineup performed so that the line from the suction tank to the pump can

be gas purged.. If this operation is overlooked, gas purging of the separator tank (see Fig. D-2-4)
cannot be performed, and accidents such as spraying out of oil may occur in subsequent purging
operations. That is, the line from the pump discharge valve through the gas intake valve should be
gas purged.
4) The "CLOSE" setting of the N/C selector and the "STOP" setting of the control switch should be
re-confirmed. If the N/C selector has been set at "NORMAL" and the control switch at "AUTO,"
the vacuum pump will start automatically. Oil may be sucked into the vacuum pump because of the
cargo head.
5) Confirm that all the drain valves of the seal water tank, bleed main valve and bleed valves are fully
closed. If the bleed valve is open, the crude oil enters the drain tank through the bleed line, seal
water tank and the overflow line due to the abrupt flow of the liquid. When the drain tank becomes
full, oil sprays out of the hopper in the pump room (which receives the vacuum pump drain) and
the coaming drain causing a major accident. Thus, care should be taken to close the bleed valves.
(See Fig. D-2-5.)
6) Confirm that the oil is delivered oil gradually while monitoring the separator tank level so that the
liquid level rises slowly but steadily, and stabilizes. The level in the separator tank rises above 70%
and priming of the pump is completed.
7) Subsequently, open the pump discharge valve and the gas intake valve fully.
(When the tank level is low)

When the tank level is low, the separator tank level may stabilize at a value below 70%. In this case,
the level can be increased to the normal separator tank level of above 70% by priming according to the
procedure given below. This procedure is described below.
1) Confirm that the suction line to the cargo pump has been properly connected.
2) Open the bleed main valve (the worker should always standby near the bleed main valve during
this work) and set the N/C selector at the "NORMAL" position.
3) The bleed valve of the separator tank opens automatically, gas in the separator tank is released to
the slop tank through the bleed line and the separator tank level rises. When releasing the gas in the
separator to the slop tank, ensure that the stop valve in the bleed line on top of the separator is
slightly open. If the opening of the stop valve is overlooked, the gas pressure in the bleed line may
rise, the U-seal of the U-sealed pipe in the vacuum pump unit may rupture and inert gas may be
released into the pump room.
4) If the separator tank level does not rise above 50% after performing the operation above, set the
control switch at the "AUTO" position.
5) The vacuum pump starts up automatically (if the separator tank level is below 50%, vacuum pump
starts automatically), and oil is filled in the separator tank.
6) When the separator tank level rises above 70%, the vacuum pump stops automatically.

3. Starting the cargo pump
There are two methods for starting the cargo pump: "Starting the pump from the engine room" and
"Starting the pump by sequence from the CCR."
The method of starting the pump from the engine room is described here since most of the ships adopt
this method.
3.1 Items to check before starting the pump

3.1.1 SMS CHECK LIST
Complete the inspections in accordance with the SMS check list.
3.1.2 Notifying the Engine Department

A turbine is used as the prime mover of the cargo pump. Since preparations are necessary before
starting the pump, the Engine Department should be notified at least one hour before starting the pump
with a request to make preparations.
It is important to notify the Engine Department beforehand.
3.1.3 Valve lineup on the ship side

Check the items mentioned below related to valve lineup on the ship side.
1) Check that the pump discharge valve is fully open.

2) Make sure that all the valves in the pump suction line are fully open.
3) Make sure that the priming of the pump has been completed.
4) Ensure that the valves from the pump discharge valve to the manifold gate valve are all fully open.
5) Confirm that the gate valve is fully closed until an agreement is reached with the terminal.
6) The tank pressure during discharging should be set, IGS should have been started up and open to
the atmosphere.
3.1.4 Stationing of personnel

Personnel should always be stationed on deck when starting or stopping the pump and when priming it.
Instructions related to inspection items together with submission of status reports as necessary, should
be given. Furthermore, guidance should be given to strictly adhere to the established procedure when
entering the pump room, and to confirm safety at all times.
3.2 Starting the first cargo pump

3.2.1 Starting procedure
The procedure for starting the first cargo pump is as given below.
1) After receiving the request from the CCR, the Engine Department should start the pump at the
minimum rpm (about 50% of the rated rpm, pump rpm about 600).
2) After receiving the notification from the Engine Department that all preparations for using the
pump have been completed (minimum rpm), the operation should be started from the CCR or on
site.The number of oil delivery tanks should be restricted to one, considering the difference in level
between tanks.
3) The proper working of the governor should be confirmed with the pump discharge valve in the
shut-off condition. This operation is to confirm that the pump rpm can be controlled from the CCR,
The governor operation:
* In the clockwise direction when the rpm is raised
* In the counterclockwise direction when the rpm is reduced.
and is generally referred to as "governor works, does not work."
4) Confirm that the discharge valve shut-off pressure at minimum rpm is about 0.4 MPa to 0.5 MPa
(about 4 kg/cm2 to 5 kg/cm2). If the shut-off pressure of the discharge valve is excessively low, then
the bleeding of air generally becomes inadequate when the discharge pressure/rpm fluctuates.

(Refer to "2.3 Priming of cargo pump" on P2-5 of the "Discharging Section."
3.2.2 Operation after starting the pump
The cargo pump should be operated by the procedure given below after starting it.
1) Slightly raise the governor of the pump, and slightly open the discharge valve while maintaining
the discharge pressure at about 0.5 MPa (about 5 kg/cm2). By slightly opening the discharge valve,
the intake pressure reduces and the pump rpm also reduces slightly (increase in load), therefore the
governor should be adjusted, if required.
a) The discharge pressure required in a VLCC is about 0.4 to 0.5 MPa (about 4 to 5 kg/cm2).
. From cargo pump to deck line About 30 m (0.3 mPa: 3 kg/cm2 approx.)
. From deck line to topmost part of Chiksan arm About 10m (0.1 mPa: 1kg/cm2
approx.)
. Piping resistance, back pressure, etc. Plus α
b) Differences in pump operation may be observed when discharging starts, depending on the
terminal. An example is described below. In such a case, the discharging should be performed
according to the discharging method of the terminal, except when there is a special reason to do
otherwise. It is important to understand that the operating method specific to a terminal has been
established based on valuable experience and actual implementations in the past.
(1) Set the rpm of all cargo pumps to be used at the minimum rpm at which the governor works
effectively.
(2) Gradually open the discharge valve while monitoring the manifold pressure.
(3) When there is no abnormality on the ship and on the shore, and when the inflow to the shore
reception tank is confirmed, open the discharge valve fully.
(4) Raise the pump rpm to adjust the pressure to the required manifold pressure.
(5) Check the flow rate on the receiving terminal side and make fine adjustments to the pump rpm.
(6) When the required discharging rate and the manifold pressure are attained, set the pump.
2) Confirm that the cargo oil has passed through the manifold (discharging has started), and has
flowed into the shore reception tank. Also confirm that there are no abnormalities in the manifold
pressure, oil leaks and vibrations.
If gas is mixed in the ship's discharge line or until the balance between the ship and the shore
stabilizes, vibrations may occur in the Chiksan arm. The discharging rate should not be increased until
this condition disappears.
3) If there is no abnormality in the ship and on shore, closely observe the pump rpm, the discharge
pressure, the intake pressure and the steam chest pressure. Raise the pump rpm while maintaining
the discharge pressure at 0.5 MPa (about 5 kg/cm2). Raise the pump rpm in steps of about 20,
which is the normal value. If the pump is operated abruptly, major problems such as tripping of the
boiler or generation of black smoke may occur. Therefore, operate the pump carefully.
4) Raise the pump rpm using the governor while opening the discharge valve in small steps.
The pump rpm when the discharge valve is fully open is about 850 to 900.
5) When the discharge valve has been opened to about 50%, no change in pressure occurs even if it is
opened further. If such a condition is observed, the discharge valve may be opened fully without
any problems. The butterfly valve should be operated based on the understanding that the pressure
changes abruptly in proportion to the flow rate due to the opening of the valve up to about 50%
opening of the valve.
The flow rate is restricted by the pressure when the discharge pressure is constant. Even if the discharge valve
is opened from 50% to 100%, no change in the flow rate is observed. However, if one of the two cargo pumps
in operation trips due to some reason, the discharge pressure of the pump in operation reduces, therefore the
discharge flow rate increases. (Refer to curves of pump characteristics in Fig. D-2-6.)
6) After fully opening the discharge valve, set the required rpm and manifold pressure while carefully
observing the intake pressure.

Understanding the characteristics of the butterfly valve and the discharge valve that are used at many
locations, is important in the context of tanker operations. Flow characteristics curves should be
thoroughly studied and understood. (Butterfly valves are ideal when the flow rate is small since the flow
rate adjustments can be easily performed.)
(Refer to Fig. D-2-7 Flow rate characteristics of butterfly valves.)
7) The operating method varies depending on various conditions from the start of pump operation
until the operation reaches a steady state. Consequently, the pump and the discharge valve should
be operated depending on the condition. For instance:
a) When the oil level in the ship's tank is adequate and back pressure exists (line up to the shore
terminal is filled with oil)
• The method of setting the pump at the minimum rpm, gradually opening the
discharge valve fully, raising the pump rpm if no abnormality exists and attaining the planned flow
rate or pressure
b) When the oil (water) level in the tank is adequately high and there is no back pressure (overboard
discharge, shore reception tank and lines are empty or nearly empty, clean ballast filled condition,
etc.)
• The method of operating while adjusting both the pump rpm and the discharge valve
c) If the oil level in the ship's tank is adequately high and the back pressure is extremely high (shore
reception tank installed at a high location, no non-return valve in the receiving line and back
pressure is acting up to the ship's manifold)
• The method of increasing pressure while adjusting both the pump rpm and the
discharge valve, opening the gate valve when the back pressure from the shore tank becomes the
same as the pressure and starting the discharging operation.
d) If the oil level in the ship's tank is low or very low, back pressure exists or it is very high
e) If the oil level in the ship's tank is low or very low, back pressure exists or does not exist
The guideline for discharge pressure for the operation while adjusting both pump rpm and discharge
valve is 0.5 MPa (about 5 kg/cm2). In this method, the operation is performed while maintaining this
pressure.
3.2.3 Measures when gas remains in the suction line

Gas in the suction line that could not be removed during the bleeding operation immediately after
discharging starts, may enter the pump casing when the cargo pump is started. Depending on the
volume of gas, the pump rpm may start hunting, (steam chest pressure fluctuates widely and does not
remain steady), and sometimes, the rpm may rise steeply and cause an overspeed trip. In such cases, the
measures below may be adopted. In ships where gas purging is unsatisfactory, the method of slightly
opening the discharge valve from the beginning may be considered referring to 1), 2) and 3) of "2.5.2
Precautions during priming (when tank level is adequate)" on P2-11 in the "Discharging Section."
1) After starting the pump and 1-2 minutes after discharging, crack open the pump discharge valve at
the minimum rpm at which the governor works effectively, and confirm that there is no
abnormality.
2) If the pump discharge pressure, intake pressure, rpm and steam chest pressure start fluctuating,
close the discharge valve temporarily at the minimum rpm at which the governor works effectively.
Then repeat the procedure "crack open/shut" two to three times and remove the gas.
3.2.4 Precautions when starting the discharging operation

Start the pump and take the precautions below when starting the discharging operation.
1) At the start of the discharging operation, confirm that cargo oil passes through the manifold and
flows into the shore reception tank. It is also very important to check for changes in ullage in tanks
other than the delivery tank, manifold pressure and presence of vibrations or oil leaks.
2) Confirm that the operation can be performed normally after starting the pump and that the oxygen
concentration is less than 5%vol in the IGS. Push the IG supply button and change over to tank
supply. Make preparations beforehand for using the required number of inert gas fans since a

capacity larger than the flow rate corresponding to the discharge flow will be necessary. Then
discuss with the relevant personnel at the terminal, open the gate valve and start the discharging
operation. Preparations on the ship and on the shore reception facility should progress
simultaneously while maintaining close communications between either side.
3) If the tank pressure (IG main line pressure) is below EXTRA LOW (1.0 kPA: about 100 mmAq),
the pump cannot be started. Therefore, if the tank pressure is abnormally low, it should be increased
(3 kPA: about 300 mmAq) before starting the pump.
The cargo pump is associated with the tank pressure (IG main pressure). To prevent denting of the
tank, a system that issues a Low Alarm at tank pressures 2 kPa (about 200 mmAq) and trips the pump
at 1 kPa (about 100 mmAq) has been provided. The pump can be used by canceling this system, but it
should always be set in the "Normal" state in order to ensure safety.
4) Flow when oil delivery is started
The flow until the start of opening of the gate valve is normally as given in the two cases below.
CASE 1 CASE 2
Start pump Start pump
↓ ↓
Check for pump abnormalities Check for pump abnormalities
↓ ↓
Complete terminal reception Complete terminal reception preparations
preparations
↓ ↓
Discharge to terminal OK Discharge to terminal OK
↓ ↓
Open gate valve Open pump discharge valve (adjust
degree of opening)
↓ ↓
Open pump discharge valve (adjust Increase pressure up to the ship side gate
degree of opening) valve
↓ ↓
Fully open pump discharge valve Confirm same pressure at ship and shore
↓
Open gate valve
↓
Fully open pump discharge valve
5) The cargo pump and ballast pump are centrifugal pumps. In principle, abnormal noise or vibrations
should not occur when these pumps are operating. The precaution for pump operation should be
considered based on : "Large abnormal noise or vibrations indicate that the permissible operating
range of the pump is being exceeded."
3.2.5 Precautions during cargo pump operation

1) The most important precaution during pump operation after discharging has started is to avoid
tripping of the pump. Pressure surge is one phenomenon that may occur due to tripping of the
pump. This occurs due to the abrupt change in the speed and rate of flow in the pipe when the
pump is stopped. When the surge occurs, major damage may be caused to the piping at the terminal,
pump, valve or pipe connections. It should therefore be borne in mind that tripping of the pump or
blackout during discharging may create pressure surges and cause major problems.
2) Efforts should be made to properly understand the handling of discharge valves, which are butterfly
valves, and to avoid problems such as tripping of the pump.
3) In principle, the discharge valve should be fully opened when the cargo pump is operating correctly
at the rated rpm. If there are restrictions on the pressure and flow rate, it is preferable to adjust these

by adjusting the pump rpm. These restrictions are meant for reducing the piping resistance and
losses in pump power.
4) Oil delivery tank
In principle, one tank should be assigned to one pump at the start of the discharging operation.
• The discharging tanks for the second and third pumps should be decided and valve
lineup performed for the suction line. If common lines are provided, only the tank
valve needs to be operated.
• The tank valve and line segregation valve should be operated carefully while
monitoring the pump suction gauge during the cargo pump operation so as to avoid
shutting off the pump suction line by mistake.
• Even in the full-load condition, the trim, list and changes in draft due to ullage
difference and discharging should be considered and oil delivery tank should be
decided. Consequently, at the start of the discharging operation, trim and list should be
avoided as far as possible, and tanks that can be discharged evenly should be selected.
The points mentioned later in "3.3 Starting the second and third pumps " on P2-24 and "2.1 Pump
no-load operation" on P3-21 (both in the "Discharging Section") should be carefully noted.

3.3 Starting the second and third pumps
3.3.1 Operations of second and third pumps
Pumps are started at 3 to 5-minute intervals during conventional cargo handling operations. In
this case, it is customary to operate the pumps according to the methods given below.
1) The method of starting the discharging operation sequentially at or near the minimum rpm soon
after starting the pump, and to raise the discharging rate to the specified rate after starting the
third and final pump.
2) If the time until the start of the final pump is short, run at no-load operation and raise the
discharging rate to the specified rate by running all pumps in parallel.
However, it may sometimes by required to operate additional pumps and perform the discharging
operation when discharging has already started with the operation of the first cargo pump. In such
a case, the conditions below may be considered.
1) When oil is required to be circulated in the discharge lines of the ship before starting
the discharging operation and there are restrictions in the number of pumps to be operated
2) When one-pump operation is required soon after the start of the discharging operation.
In both cases mentioned above, the procedure for starting the second and third pumps is the
same,, but adequate precautions mentioned later (refer to "2.1 Pump no-load operation" on P3-21
of the "Discharging Section) should be taken.
3.3.2 Starting procedure

The procedure for starting the second and third cargo pumps is as described below.
When two or more pumps are to be operated in parallel, all the pumps to be operated should be
adjusted to have the same discharge pressure.
1) Fully open the pump discharge valve and start the pump.
2) Lower the rpm of the first pump already in operation to the minimum rpm, close the discharge
valve fully and run the pump at no-load operation. In this case, if an abnormality such as
suspension of the discharging operation occurs, the discharge valve should not be fully closed but
opened to about 10%.
3) When discharging is being continued with the first pump, back pressure acts on the outer side of the
discharge valves of the second and third pumps. Raise the rpm of the second pump slightly above
the minimum rpm, ensure a discharge pressure of slightly above 0.05MPa (about 0.5 kg/cm2) for
the first pump and then slightly open the discharge valve. Subsequently, adjust the discharge
pressure to coincide with the discharge pressure of the first pump.
4) Start the third pump by a procedure similar to that of the second pump.
5) After the third pump has started, make the discharge pressures of all the pump the same, check the
manifold pressure and flow rate, and adjust to obtain the planned discharge flow rate.
6) When two or more pumps are to the operated in parallel, all the pumps to be operated should be
adjusted to have the same discharge pressure.
3.3.3 Precautions during parallel operation
1) Make the rpm of all pumps the same and avoid any unbalance.
2) Make the discharge pressures of all pumps the same. If the rpm is unbalanced because of intake
pressure, throttle the discharge valve of the pump with the low rpm and equalize the discharge
pressures.
3) If the parallel operation of the pumps is difficult (if the unbalance in the rpm and discharge
pressures of the pumps cannot be eliminated), stop one of the pumps and isolate the suction line.
After isolating the suction line, reduce the rpm of the pump with low intake pressure, throttle the
discharge valve, and equalize the discharge pressures of all the pumps.

4) When isolating the suction line, reduce the pump rpm or throttle the discharge valve and
temporarily reduce the discharge rate so as to prevent abrupt drop in the intake pressure and
cavitation that arises because of this drop in intake pressure. After isolating the suction line, raise
the rpm of the pump with reserve intake pressure, adjust the discharge valve and ensure the
discharging rate.
3.3.4 The phenomenon of "defeated" during parallel operation

The phenomenon commonly referred to as "defeated" occurs conditionally during parallel operation.
No discharging occurs from the "defeated" pump and the pump makes an emergency stop due to
overheating of the casing.
The "defeated" phenomenon occurs in a pump the discharge pressure of which is lower than other
pumps, and moreover is low when the discharge flow rate is restricted. Consequently, even if an
unbalance in the discharge pressure of about 0.1MPa (about 2 kg/cm2) occurs, and if the discharge
flow rate is not restricted, and the flow can be free, then the "defeat" does not occur. The method
below shows how to judge the "defeated" phenomenon.
1) Throttle the discharge valve. If the discharge or intake pressure varies, then the pump can
perform the discharging operation.
2) Even at the same rpm, the "defeated" phenomenon can be observed because of the relationship
between discharge pressure and line pressure. In this case, the steam chest pressure reduces (load
is small) since the "defeated" pump is not discharging the cargo.
* About the steam chest pressure

Guide to turbine pressure for pump When the pump load increases, the turbine load increases and the
steam chest pressure rises. Conversely, when the load decreases, the steam chest pressure drops. The
turbine loading condition can be estimated by monitoring this pressure.

4. Gas purging of lines
4.1. General
Gas from the ship's discharging line sometimes enters the submarine lines making them float to the
surface. To prevent such problems, gas purging may carried out by circulating cargo oil through the
ship's pipelines. Gas purging should be carried out until all the ship's discharge lines (riser, deck lines,
crossovers, etc.) are filled with oil. Checks are to be normally performed by both the ship and the
terminal. This is work that entails filling oil in all the discharging lines up to the ship's gate valve,
requires 10 to 20 minutes to complete and adequate care to prevent excessive pressure in the lines.
4.2 Gas purging method (oil circulating method)

Oil is circulated for performing the gas purging operation. There are many methods to circulate oil
according to the condition of the cargo oil loaded on the ship. Four such typical methods are mentioned
here.
1) Case 1
From main suction of slop tank (p/s) or 5C tank to pump
↓
Deck line
↓
Crossover line
↓
Eductor line in pump room
↓
Purge to the same tank
2) Case 2
Method of delivering oil from the cargo line to the same tank other than slop tank and 5C tank and
purging using the stripping line.
Cargo line used as suction line to pump

↓
Deck line
↓
Crossover line
↓
Riser
↓
Eductor line in pump room
↓
Stripping line
↓
Purge to the same tank

3) Case 3
The method of completely isolating the cargo lines of three systems, and purging gas from a tank
filled with oil of the same grade and with low ullage to a tank with comparatively large ullage
using the cargo line. Precautions against overflow due to differences in ullage need to be taken
for this method.
4) Case 4
Commonly referred to as the "round and round" method, it is a very simple method of circulating
oil using the same tank.
Cargo main line used as suction line to pump

↓
Deck line
↓
Crossover line
↓
Direct filling line
↓
Purge to same tank
Furthermore, details of the method under the tentative conditions of oil circulation for purging gas are
described below (4.2.1 to 4.2.4).
1) Manifolds used: No. 1 and No. 2 on the port side

2) 3 cargo pumps used for discharging oil
3) Tanks to be discharged taken as 1C/3C/5C, with ullage taken as shown below.
1C: 1.5m、3C: 3.0m、5C: 2.5m
4.2.1 Oil circulation method

(Case 1: Refer to "Fig. D-2-5 Line Diagram" on P2-5, "Fig. D-2-6 Line Diagram" on P2-6 of the
"Documents Section.")
1) After valve lineup of the line from 5C to 5C, circulate oil.

2) Prime the pump referring to "2.4 Procedure for priming the cargo pump" on P2-7 of the
"Discharging Section." Ensure that oil is filled up in the stripping line and up to the riser on the
discharge side of each cargo pump. Close the used gas intake valve fully.
3) Valve lineup
5C tank valve V252 Open

Suction line V122 Open
Deck master valve V321, V322, V323 Open
Crossover valve V331, V332, V333 Open
Discharge valve V113, V133 Open

Common discharge V114, V134 Open
Return line to 5C V146, V176, V174, V182 Open
4) Start the No. 2 cargo pump

5) Slightly open the discharge valve with the rpm of the No. 2 cargo pump raised to 50 rpm above the

minimum rpm.
Discharge valve of No. 2 cargo pump V123 Slightly open
6) Adjust the pump rpm and degree of opening of the discharge valve appropriately. Since more
attention is to be paid to the flow rate than the pressure during this work, the discharge valve will
be opened to a large extent. A pump discharge pressure of 0.4 mPa (about 4 kg/cm2) is adequate.
Therefore, care should be taken to prevent increasing the pump rpm excessively. An rpm of about
700 is a suitable value.
7) Adjust the pump rpm and the discharge pressure.
No.2 cargo pump delivery valve V123 Adjustment
8) Each deck watch should lightly strike the pipe using a wooden hammer and confirm from the sound
that the all the ship's discharging lines have been filled with oil. At the same time, the terminal staff
should perform independent checks. Thus, both sides should confirm that gas purging has been
properly completed.
Check that ullage changes no longer occur and confirm that gas has been removed by observing the
steady suction pressure of the eductor in the CCR.
9) The gas in the pipeline is purged to 5C. There is no risk of overflow in this method since the oil
delivery tank and the oil receiving tank is the same tank. No abnormality due to mixing of gas
occurs in this tank because the suction bell mouth and the discharge line are installed at a safe
distance from each other.

(Case 2: Refer to "Fig. D-2-7 Line Diagram" on P2-7, "Fig. D-2-8 Line Diagram" on P2-8 of the
"Documents Section.")

3) Valve lineup

Suction line V131, V132 Open
Common discharge V114, V124, V134 Open
Return line to 3C V144, V176, V174, V180, V141, V235 Open

5) Slightly open the discharge valve with the rpm of the cargo pump raised to 50 rpm above the
minimum rpm
Discharge valve of no. 1 and no. 2 cargo pumps V113, V123 Slightly open
6) The gas in the pipeline is purged to 3C. There is no risk of overflow in this method since the oil

delivery tank and the oil receiving tank is the same tank.
7) Adjust the pump rpm and the discharge pressure.
Discharge valve of no. 1 and no. 2 cargo pumps V113, V123 Adjustment
8) Perform adjustments of pump rpm, discharge pressure, degree of opening of discharge valve
appropriately similar to the adjustments in Case 1.
9) Confirm the completion of gas purging similar to the procedure given in Case 1.
4.2.3. Circulation method

(Case 3:Refer to "Line Diagram" in Fig. D-2-9 of P2-9 and "Line Diagram" in Fig. D-2-10 of
P2-10 in the "Documents Section.)
The method of completely isolating the cargo lines of three systems, and purging gas from a tank
filled with oil of the same grade and with low ullage to a tank with comparatively large ullage
using the cargo line. This is the method of purging from 1C to 3C using the No. 1 cargo pump and
the cargo lines. Care should be taken to prevent overflow of the receiving tank 3C.

3) Valve lineup

Direct filling valve V313 20% open
V.313 may be fully opened at the commencement of pump operation since the flow rate can be
adjusted using the direct filling valve.
minimum rpm
Discharge valve of no. 1 cargo pump V113, Slightly open
6) Slightly open the discharge valves of No. 2 and No. 3 pump sequentially while monitoring the
pump discharge pressure.
Discharge valve of no. 2 cargo

V123 Slightly open
pump
Discharge valve of No. 3 cargo
V133 Slightly open
pump

9) Take care to prevent overflow of the receiving tank 3C.

(Case 4: Refer to "Line Diagram" of Fig. D-2-11 on P2-11, "Line Diagram" of Fig. D-2-12 on
P2-12 of the "Documents Section.")
Commonly referred to as the "round and round" method, it is a very simple method of circulating
oil using the same tank.
This is an effective method especially for discharging a single tank when there is no reserve in the
ullage of each tank.

3) Valve lineup

Direct filling valve V313 20% open

minimum rpm
Slightly open the discharge valves of No. 1 and No. 2 pumps and deliver oil to the No. 1, No. 2 and
No. 3 risers.
Discharge valve of no. 3 cargo

V133 Slightly open
pump
Discharge valve of No. 1.2 cargo
V113, V123 Slightly open
pump
There is no risk of overflow in this method since the oil delivery tank and the receiving tank are the same.
However, since the suction valve and the discharge valve are the same, a part of the gas/liquid mixture is
probably returned to the tank with another part returned to the suction line. From our experience until now, no
problem has occurred in this method. A method that takes slightly more time than usual is a safe method.
Also, no abnormal changes have been observed in the pump during the work.
6) Purge the gas in the pipeline to the 3C tank and the suction line.
7) Adjust the pump rpm and the discharge valves V.113, V.123 and V.133.
Discharge valve of no. 1, no. 2 and no. 3

V113, V123, V133 Adjustment
cargo pumps

4.2.5 Other oil circulation methods

In addition to the above, oil circulation methods mentioned below are available.
1) If the grade of oil to be discharged in that in the slop tank is the same, the method of using the slop
tank as the suction tank and returning the oil to the same slop tank via the eductor line may be
adopted.
This method is commonly adopted when the slop tank can be used.
(Refer to "4.2.1 Oil circulation method Case 1" on P2-27 of the "Discharging Section.")
2) Another method is the purging of gas from the 3P/S tank via the drip line of the manifold. It is
commonly used for instance, during the line pressure tests but it can only be used with the
permission of the terminal. Also, it can be used only when the 3P/S is to be discharged first.
3) Although the method of purging gas from the gas intake valve installed at the crossover of the
manifold can be considered, it is extremely dangerous since the diameter of this line is very small.
This method should not be used. Moreover, the 3C tank should be discharged first.
4.2.6 Completion of oil circulation and start of discharging operation

After completing the oil circulation, start the discharging operation.
1) After oil circulation, if the flow is to be stopped temporarily to review the valve lineup, throttle the
discharge valve while maintaining the pump at the minimum rpm, then close the valve to the
receiving tank. In this case, close the discharge valve first and then close the valve to the receiving
tank to prevent pressure surge.
2) Change over to valve lineup for discharging oil.
3) When valve lineup for receiving oil in shore tanks and valve lineup on the ship side have been
completed, open the gate valve and start discharging oil while communicating with the terminal.
4) According to MARPOL, the gas purging of lines should be performed by branching out a part of
the discharge when discharging from the slop tank or when discharging fresh oil at the final stage
of the discharging operation.

Line Diagram Title Page
D-2-1 Priming [Oil level: adequate high] (1/2) 2-33
D-2-2 Priming [Oil level: adequate high] (2/2) 2-34
D-2-3 Priming [Oil level: low] 2-35
D-2-4 Priming of cargo pump in AUS-equipped ships 2-36
D-2-5 Oil circulation - Case 1 (1/2) 2-37


Discharge 02

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Chapter 2

Start of Discharging Work

§Procedure for starting the discharging work

1) Necessary preparations and inspections according to the check list.

2. Preparations before starting the cargo pump (P2-5 to P2-16)

1) Measures to prevent water hammer

3. Starting the cargo pump (P2-17 to P2-25)

1) Complete inspections according to the check list.

4. Gas purging of lines on the ship's discharge side (P2-26 to P2-31)

2002/10 (Ver.1) （Discharging）2- 1

1.2 Valve control

1.2.1 Checking valve closure

Click here to view video – 019.mp4

valves of all tanks should be fully open.

1.2.2 Switch operation

1.2.4 Checks before valve operation

1.3 Ullage and pressure measurements

2002/10 (Ver.1) （Discharging）2- 2

1.3.1 Ullage *11 measurements

*11 What is ullage measurement?

2002/10 (Ver.1) （Discharging）2- 3

*12 What is MMC?

*13 What is a T-square?

*14 What is closed loading/discharging?

*15 What is contamination?

1.3.2 Pressure measurements

2002/10 (Ver.1) （Discharging）2- 4

1) Measures to prevent water hammer

*16 What is pump priming?

2.2 Preventing water hammer

2.3 Priming of cargo pump

2002/10 (Ver.1) （Discharging）2- 5

2.3.2 Precautions during oil delivery

2.4 Procedure for priming the cargo pump

2002/10 (Ver.1) （Discharging）2- 7

*18 What is "crack open?"

*19 What is a gas intake valve?

Crossover gas intake valve V388,V389 Open

Pump delivery valve V113, V123,V133,V144,V145 Close

2002/10 (Ver.1) （Discharging）2- 8

Line segregation valve V281, V282, V283, V284 Open

Suction valve of 3C V232 Crack openÆ10% open

Suction valve of 3C V232 Open fully

Delivery valves of each

Delivery valves of each pump V113, V123, V133 Close

11) Subsequently, fully close the crossover gas intake valve.

Crossover gas intake valve V388, V389 Close

2.4.3 Priming when the oil level is low

2002/10 (Ver.1) （Discharging）2- 9

* About startup of the stripping pump

2.4.4 Specific example of priming when the oil level is low

4) When valve lineup is completed, start the stripping pump.

2.5 Priming of cargo pump in AUS-equipped ships

2002/10 (Ver.1) （Discharging）2- 10

1) All drain valves of separator tank should be closed.

A/M SELECTOR MANUAL

4) All drain valves of the seal water tank should be closed.

* About N/C Selector (Normal/Close Selector)

* About the STOP/RUN selector

2.5.2 Precautions during priming

(When the tank level is adequate)

2002/10 (Ver.1) （Discharging）2- 11