References:

Ship Design & Construction Vol. I

Ship Design & Construction Vol. II
International Maritime Organization (IMO)
Introduction to Marine Engineering
Marine Auxiliary Machinery
Maritime Engineering Reference Handbook
Ship Construction

Sistem Pelayanan di Kapal

Sistem & Permesinan kapal
Dedi Budi Purwanto ST.,MT.

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Bilge System

Bilge well

MARPOL 73/78 annex 1

Equipment for the storage
Handling & disposal of oil residue
Water containing 15 ppm or below

Volume max 0,57 m

Tinggi bilge well minimum
0,5 tinggi double bottom

MPEC ( Marine environment Protection

Committee)

Guidelines for system for handling oily waste in

machinery spaces of ships

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Waste oil transfers & storage

3 primary waste streams have been collected in:
1.

Fuel Oil Sludge Tank

2.

Lube Oil Sludge Tank

3.

Stuffing Box Drain Tank

Fuel Oil Sludge Tank

Lube Oil Sludge Tank

Stuffing Box Drain Tank

Separated Bilge
Oil Tank (SBOT)

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Waste oil disposal

There are 2 approved methods of disposal either by incineration, or landing

it ashore for disposal at a shore side reception facility.

An Oil Record Book (ORB) entry must be made at this time for the transfer
AND the disposal method.

Shore disposal can be expensive and time consuming

Ashore

Separated
Bilge Oil Tank
(SBOT)

Waste Oil Tank

Incinerator

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Bilge water transfers

Drain &
leakage

Tank over flow

Incident

Cleaning &
maintenance

Water from
purifier sludge
tanks

Water from
wash oil tank

Condensate
from air cooler

10

Port Bilge Well

Aft Bilge Well

Bilge Water
Tank

Starboard Bilge Well

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Bilge Water Disposal

The effluent overboard will be monitored by an Oil Content Monitor (OCM).

Water less than 15 Parts per Million (ppm) of oil will be allowed to go
overboard.

If the effluent oil content is greater that 15 ppm, the bilge pump will stop,
securing the operation, or, if fitted with a 3-way valve, the effluent will be
diverted back to the Bilge Water Tank.

Oil that has been separated out, will be diverted to the Separated Bilge Oil
Tank.

Oily Water
Separator

Overboard
Bilge Water
Tank
Separated Bilge
Oil Tank (SBOT)

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Bilge Water Disposal

Oily Water
Separator

Oil water
content

15 ppm

Overboard
Bilge Water
Tank

Waste Oil Disposal

Ashore

Separated Bilge Oil

Tank (SBOT)
Waste Oil
Tank
Incinerator

Oil sludge incinerator

Steam boiler/heater (60-70)

Oil burner

Oil sludge processing system

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Main pipe & branch pipe

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BALLAST SYSTEM

A ballast tank is a compartment

within a boat or ship that holds water.

A vessel may have a single ballast

tank near its center or multiple
ballast tanks typically on either
side.

Adding ballast to a vessel lowers its

center of gravity, and increases
the draft of the vessel. Increase
draft may be required for proper
propeller immersion.

Ballast water is absolutely essential

to the safe and efficient operation of
modern merchant ships, providing
balance and stability to unloaded
ships

ballast water may also pose a serious

ecological, economic and health
threat due to invasive aquatic
species

A large vessel typically will have

several ballast tanks including double
bottom tanks, wing tanks as well as
forepeak and aftpeak tanks.

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Component of tank

Filling pipe
Discharge pipe
Drain pipe
Vent pipe
Sounding pipe
Overflow pipe
manhole

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System Design & Construction

Sea chest & Shipside opening

Ballast valve arrangement

Sea suction line is to permit cleaning of

strainer

To be provide isolating valve to control

the movement of ballast water

Discharge opening overboard ( T +

0,75m)

For vessel (operating low temperature

environment) heating arrangement

For oil tanker has been examined

either visually before discharge verify
contamination

Ballast piping

Discharge arrangement is to be made

to avoid over pressurization and over
flowing

Ballast pump

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Control features

2 independent power driven ballast

pump
The capacity of the ballast water system
is to be capable of providing ballast
water exchange
BWE normally to be completed
within 24 hours

Provide with a means of remote

operation from a central ballast control

Tank leveling

Draft & trim indicating

Valve position indicating

Local control A manually operated

independent means of control of all
valves required for WBE

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Type of ballast

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Ballast Water Management System

Before

After

IMO Assembly Resolution A.868(20) Guidelines for control and management

of ships ballast water to minimize the
transfer of harmful aquatic organisms and
pathogens.

22

Mechanical treatment methods

such as filtration and separation.

Physical treatment methods such

as sterilization by ozone, ultra-violet
light, electric currents and heat
treatment.

Chemical treatment methods

such adding biocides to ballast water
to kill organisms.

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Fire Fighting On Board Ship

Class A Normal Combustible

Wood,Paper,Cloths etc

Class B Flammable Liquids

Flammable liquids gasoline, oil,
grease, grease, paint etc.,

Class C Electrical Fires

Class D Combustible metal

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Electrical cables and electrical

motors, switchboards, heater etc
Potassium, magnesium etc

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Fire Main system

Fire hoses should not have a length greater than:

15 meters (49 feet) in machinery spaces
20 meters (66 feet) in other spaces and open decks
25 meters (82 feet) on open decks with a maximum breadth in excess of 30
meter (98 feet)

Standard nozzle sizes are to be 12 mm (0.5 in.), 16 mm (0.625 in.) and 19 mm

(0.75 in.) or as near there to as possible
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Fire pumps must not be connected to

any oil piping connection to the
bilge system is permitted for
emergency dewatering

May be used for other service bilge,

ballast, sea water cooling 1 pump
is kept immediately available for
firemain

Capacity fire pumps depends on the

ship size and service
Minimum flow rate based on ship
size number of fire hose
Total required capacity pump
need not exceed 180 m3/hr
Individual Pump Capacity 25 m3/hr
Required hose nozzle size (1,5 or
2,5 inch)

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Pressure fire pumps ( 1psi = 0,069

bar)
Minimum pressure for nontankers= 50 psi
Minimum pressure for tankers=
75 psi
Superstructure 100~150 psi
Shore connection to the fire main
must be provided and installed
both sides of the ship
Emergency fire pump
Capacity For cargo vessels of 2000
gross tonnage and upward: 25 m3/h
Capacity For cargo vessels less than
2000 gross tonnage: 15 m3/h
emergency fire pump is to be of
the self-priming type

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Fixed Gas Fire Extinguishing Systems

29

Typically suppress fires by reducing the available oxygen

The most common fixed gas extinguishing systems encountered are
either high/low pressure CO2 systems or those utilizing Halon
alternatives.
Reducing the oxygen content from the normal 21% in air to 15%
40% of the total volume of the largest machinery spaces that is
protected by the CO2system
If the CO2 system is installed in the cargo spaces, the quantity of CO2
available should be sufficient enough to give at least a minimum of 30%
of the total volume of the largest space that is protected by the CO2
system
requires that the fixed piping systems for machinery spaces is to be such
that 85% of the gas can be discharged into the space within 2 minutes.
CO2 Distribution Piping The design pressure at the nozzle is not to
be less than 10 bar

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Fixed Water Fire Extinguishing Systems

water spray
pump(s)
fixed piping system
distributed array of nozzles
water sprinkler
fixed supply piping
overhead nozzles
automatic activation
water mist systems
Low pressure, P < 12,5 bar
Medium pressure, 12,5 < P < 35 bar
High pressures, 35 < P < 120 bar

Requires the system to be capable of providing water application at a rate of

at least 3.5 L/min/m2 for spaces with a deck height not exceeding 2.5 meters
and a capacity of at least 5 L/min/m2 (for spaces with a deck height of 2.5
meters or more.
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Foam Fire
Extinguishing
Systems
Low Expansion Foams

expansion ratio of 12:1

12 volumes of foam.

Pressure in the lines range

12 bar

Mid Low Expansion Foams

expansion ratio of between

about 20:1 to 100:1.

High-Expansion Foams

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expand in ratios of over

100:1.

Pressure in the lines range

4-5 bar

Portable/Semi-portable Fire Extinguishers

extinguishers onboard a vessel include

Mechanical
Foam
Extinguishers

Stored-Pressure
Water
Extinguishers

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POWDER

CartridgeOperated Water
Extinguisher

Dry powder

CO2

Chemical Foam
Portable Fire
Extinguishers

Dry chemical

WATER

Soda-Acid
Extinguishers

Carbon-dioxide

FOAM

Foam

Dry Chemical

Water

Fuel Oil System

Fuel Oil Storage & Transfer

stoge tk heater transfer pump settl tk (HFO)

Fuel Oil Storage Tanks

Fuel Oil
Settling Tank

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Fuel Oil Purification & Supply

Fuel Oil Settling

Tank

Feed system:
settlg tk filter heater centrifuge service tk (HFO)
stoge tk filter heater centrfuge service tk (MDO)

Supply system:
service tk supply pump circltng pump

Circulating system:
circltng pump heater filter M/E venting box

Fuel Oil
Purifier

Fuel Oil Service

Tank

Fuel Oil Sludge Tank

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FO Transfer System

FO storage tank
Tangki FO selama pelayaran (antar
bungkering)
Vol = f (sfoc, BHP, wkt antar
bungkering) + allowance (typically 3 ~
5 %)
Vol tank MDO ditambah utk kebt A/E

Heater
Pemanas dlm tank agar HFO bisa
dipompa
Daya= f [debit transf pump, T (up to
50 C)]
Sistem: steam heater (coil pipes) dg
boiler sbg pensuplai steam
Letak: di sekitar suction pompa

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Ukuran pipa
Q = f (Vol settl tank, Wkt pengisian)
Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
Din pipa = f (Q,Valiran)
Tebal pipa: klas N atau M (tabel 11.4.
BKI)
Bahan baja, utk HFO perlu insulasi
Dilarang lewat: L.O, F.W, Cargo tanks,
living quarter

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FO transfer pump
FO settling tank
Q = f (vol settl tk, wkt pengisian)
Mengendapkan f.o dari kontaminan
(terutama HFO)
Valiran = Ref to project guide (typically
0.6 m/s utk HFO, dan 1.0 m/s utk
Jumlah 2 units, dipakai bergantian
MDO)
(rules BKI)
Head total = head statis + head loss
Letak: sebaiknya selevel dg separator
total
dan service tank (constraint head
separator)
Head statis = elevasi (settlg tk stoge
Vol: f.o harus mengendap min 24 jam
tk)
Head loss :
Vol = f (sfoc, BHP, 24 jam) + allowance
Friction = f (L pipa, D pipa, Valiran,
faktor friksi)
Accessories = K (V)2/2g (fittings,
valves, heater, filter, etc)
Letak: tanktop NPSH constraint
(stoge thd pompa)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi
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FO Feed System

FO Feed Pump
Ukuran pipa
Q = f (Vol service tk, Wkt pengisian)
Q dan Valiran = Ref to above
Valiran = Ref to project guide (typically
Head total = head statis + head loss
0.6 m/s utk HFO dan 1.0 m/s utk
total
MDO)
Head statis = elevasi (service tk
settlg tk)
Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
Letak: platform constraint head dari
Tebal pipa: klas N atau M (tabel 11.4.
centrifuge
BKI)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi

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FO Pre-Heater
Memanaskan FO agar mudah di
separasi
Heat capcty = f (BHP) ref to proj
guide
Type: plate or tube heat exchanger

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FO separator
FO service tank
Memisahkan HFO dari campuran air
Mensuplai f.o setelah dipurifikasi ke
dan impurities lain
M/E
Q = f (BHP) ref to proj. guide
Letak: ref to proj. guide (elevasi dischg
(typically 0.2 lt/BHP-h)
thd inlet di M/E) sebaiknya di platform
Letak: sebaiknya selevel dg settling tank
Vol = f (sfoc, BHP, wkt) + allowance
(constraint head yg dimiliki separator)
Wkt: by desain (8, 10 atau 12 jam)
Jumlah: 2 (HFO) atau 1 (MDO) but not
a must

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FO Supply System

FO Supply Pump
Ukuran pipa
Q = f (BHP) ref to proj guide +
Q dan Valiran Ref to the above
tolerance 0% to 15% to cover back Head total = Hz + Hp + Head loss
flushing of filter
total
Valiran = Ref to project guide (typically
Hz = elevasi (circl pump service tk)
0.6 m/s utk HFO dan 1.0 m/s utk
Hp = delivery pressure (ref to proj
MDO)
guide ~ 4 bar)
Din pipa = f (Q,Valiran) untuk HFO perlu
H loss tot = H friction + H loss
insulasi
accessories
Tebal pipa: klas N atau M (tabel 11.4.
Letak: tanktop
BKI)
Jenis: screw atau gear pump dg Q dan
H yg memenuhi

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FO Circulating System

Ukuran pipa

Q = f (BHP) ref to proj guide + tolerance up

to 15% to cover back-flushing of filter

Valiran = Ref to project guide (typically

0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
Tebal pipa: klas N atau M (tabel 11.4.
BKI)

FO Circulating Pump

Q dan Valiran Ref to the above

Head total = Hz + Hp + head loss

total
Hz = elevasi (supply pump inlet f.o.
M/E)
Hp = (disch-suct) press (ref to proj
guide (10-4) = 6bar)
H loss tot = Hfriction + H loss
accessories (incl press drop pd heater
& filter)
Letak: tanktop
Jenis: screw atau gear pump dg Q dan
H yg memenuhi

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FO heater

Memanaskan FO viscositas FO pd
M/E

Recommended setting: 10 15 cST

Venting Box

Memisahkan uap dan minyak akibat

penurunan tekanan f.o. (10 bar ke 4
bar)

T in = 100 C dan T out = 150 C

Detail desain ref to proj guide

Type: tube or plate heater

Letak: dipasang pd main engine

Press drop: 1 bar (head loss) working

press: 10 bar

Uap: ke service tank

Minyak: ke suction circltg pump

Full Flow Filter

Final Filter sebelum masuk M/E

Automatic back-flushing atau duplex

filter

Press drop: 0.5 bar max

Mess size: 50 micron mtr

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D
C

A.

A
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B.
C.
D.
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Transfer system
Feed system
Supply system
Circulating system

Lubricating Oil System

1.

UNI-LUBRICATING SYSTEM (M/E):

Lubricating oil System

Cooling, filtering, and supplying l.o. to M/E (bearings, camshaft, exh. valve

actuator, piston)
Sump tank l.o. pump l.o. cooler full-flow filter Engine

sump tank

Lubricating Oil Purifying System

Purifying l.o. for recirculation

Sump tank filter l.o. pump pre-heater purifier sump tank

or l.o. service tank

2.

CYLINDER OIL SYSTEM:

Supplying l.o. to eng cylindre (only for 2-stroke eng)

Cyl oil tank pump service tank engine

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Fungsi Minyak Pelumas

Mengeliminasi Gesekan
Tgt : viskositas, kecepatan, temperatur, beban

Mengurangi keausan
DETERJENSI: Pelunak & penyapu kotoran
PENETRAL ASAM: Kandungan Sulfur f.o. asam
(korosif)

Pemindah panas
Memindahkan panas dari komponen panas ke dingin

Membentuk sekat
Sekat antar parts: Tgt viskositas, putaran, beban

Pembersih kotoran
Sifat deterjensi: pelunak dan penyapu

Engine condition monitoring

Indikator awal kerusakan, keausan, dan kelainan
diesel

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Component LO

LO Bottom tank (sump tank)

Location: below m/e

Volume: ref to project guide, f(no.

of cyl)

Drain location: engine

Cofferdams must be provided

surroundings

LO Pipes

Schedule no: 40 or 80 (3rd or 2nd

class)

Diam: acc to Q (proj guide) and V

(typically 1.5 m/s)

No passing through: ballast, f.w.,

and feedwater tanks

Usually galvanized
(recommended)

47

LO Pumps

Jenis: screw atau gear pump with

sufficient Q and Pressure

Location: tanktop (closest possible

to l.o. tank)

Q = Ref to project guide

(depends upon BHP)

Vflow = ref to proj guide (typically

max 1.8 m/s)

Head total = Hz + Hp + total

Head loss

Hz = elevation of (tank inlet on

eng)

Hp = delivery pressure (ref to

proj guide, typically 4 bar)

H loss tot = H friction + H loss

accessories
Accessories incl fittings, valves,
filter (HL typically 0.5 bar),
cooler (typically 0.3 bar)

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Lub oil Purifier

What is the purpose of Separation?
1. To free a liquid of solid particles or
2. To separate two mutually insoluble liquids with
different densities, & remove any solids present at
the same time.
Purifiers operate continuously, whether in port or at sea
Lube Oil Purifier

Lube Oil Sludge Tank

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CYLINDER OIL SYSTEM:

Crosshead Engine
Independent cylinder oil
system for lubrication of
piston ring pack
Consumable
High viscosity with a TBN
matched to the anticipated
sulfur content
Cylinder oil is stored in a
Storage Tank & is
transferred daily to a small
capacity measuring tank,
where it gravity flows to
the cylinder lubricators on
the engine itself.

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Cylinder Oil
Day Tank

Cylinder
Lubricators

Stuffing Box
Drain Tank

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A.

LO System

B.

LO purifying system

Uni l.o. system

Cooling System
Closed System

a)

F.w. side: fw pump central cooler charge air

& lub oil coolers jacket cooler fw pump

Open System

b)

Sea water sea chest s.w. pump

charge air & lub oil coolers jacket cooler
o/b

Semi Closed System

c)

51

S.w. side: s/c s.w. pump central cooler

o/b
F.w. side: fw pump central cooler
charge air & lub oil coolers jacket cooler
fw pump

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Component Sea Water Cooling System

Sea Chest

Sebaiknya s/c tersendiri

Ukuran f ( debit s.w yg di

butuhkan)

Letak: tank top, atau di dinding e/r,

atau di luar hull (utk grid cooler)

Press drop: ref to project guide (utk

perhitungan headloss) typically 0.2
bar (sisi yg mendinginkan) dan 1 bar
(sisi yg didinginkan)

S.W & FW pump

Kapasitas ; ref to project guide

Jenis ; centrifugal pump

Letak; tank top

Head/tekanan; sesuai perhitungan

Bisa menggunakan G.S pump

Pipa

Jenis: steel pipe katagory M atau D

(BKI)

Ketebalan : tgt katagori pipa dan

diameter

Type shell & tube atau plate heat

exchanger atau grid cooler

Diameter = f (kapasitas,V aliran)

Kapasitas: ref to project guide

S.w. sbg pendingin berada di sisi shell,

atau outer plate, atau diluar grid
cooler

V aliran: typically 3 m/s atau ref to

proj guide

Central cooler

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Grid cooler fitted on bottom plate

Central cooler

53

SW cooling pump and its filter

FW cooling pump

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A.

Sea water

B.

Fresh water

Central cooling water syst

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Starting System

Peralatan start listrik

kapasitas batterai start untuk motor induk
paling sedikit 8 kali olah gerak selama 30 menit
roda gaya mesin yang distart dengan motor starter dipasang roda gigi

Peralatan start dengan udara tekan

tekanan 30 Bar
udara dikompresikan dari compressor
Udara tekan mempunyai tekanan yang harus lebih besar dari tekanan kompresi
Udara tekan diberikan pada salah satu silinder dimana toraknya sedang berada
pada langkah kompresi

Peralatan start manual

roda gaya (flywhell) yang berfungsi Sebagai gudang energi

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Rule untuk sistem starting udara tekan

Dilengkapi dengan paling tidak dua

kompresor. Satu diantaranya
berpenggerak independen dari main
engine, dan harus mampu mensuplai
50% dari total kapasitas yang
diperlukan.

Kapasitas total tabung harus

memperhatikan paling tidak dapat
digunakan 12x start baik maju atau
mundur untuk engine yang reversibel
dan tidak kurang dari 6x start untuk
engine non-reversibel.

Kapasitas total udara start dalam

tabung harus dapat diisi dari tekanan
atmosfir sampai tekanan kerja 30 bar
dalam waktu 1 jam.

Tabung udara disediakan dua dengan

ukuran yang sama dan dapat digunakan
secara independen.

Jika sistem udara start digunakan

untuk starting auxilary engine,
mensuplai peralatan pneumatic,
peralatan manoeuvering, maka harus
dipertimbangkan dalam perhitungan
kapasitas tabung udara.

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Compressor

To start main propulsion engine

To start Auxiliary diesel engine(power generation)

For Engine Room general service and cleaning.

For the operation of pneumatic tools

For Automation & Instrumentation of various machineries,

For fresh & sea water hydrophores,

Fire alarms & operation of Quick closing Valves,

For Soot Blowing Exhaust Gas Economizer

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58

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Domestic Water System

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Fresh water supply system

The compressed air provides the head or pressure to supply the water when
required

The pump is started automatically by a pressure switch

Water supply systems

Cold water system.
Drinking purpose.
Cooking purpose.
Sanitary purpose.
Washing purpose.
Hot water system.
Bathing.
Space heating.
Washing.

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Water Storage Heaters

Even the smallest water-cooled marine engine discharges large amounts of
'waste' heat ideal for heating domestic fresh water supply
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Arrangement potable water tank

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water treatment methods

Condensate system

is the most effective, slowest, most

expensive, and requires electricity or
other energy source

64

Reverse osmosis system

is effective against most inorganic

contaminants but requires activated
carbon to reduce some organics. RO
requires water pressure, is fairly slow
and typically wastes more water than
it treats

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Sewage Treatment

Black Water
Human body waste and waste from
toilets, urinals, soil drains, also
referred to as sewage

Waste drains
Drains which collect wastewater
(gray water) from showers, laundry
and galley, etc

Gray Water
Refers to ship generated
wastewater which originates from
culinary activities, bathing, laundry
facilities, deck drains and other
waste drain

Soil drain
Drains which collect sewage from
toilets and urinals

Wastewater
Combination of the liquid and
water carried waste from soil &
waste drains of ship

Sewage
Wastes of human origin from water
closets and urinals, drainage from
space containing living animals

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Requirement sewage system

Discharge
pipeline

Approved sewage treatment plant

or
Disinfecting system with temporary of storage
or
Holding tank

Capacity holding tank will depend on

several variable factors, such as:
The type flushing system
The number of people on board
The time interval before discharge
can be carried out

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Treatment black water

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Treatment waste water

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Sewage Treatment Technology

Physical
remove solids from wastewater

Biological
remove organic material from wastewater

Chemical
increase the removal of these new forms by physical processes
The sewage treatment is usually a
combination of the three principal methods,
such as:
mechanical-chemical,
mechanical-biological and
chemical-biological

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The treatment of sewage includes the following stages:

1)

Waste water accumulation and

management
In this stage of process waste
water (black water, grey water and
galley water has been collected in
holding tanks before processing.
Waste water pre-treatment

2)

reduces the amount of solids in the

waste water

reduces the need for oxidation

The pre-treatment is mechanical

and consists of sieving and
sedimentation units

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3)

Waste water oxidation

4)

The mechanical filtering results in a

maximum of 50% reduction in
organic load. The remaining organic
compounds have to be oxidized,
either chemically or biologically.

Waste water clarification and

filtration
The clarification and filtration
processes used in the ships are
membrane filtration, dissolved air
flotation and settling

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71

5)

Waste water disinfection

The last phase in the wastewater
purification process is disinfection
the disinfection is performed with
UV-light.

6)

Sludge treatment
The sludge production depends on
the treatment process.
The sludge that comes straight
from the process is centrifuged.
After the decanter centrifuge, the
possible sludge handling techniques
are holding, incinerator, steam
dryer, filter press or an alternative
sludge conditioning process so that
combustion is possible.

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Liquid Cargo Handling System

The design of tanker cargo piping

systems is predicated on
minimizing turn around time at the
unloading terminal,
handling the required number of
cargo grades,
providing for safe handling of the
combustible cargo, and preventing
oil pollution.

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The total cargo pump capacity must

be sufficient to discharge cargo in the
required unloading time

The unloading time economics,

capacity of the terminal, and the
power available to operate the pumps.

The unloading time is typically 12 to

14 hours

The cargo pumps discharges port

and starboard hose manifold on the
main deck

The size of the discharge piping is

based on the total pump head and the
required minimum pressure at the
deck manifold

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The stripping pump should be

arranged to discharge this
residual oil through a smaller
separate line

As an alternative to the systems

configuration described,
particularly on product tankers,
which often carry many grades of
cargo, deep well or submersible
pump may be used

one deep well or submersible

pump may be installed in each
cargo tank.

Cargo pump may be driven by; steam turbines, diesel engines, or electric motors.

The drivers may not be located in the pump room of a crude oil carrier because of
the potential for an explosion of the cargo vaporous

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for vapor recovery should have the following additional safety feature :
A remote cargo tank level indicating systems operable without openings the tank
(required 98% level )
A cargo tank high levels alarm systems (required 98% level )
A Cargo tank overfill indicating systems, which is independent of the high level
alarm and is timed to allow the operator to prevent an overflow
Tank pressure vacuum relief valves, which will open in the event of failure the
vapor recovery system and are of sufficient size to discharge a volume of vapor
corresponding to 1.25 times the maximum cargo loading rate without causing
pressure in the cargo tanks to exceed the design value.

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Loading-unloading arrangement

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Ring main system

Advantage
Any tank can be discharge by any
pump
Thus different grade of the cargo can
be loaded

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Disadvantage
Expensive extra length of the piping
required
Extra bend is required
Risk of leakage from radius bend
exists

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Direct line system

Advantage
Quick loading unloading
Short pipe line, less bend, leak is
minimized
Better suction, less loss of pressure

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Disadvantage
Control leakage is difficult
System is very inflexibility

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Inert Gas System

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Main sources of
ignition on tankers:
Smoking
Electrical equipment
Sparks
Lighting
Metal
Galley
Static electricity
Domestic equipment
Ship to shore electric
Spontaneous
combustion

Inert Gas System

The inert gas system is used to

prevent the atmosphere in cargo tanks
or bunkers from coming into the
explosive range
Inert gas is produced on board crude
oil carriers (above 20,000 tones) by
using either a flue gas system or by
burning kerosene in a dedicated inert
gas generator
Purified nitrogen and argon gases are
most commonly used as inert gases
due to their high natural abundance
(78% N2, 1% Ar in air) and low
relative cost

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Inerting empty cargo tank by reducing

the oxygen content of the atmosphere

Maintaining the atmosphere in any

part of any cargo tank with an oxygen
content not exceeding 8% by volume
and at a positive pressure at all times

The system shall be capable of

delivering inert gas with an oxygen
content of not more than 5% by
volume in the inert gas supply main to
the cargo tanks at any required rate
flow

The system shall be capable of

delivering inert gas to the cargo tank
at a rate of at least 125% of the
maximum rate of discharge capacity
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Scrubber
Effectively cool the volume of gas
and remove (at least 90%) solids
and sulfur combustion product
direct contact between the flue gas
and large quantities of sea water
Internal part should be constructed
of corrosion resistant (rubber, glass
fiber epoxy resin, etc.

Demister Units
Removed entrained water from the
IGS gas stream

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Blowers
At least 2 blowers are
required 125% of the
maximum rate of
discharge capacity
Suitable shutoff
arrangement shall be
provided on the suction
and discharge
connections of each
blower
If the blowers are to be
used for gas freeing, their
air inlet shall be provided
with blanking
arrangement

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Operational models :
Inerting of empty tanks
Inerting during loading &
Discharge

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Inerting during loaded sea voyage

Inerting during tank cleaning

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Crude Oil Washing

A system for hot or cold water

washing of the cargo tank should
also be provided required
cleaned inspection/docking/
changing product from one grade to
another grade

25% of the cargo tank are usually

washed during each discharge

The fluid velocity in the COW main

line should not exceed 4-5 m/s

Capacity of the tank cleaning pump

should normally be about 25% to 35%
of the capacity of a cargo pump

The fluid velocity in the branch line

should not exceed 5-6 m/s

COW is mandatory on new tanker

under the International Convention
for the Prevention Pollution by Ships
(MARPOL 73/78)

Standard tank washing and stripping

within 24 hours

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The main type of washing machines COW

Single nozzle machines ( Q up to about 200 m/h)

Concentrated on the area where the jet is most

needed-less consumption of crude oil

Higher jet impact force

More complicated probably more maintenance

More time consuming/labour demand operation

Dual nozzle machines ( Q up to about 250 m/h)

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low price

Simple operation

Less weight easier to handle and transport

Higher consumption of crude oil

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Drainage arrangement

Clean ballast tank Flushing

Segregated ballast tank (SBT) No Flushing

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Slop tank

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Annex I requirement :

1 slop tank Less than 70000 tonnes DWT

2 slop tank More than 70000 tonnes DWT

Capacity minimum 3% cargo carrying

capacity but depend on the washing method
used ;

A large capacity is required for open cycle

washing than for washing in the recirculation

SBT and COW tankers and combination

carriers also have smaller slop tank

Recovered fuel oil should be heated to not

more than 60C and recovered crude oil
(except some heavy crude oils), to not more
than 43C after removal of free water

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Main principles for oil supply COW

Bleed off from main

Separate pump(dedicated COW pump)

Nozzle diameter

Usually between 20 and 40 mm

COW machines to be operated

simultaneously has been decided ;
Size of the tank covered by
machine
Pumping & stripping capacities
Dimension of piping (pressure
drop)
Top washing
It is recommended to
start, asap when
about of the tank
discharged
Bottom washing
Usually start with a
small amount of
cargo in the tank

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Advantages with COW

Reduction: pollution potential,
cost and time of tank cleaning,
corrosion.
Increased out-turn of cargo
More time for maintenance
work at sea, since no additional
tank cleaning is required

Disadvantages with COW

Increase workload during
discharging
Cost for extra personnel
Cost for COW equipment
more equipment maintenance
Prolonged time for discharging

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