Professional Documents
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Discharge 03
Discharge 03
1) Items to be recorded
2) Precautions
3) Improving the loading/discharging efficiency
4) Criteria for stopping the discharging operation
5) Characteristics of centrifugal pumps
6) Discharge limit of each cargo pump
7) Cavitation
1) Pump rpm
2) Pump discharge pressure (CCR)
3) Pump suction pressure (CCR)
4) Manifold pressure
5) Draft
6) Ullage (of all tanks)
7) Pressure (of all tanks)
8) P/V breaker water level
9) Discharging capacity
10) Discharging rate
11) Pump flow rate
13) Concentration of oxygen in the supplied IG (confirm that this is less than 5%)
14) Direction and distance of buoy and condition of mooring system (any abnormality?) when ship is
moored at the SPM/SBM berth (SPM: Single Point Mooring/SBM: Single Buoy Mooring;
hereafter referred to as SPM)
15) Position of Chiksan arm and condition of mooring system (any abnormality?) during berthing
16) Wind direction and wind speed
1.1.2 The items below should be measured and recorded at least once every hour.
6) As discharging progresses, the oil level reduces leading to a reduction in the suction pressure. As a
result, the discharge flow rate reduces, the line resistance reduces and therefore, the manifold
pressure also reduces even if the pump rpm does not change When the manifold pressure reduces as
discharging progresses, it is to be noted that the pump rpm should be raised in order to maintain the
manifold pressure (to maintain the required flow rate).
7) Flow should be maintained in the suction line in order to strictly adhere to the allowable flow
velocity in the pipe (6 m/sec.) for the butterfly valve. Suction valves of one or more tanks should be
fully opened for discharging oil cargo using one pump after referring to the allowable flow velocity
in the pipeline.
a) Trim
b) List
c) Ullage differences among the discharging tanks
1.3.1 Trim
1) Immediately after starting the operation, "discharge uniformly" the cargo from tanks without
trimming the vessel.
Regardless of draft restrictions, the tanks to be discharged are discharged evenly by about 2 to 3 m
at the same time, avoiding the complex operations immediately after starting the discharging
operation. This operation is called "discharging uniformly." If oil is not discharged uniformly,
especially at a discharging site with draft restrictions, the trim increases and there is a risk of the
ship's bottom touching the sea bed.
2) When the ship is trimmed, care should be taken against overflow.
If the ship is trimmed to an appreciable extent when the tanks are full (98% of the tank capacity),
and if the watertightness of hatches, Butterworth openings and ullage openings of tanks to be
discharged are unsatisfactory due to poor maintenance, there is a risk of gas spewing out or oil
leaking out due to localized pressure. Safety measures should be adopted considering the
maximum aft trim as about 6 m when the tanks are fully loaded.
3) Guidelines for planning trim are given below.
After "discharging uniformly" the cargo by 2 to 3 m, the tank valve should be adjusted such that
the anticipated aft trim is obtained gradually while ensuring that the draft restriction is not
exceeded. During the initial stage of discharging, a large aft trim may not be required but a trim of
more than 4 m is required during stripping of the tank, and where possible, a 6-m trim should be
ensured bearing in mind that other tanks may be fully loaded. In a VLCC, the increase in head
pressure from the No. 1 tank at an aft trim of 6 m is about 0.3 MPa (about 0.3 kg/cm2).
4) The hull strength should be considered when the vessel is to be trimmed.
Trim adjustments should be made while monitoring and ensuring hull strength by entering the
latest data in the computer and carrying out ballasting work in parallel. In most cases, the planned
trim should be obtained by ballasting.
5) The general relationships between basic piping arrangement and trim in a tanker are as given
below.
a) Gas lines are installed forward of the upper deck tanks, and gas main and stripping bell mouth are
installed at the aftermost part within the tanks.
b) The IG branch valve and the breather valve fitted to the tank are installed at the forward part of
the tank, and are arranged considering their use in adjusting trim by the stern. Consequently,
special care is necessary for trim by the head.
In practice, tanks cannot be stripped with a forward trim. Therefore, the problem of forward trim
is resolved when formulating the discharging plan.
c) The main and stripping bell mouths in the cargo tank are installed at the aftermost part of the tank,
designed so as to achieve optimum stripping with an aft trim. However, in some ships, these may
be installed in the forward part of the tank near the center of the tank bottom because of the tank
shape as in the 5P/S and SLOP P/S tanks. In such tanks, the bell mouth is installed in the lowest
part of the tank bottom considering the tank structure. In these tanks, optimum stripping cannot be
achieved with a large aft trim. Therefore, the installed positions of the bell mouths should be
confirmed on the final drawing.
1) If the ship is heeled to a large extent when berthing it, the fenders on the terminal are likely to be
damaged. Care should be taken to prevent a heel greater than 1.0 degree (difference in draft at
port/starboard about 100 cm).
(Precautions for mooring lines should be taken when heeling the ship during berthing.)
2) The ship may be heeled using ballast so that optimum stripping is obtained after studying the
arrangement of the stripping bell mouths in the tanks, but the heel may need to be adjusted using
cargo, depending on the operation.
3) Generally, two kinds of stripping bell mouth arrangements may be used.
1) For the same pipe diameter, the pipe with the shorter length has smaller resistance.
2) The smaller the piping resistance and closer the tank is to the pump, the greater is the suction flow
rate.
The above implies that the closer the tank to the aft cargo oil tank, the greater is the throttling of
the tank valve during steady discharging operation.
1) In principle, cargo tanks are unpainted except tank bottom, but slop tanks are painted with tar
epoxy coating.
2) The capacity of slop tank is 3% greater than the capacity of the cargo tank. The slop tank is
designed as a small tank with large depth. Not only is oil/water segregation easy, but very little
water remains after discharging the tank.
3) The washing oil suction is fitted about 2 m above the bottom of the tank and designed such that
moisture (antistatic measures adopted) and impurities such as sludge are not sucked in.
4) Where ballast water or washing water that has been settled, is passed through the ODM (Oil
Discharge Monitoring and Control System) and discharged legally in accordance with rules and
regulations, oily water above the regulated value is recovered in the slop tank automatically.
1) Used as washing oil delivery tank during crude oil washing work and as a collection tank for
The washing oil suction is fitted about 2 m above the bottom of the tank and designed such that impurities
such as sludge are not sucked in. There is the ship as not fitted suction above such design.
stripped oil.
2) Also used as an eductor-driven oil tank and collection tank and used for stripping tanks other than
slop tanks. To minimize the drop in discharging efficiency of the cargo pump during the
discharging operation, change over to stripping the tank with the eductor before the level in the
tank to be discharged drops and before discharging with the cargo pump becomes severe. The
discharging efficiency using the cargo pump can be improved if small oil is led from other tanks
with high liquid level through the main valves of these tanks.
3) Used as a header tank for preventing cavitation.
Oil is collected in the slop tank using the tank cleaning pump and negative pump suction pressure
is reduced by means of discharge small amount of oil concurrently from the slop tank while
maintaining a safe and steady level (generally an ullage of 10 m) as suction pressure for the
collecting oil by the tank cleaning pump. If crude oil washing is not carried out at the final stage of
discharging, the cargo handling time can be curtailed by this method.
1) Actual head
The vertical distance from the suction surface to the surface to be discharged is called actual head.
2) Velocity head
Energy proportional to the flow velocity is required for the liquid to flow. This energy is called
velocity head and it is shown in the same units as the water head.
If velocity head is ignored, then pump suction pressure is approximately equal to suction tank head
pressure minus suction line resistance. The relationship between flow rate and resistance is:
"Resistance is directly proportional to the square of the flow rate and the pipe length when the pipe
diameter is constant." Thus, if the suction line remains the same, the pump suction pressure
reduces as the suction flow rate increases.
3) Pressure head
Pressure head is the mean of atmospheric pressure which is exposed for all objects on the earth's
surface. When calculate the pressure in the tank,you should consider that the suction surface in the
tank is pressurized by inert gas.
4) Head loss in pipeline
Resistance exists between liquid and pipe when a liquid flows in a pipe. Moreover, the flowing
liquid also has to overcome its own resistance when it causes turbulence. This resistance is called
loss head in pipeline. Bends in the pipeline, branching points, changes in pipe diameter and various
1.6 Cavitation
1.6.1 Occurrence of cavitation
The pump should be operated correctly during the discharging operation before cavitation occurs.
Cavitation can be easily detected when it occurs since noise and vibrations increase. It should be borne
in mind that if appropriate measures against cavitation are not adopted, continuous operation becomes
difficult, and in the worst case, the pump may be damaged. (Refer to "*20 What is cavitation?" on P3-3
of the "Discharging Section.")
1.6.3 Cavitation occurrence limit (refer to Fig. D-3-3 for an example of pump cavitation curves)
Cavitation occurs within the pump under the condition as:
1) When Av. NPSH*24 = required NPSH
The cavitation occurrence limit is:
2) Av. NPSH = Req. NPSH
Consequently,
3) Suction pressure = (Req. NPSH x spec. gravity ÷ 10) + (saturated vapor pressure) < absolute
pressure: kgf/cm2.>
1)Av. NPSH *23( Available NPSH ): Available net positive suction head
This is equivalent to the result of subtracting the saturated vapor pressure at the liquid temperature
from the total suction head at the center of the impeller.
Where,
H0 :Atmospheric pressure
Has :Actual suction head …. Height from the suction surface to the center of the pump
Hls : Head loss in the pipeline on the suction side
Hvs : Head loss in velocity on the suction side
Hvp : Saturated vapor pressure
P2 : Suction pressure (kgf/cm2: absolute pressure) = H0 -Has -Hls
Vs2 / 2g : Loss on the suction side expressed as suction velocity
Pvp : Saturated vapor pressure indication … 10Pvp/Sg becomes head = Hvp
When atmospheric pressure acts on and presses against the suction surface
Av. NPSH = (Atmospheric pressure) + (actual suction head) - (head loss on suction side) - (saturated
vapor pressure)
Av. NPSH = H0 + Has – Hls – Hvs – Hvp … Water head/lift indication
= ( 10 P2 / Sg ) + ( Vs2 / 2g ) – ( 10 Pvp / Sg )
* Suction pressure indication is the same although the notation of Has is different.
2) Req. NPSH *24 ( Required NPSH ) : Net positive suction head required
Local pressure drop (∆h) occurs immediately after the pump impeller entrance but the liquid does not
vaporize due to this pressure drop. This is the head required for pumping.
Req. NPSH = ∆h + (Vs2/2g) ≒ ∆h
* Since Vs2/2g is very small, it can be ignored.
* ∆h: The liquid flowing from the impeller entrance to the interior brings about changes in the velocity
and direction of flow according to the shape of the impeller blades. The maximum pressure drop occurs
in the vicinity immediately after the impeller entrance.
1) Conditions
With the conditions of Reid vapor pressure of crude oil at 37.8 °C equal to 0.33 kgf/cm2, specific
weight of 850 kgf/m3 and Req. NPSH of discharging flow rate of cargo pump equal to 4.5 m, let us
determine the suction pressure required for operating the cargo pump so that no cavitation occurs.
2) Condition for cavitation not to occur
Av. NPSH > Req. NPSH
3) Suction pressure
Suction pressure = (Req. NPSH X specific gravity ÷ 10) + (Reid vapor pressure) … absolute
pressure: kgf/cm2
< It is convenient to use Reid vapor pressure instead of saturated vapor pressure for crude oil >
P2 = (4.5×0.85÷10 ) + 0.33 = 0.7125 kgf/cm2 ata (or A or abs) Absolute pressure
* Specific gravity of crude oil = Specific weight of crude oil/Specific weight of water = 850/1000
= 0.85
4) Gauge pressure
Gauge pressure = (Absolute pressure) - (atmospheric pressure)
= 0.7125 – 1.033
= - 0.3205 kgf/cm2G
5) Mercury column indication
mmHg = (Gauge pressure) X(760/1.033)
= - 0.3205 × 760 ÷ 1.033
= - 235.8 mmHg
6) Crude oil height indication
Crude oil height (m) = (Gauge pressure) ÷ (Specific weight)
= - 0.3205 × 10000 ÷ 850 … (in meter units)
=- 3.77 m
* Suction is possible up to this height (height of crude oil surface from the center of the pump)
7) SI units indication
kPa = (Gauge pressure) x (101.3/1.033)
= - 0.3205 × 101.3 ÷ 1.033
= - 31.43 kPa G
The personnel stationed in the pump room should check and report pump casing temperatures. However, in
some ships, the pump casing and bearing temperatures can be monitored in the CCR.
1) Notify the Engine Department about the no-load operation of the cargo pump.
2) Station the relevant personnel in the pump room.
3) Fully close the pump discharge valve and reduce the pump rpm to the minimum rpm.
4) Fully open the suction line from the tank to the pump.
5) If discharging was being carried out by opening multiple tanks, make each set of pump/tank
The manifold gate valve is generally closed
independent to prevent transfer of oil due to the difference in ullage between tanks.
6) Discuss the handling of manifold gate valve with the relevant staff at the terminal.
2) Depending on the terminal, if the casing temperature rises, the oil in the pump may be returned to
tanks filled with the same grade of oil through the direct filling line or the eductor line for replacing
the oil.
In such cases, there may not be restrictions on the time for the no-load operation, but if the time for
the no-load operation is expected to exceed 15 minutes, then the pump should be stopped.
3) It should be borne in mind that most troubles occur when the operation is changed over from
unconventional to normal operation.
1) Operate the governor so as to reduce the rpm by 20 each time, similar to the procedure for raising
pump rpm, taking care to avoid abrupt load fluctuations.
2) If multiple tanks are being discharged, differences in the levels of tanks exist, and all cargo pumps
have approached close to their minimum rpm, take precautions for draft, trim and heel otherwise oil
may shift among the tanks.
1) When there is a risk of major damage to the Chiksan arm as a result of shifting of the ship due to
gust or gale during the discharging operation
2) When an earthquake or tsunami occurs during the discharging operation
3) When a major oil leak has occurred on the ship or at the receiving terminal
1) Small or large pressure surges occur during an emergency stop of the cargo pump
Secondary damage may occur to cargo handling equipment such as lines and valves on the ship or
at the terminal due to such pressure surges.
2) The supply-demand balance of steam for the boiler collapses abruptly. The safety valve of the
boiler activates, and a large quantity of steam that was being supplied to the turbine may be
dumped. Large noise occurs as a consequence.
3) Black smoke is emitted due to the abrupt load fluctuations of the boiler.
The tentative conditions of the method for preventing liquid-sealed condition are as given below.
1) When normal pump operation can be restored within a short time (Refer to "Fig. D-3-2 Line
diagram" on P2-14 of the "Documents Section.")
2) When considerable time is required until normal pump operation is restored (Refer to "Fig. D3-3-3
Line diagram" on P2-15 of the "Documents Section.")
3) Monitor the lines in the tank by the suction pressure of the pump.
3.1.1 Causes
The causes mentioned below may be considered for the rise in tank pressure.
3.2.1 Causes
The drop in tank pressure may be attributed to the discharging capacity exceeding the capacity of the
inert gas fan.
3.2.2 Measures
The tank pressure can be raised by starting the standby inert gas fan and the pressure can be controlled
at the predetermined pressure. The capacity of the inert gas fan is 125% of the maximum discharging
capacity of the ship.
If the standby fan cannot be used, the discharging rate should be reduced until the tank pressure can be
controlled.
Thus, this is a system in which low pressure alarm activates when the tank pressure is 1.96 kPa (200 mmAq),
visually and audibly notifies an abnormal condition and makes it necessary for measures to be adopted before
the pump trips
4) Blackout
In case of a power failure, all operating pumps trip and stop. This is the most important problem,
which is also unavoidable.
3.3.2 Measures
1) Fully close the discharge valve and restore the governor to the minimum rpm position. (Should be
conformed on the turbine side also)
2) If any pump is still operating, take care in the reduction of suction pressure since the discharge rate
per pump is likely to increase. Reduce the pump rpm, throttle the discharge valve or close it fully, if
necessary.
3) Maintain close contact with the Engine Department and make adjustments such as changing the
rpm (increase or decrease rpm) of the pump to match the load fluctuations of the boiler.
4) If all the pumps have tripped, make efforts to prevent the shift of oil among cargo tanks by
operating the relevant valves. Maintain the ship's attitude (draft, trim, heel, etc.) before the tripping
of the pump.
5) If tripping has occurred due to blackout, one of the hydraulic pumps can generally be operated by
the emergency generator, and valves can be remotely controlled. However, the system provided on
the ship should be confirmed. Valve operations should be performed using the emergency hand
Valves that have been fully closed will remain fully closed because of the mechanical locking mechanism and
will not open naturally.
If a pump trips, it should not be restarted without investigating the cause of the trip.
1) The cause of tripping of the pump is not restricted to the ship alone; sometimes, error in valve
operation on the shore may cause pressure surge, and the pump may have tripped due to excessive
pressure. In such cases, thorough checks for the presence of oil leaks and checks of cargo handling
equipment such as two-way valves and lines should be carried out.
2) A pump trip may occur due to a simple cause or due to multiple causes that are interrelated in a
complex manner. Thus, simple conclusions should not be arrived at but the causes should be
investigated from various angles. It should be borne in mind that if the pump is restarted after
making simple judgments, the inherent fault may develop into a major accident.
3.4.1 Causes
For causes of trip, please refer to the instruction manual of the IGS provided on board the ship.
Generally, the causes of trip are as given below.
3.4.2 Measures
3.5.1 Causes
The items mentioned below may be considered as causes for the low deck seal water level.
3.5.2 Measures
3.6.2 Measures
1) When the concentration of oxygen in the supplied inert gases rises due to load fluctuations of the
boiler, the concentration will drop if a constant load condition of the boiler is maintained. This
1) If remote operation from the CCR is not possible, press the manual operating buttons to the left and
right ends of the solenoid (open/close sides) using the tip of a screw driver and close or open as
required.
However, if the abnormality is in the open side of the open-shut valve, even if it is opened, it may
be excited to initiate closing and the valve may be closed.
2) If remote operation is not possible even after performing the procedure in 1), the solenoid is likely
to be defective (open or closed side of the solenoid) and it should be renewed. There is no need to
shut off the power for removing the defective part and replacing it with a spare. Moreover, no tools
are required for the replacement, and the replacement work can be easily performed.
3) Operating the valve using the hand pump
Most of the solenoid valves in the hydraulic pump unit room are valves of the pump room.
Therefore, the hand pump can be directly connected to the valve actuator and the valve can be
opened or closed. If the solenoid valve itself has failed, the power needs to be shut off. However,
to avoid shutting off the power, the power unit of the solenoid valve can be removed and the hand
pump can be used for opening/closing the valve. Remote operation of other valves can also be
performed in this way. The connector for the hand pump is installed near the solenoid valve
chamber. Fully open or fully close the valve at the selected position while observing the flowmeter
on site. Follow the procedure given below for operating the valve using the hand pump.
a) The hand pump cannot be connected easily to the self-seal coupling since it is subjected to
pressure. Therefore, release the pressure by pressing against the connector strongly with a flat tool.
With this action, there is a possibility that hydraulic oil at high pressure may spray out. If it does,
use cotton waste to suppress the hydraulic oil. If you use the "air bleed handle provided with the
self-seal coupling," you can easily release the pressure.
b) Fit the self-seal coupling after releasing the pressure.
c) Set the hand pump selector lever to the "Open" or "Close" side and operate the hand pump.
(Refer to "3) To directly operate the valve in the pump room" on P3-32 of the "Discharging
Section.")
3.7.2 Measures against failure of solenoid valve (when solenoid is in the local box on the upper deck)
The measures below are to be adopted when the solenoid valve cannot be replaced and hydraulic pump
cannot be stopped since the system is working during the cargo handling operation, and moreover,
when the hydraulic stop valve of the local box cannot be closed. Under such conditions, all valves other
than the valve with the abnormality can be remotely operated from the CCR.
1) Open-shut valve
a) Remove both the closing and opening sides of the power unit of the solenoid in the open-shut
valve.
If the damage to the hydraulic piping is minor, the needle valve can be opened to a larger degree than is done usually,
even if the valve does not operate at the normal position of the needle valve. When this action is taken, the valve may
sometimes operate, so it may be worthwhile to take this action and confirm whether the valve works or not.
1) Measures to be adopted when the damage to the hydraulic piping in the tank is minor
a) Rotate the needle valve *25 of the solenoid valve in the local box counterclockwise and increase
he flow rate of the hydraulic oil.
At the normal flow rate, the valve cannot be operated because of leaks in the hydraulic line in
the tank. For this reason, the flow rate should be increased so as to compensate for the amount
lost due to leaks.
b) Turn the valve operating knob in the CCR to open or close the valve.
c) If the oil leak is minor, then the valve operates.
d) If cargo handling operation is continued with the existing condition, the hydraulic oil may
flow continuously out of the tank, and the oil will have to be replenished in the hydraulic
pump unit room. If no further action is taken, the hydraulic pump trips due to low sump tank
oil level.
2) Measures to be adopted when the damage to the hydraulic piping in the tank is major
a) Rotate the needle valve *25 of the solenoid valve in the local box counterclockwise, increase the
flow rate of the hydraulic oil, and estimate the magnitude of the damage.
1) To release the accumulated high pressure oil into the hydraulic circuit, cut down the working time
and to save energy
2) To use the accumulator to maintain pressure
3) To prevent surge pressure that occurs in the piping system
At operating pressures of 7.8 mPa (80 kg/cm2) to 8.8 mPa (90 kg/cm2), the pressure of nitrogen
charged in the accumulator is 6.9 mPa (80 kg/cm2), and at operating pressures of 4.9 mPa (50
kg/cm2) to 5.9 mPa (60 kg/cm2), the corresponding pressure is 3.9 mPa (40 kg/cm2).