Professional Documents
Culture Documents
1. Introduction
2. Inerting of tank
2.1 Interting of empty gas free tanks
2.2 Inerting during loading and simullanaouis discharge of ballast
2.3 Loaded sea vayage
2.4 Discharging and basllasing
2.5 Ballast vayange
2.6 Tank cleoning
2.7 Gas freeing
3 Emergency Operation
Annex: MSC/Circ.353 (Annex)
Figures
1
1. Introduction
In this paper the principles for the operation of inert gas plasnts loang dillerens lional
modes ol oil tankers will discussed.
On board oil tankers required to have as inort gas system the cargo tanks snould prelerably
at all times be inerted ad have a tank al mosphere with an oxygen content not exceeding 8
percent by except when the tank need io be gas free.
This means that during normal operation of oil tankers the following operational modes
trequenlly take place :
In the following the varios operational modes as menlioned above will be described .
The vessel used as example in this paper is filled with so called ‘’ purge pipers’’ lor ventilation and
purging (see item in Fig .1)
On board vessel without purge pipes but with slad pipes (i.e.vent pipes from deck level and about
2.500 mm up vertically from deck level ) these pipes are lo be opened inslead of the purge pipes
mentioned in this paper.
The vessel is not filled with SBT ( Segregaled Ballast Tank ) capacity according MARPOL 73/79, and
ballast waler has lo be carried in cargo oil tanks on ballast voyages
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2. Interling of Tank
Start up the inert gas plant according io instructions.Close all tank halches and check proper
function of O2-analyser. Open lids or halch covers on sland pipes or purge pipes on lanks to be
inerted.Open lan discharge valve (6) and main isolaling valve (10) (see Fig.1). Il the gas pressure control
valve (7) is on “automatic”. There is now a risk of ‘’overload’’ of the scrubber due lo a limited presuure
drop in pipes and tanks. The ‘’overload’’ of the scrubber may result in ‘’carry over’’ of water or high
temperature trip of plant.Because of the above .
it is therelore sometimes necessary to control the pressure manualliy to reduce the gas lllow during the
first part of the inerting, until a minimum gas back preeure is established in the tanks .when this
minimum gas pressure for stable operation is established the inert gas plant can be operated
automatically al full capacity.
1. Boiler gas uplake or inert gas generator 14. P/V valves (individual)
2. Gas uplake valve 15. P/v valve in ventilation line
3. Scrubber 16. By. Pass valve
4. Fan isoaling valves suclion side 17. Tank halch
5. Freshair intake valve 18. Level Indicator
6. Fan isolating valaes pressure side 19. Purge pipe
7. Pressure control valve
8. Deck water seal
9. Non return valve
10. Deck line isolating valve
11. Tank isolating valves
12. Ventilation mast(riser)
13. Pressure/vacuum breaker (common)
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Figure 2.condition: Simulataneous loading and de ballasing.
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The oxcygen content in the tanks should be checked frequently, all least every hall hour. The inerting
should be continued until the gas leaving the tank has had a O2-content of less than 8 percent lor a
minimum 30 minutes. This is because of the possibilitiy ol local air pockets in the tanks.
When all tanks are satisfactority inerted the tanks should be put under a slight overpresuure normally
300-600 mm W.G. and the plant closed down according to instructions and the tank isolating valves
closed.
The vessel is supposed to arrive at the loading port with all cargo inerted if the ship is lilled with a
central gas vent outlet.all tanks to be loaded are conncted to the vent system.
In caso only the local P/V valves are lilled,the valves are checked and adjusted for gas evacuation
through the speed valves.
It should be checked that all tank hatches are cicsed and possible iloat leve indicator are operable
Discharge of ballast can be done either before of during the loading. During dischsrge of ballast before
loading is commenced, the inerting procedure is the same as during discharge of cargo.see next capter.
Al simullaneous loading of cargo and discharge capacity is normally nigher than the ballast water
discharge capacity.this moans that the inert gas volume available in the ullage space above the oil level
in the thans boing loaded is more than sullicient for the inert gas needed in the ballast tanks during
discharge. By simply connecting the ballast tank to the cargo tanks with the inert gas lines on deck, inert
gas will lloh from the cargo tanks. See fig.2
The innert gas system can be operated bot will normally not deliver any gas to the deck lines .
If by chance the ballast discharge ras hingher than the loading rate.the inert gas system must be in
operations and the deck pressure adjusted sullicienlly hing to give a positive outllow of inert gas the
ventilations mast (or the individual P/V- valves on the tanks). This is to avoid air being sucked into the
system by a possible underpressure in the tanks.in order to start the loaded voyage with positive
pressure in the tanks, the IGS has lo be started and tanks purged to a pressure of 300-600 W.G
During the loaded voyage the cargo tanks should as far as possible be kapl inerted with a positive
pressure.
This positive presuure may however, be dislurbed by several lactors,the most common are :
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The effect of the different conditions as mentioned above is partly a pressure drop in the tanks escape
of inert gas and pantly the risk of ingress of air into the tanks ( emperature aspiration and local
underpresure in tanks due lo rolling and heaving).
Consquenlly the oxcygen content and the tank pressure should be frequennly checked during the sea
voyange. The frequency should depend on weather and deck equipment conditions
“toping up’’ of the tank inerts gas pressure may be done by starting up of the inert gas system or by
using a special ‘’toping up’’ inerts gas generation if litlled , or by starting up the IGS , the volume needed
for this topping up operations is normally small in loaded condition ‘’ toping up’’ is demonstsrted in
Fig.4
2.2.2 Loading
During loading without de ballasing it is normally not necessary to operate the inert gas system.
1. Boiler gas uptake or inert gas generation 14. P/V valves (individual)
2. Gas uptake valves 15. P/V valve in ventilation line
3. Scrubber 16. By pass valve
4. Fan isolating valves suction side 17. Tank hatch
5. Fresh air intake falve 18. Level indicator
6. Fan isolating valfes pressure side 19. purge pipa
7. Pressure control valve
8. Deck water seal
9. Non return valve
10. Deck line iselating valve
11. Tank isolating valves
12. Ventilation masl (riser)
13. Pressure/vacuum breaker (common) 6
The ventilation mast P/V valve should be in open position or by passed during this operation .this is lo
allow free llow ol the insert gas above the oil level to the almos phere during the loading.
When the loading operation is linished . the bypass valve be closed and the P/V valve adjusted to
normal operation conditions if the ship is the se should to adjustd to normal operating conditions
accordingly
At this moment the ‘’ ullage ‘’ volume in the tanks is lilled inert with gas mixed with hydrocarbon , gases
al about almospheric pressure. If this inert gas and HC gas mix ture an oxcygen content ol 8 percent or
below, this almosphere is non explosive ad safe
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2.4 Discharging and ballasing
2.4.1 Discharging
When the vessel at the discharge the inert gas system should be tester and ready to operation
in due time discarging
Before cargo oil pumping is started the inert gassystem should in operations connected tho deck
line, with the pressure control in the automatic posilion
Since the ullange volume is normally small in loaded condition, the desiered overpres sure is
reached in a shord time (minutes)
All deck opening and hatches should be closed , all P/V valves in the operations position and by
pass valves closed
When the pumping (discharge) start the pressure in the vikllage volume will drop now when
control valve (7) will start operating and open for inert gas compensate the pressure drop keep
a constani preselected pressure in the tanks after some time the required pressure is
established all this moment the voume delivered from the inert system is requeb to the cargo
pupm delivery. This conditions is ilusrated in fig.5
If for any reasons access to the cargo tanks is necessary during discharge the following preducure
should be following.
1. Reduce the inert gas pressure by adjusting the presuure control valve sel point
2. When the tanks inert gas pressure is reduced to near almospheric pressure a suitable ullage
hatch has to be opened carelully
3. When reading is linished, the hateh may be closed and pressure raised il desired
When oischarge and stripping are linished , the tanks should be put under the desired positive
pressure
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2.4.2 Ballasing during discharge of cargo
Normally time may be saved by kaking in ballast ehite discharging. This is normally done in the last
period (during) of the discharge
This means that some thanks displace inert gas white some consume inert gas. During the stripping of
the last tanks. The discharge rate is normally less than the ballast rate in the case there is a surplus ol
inert gas. And the inert gas system many. If desired be
Stopped n case of the reverse, tho inert gas system must be in operations io preve air from baeing
sucked into tho tankhs . see Fig .6
Fig. 6 indicstes the positions of the dilferent main system during this operations mode. The capacity of
the inert gas system should always be adjusted to give positive follow of inert gas through tho
ventilation mast . this is done to prevent air from being sucked into the tanks
When the vessel is ballast the by pass valve should be closed snd the tank inert gas pressure raised to
the desired pressure before the main isolating valve is closing and the inertgas plant stooped.
After vessel has left the discharge port , the inert gas system should be in operation for purging ol all
cargo tanks to reduce the HC gas conceration. The operation the operation should be controlled by
ce=hecikng the HC gas concerations in gas leaving the purge pipes , or with lests taken at different in
the I tanks
When the tanks have been auged and the HC gas concerations checjed to be blow ab 2,5 percent by
volume, the tanks should be presuurized and the inert gas system closed down .
The lank pressure and oxygen conceration should the monitored during the voyage as discussed in
chapter 4, and, new purging or ‘’ topping up’’ should be done when necessary
The oxygen conten in the tank atmosphere shold be cheked before any tanks cleaning is started .
(COW) or with water , should be started unless the oxygen content is 8 percent by volume or iess
measured in the tanks
For tankers with crude oil washing system the following procedure is lo be complied with
Before esch tank is crude oil washed the oxcygen shall be delermined al a point 1 metre from dexk and
the middle region of the ullarge space and neither of these. The oxygen level of the gas being delivered
during the wash ing procces shall be continuously monitored. Il during crude oil washing:
(i) the oxygen level of thr inert gas being delivered excededs 8 percent by volume or
When the washing must be stopped until salisfactory conditions are restored
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Figure 7.condition : tank cleaning
When acces to the cargo tanks is necessary to inspection , repair a.s.o. the inert gass or inert gas/ HC
gas mixlure has be replaced with inest air , this replacemen is called ‘’gas freaing’’
The glas freeing is normally carried out by on more of the following melhods :
Whenever a method is being used for gas freeing the following sleps should be taken
1. Hydrocarbon gas concerations to be measured in each tank to begas freed
2. If the HC gas concentrations is 2.5% by volume or less ventilations with fresh air may start
immedialely
3. If the HC gas concertration is above 2.5% by volume the lanks should be purged with inert gas
until HC gas concentration is 2.5% by volume or less before ventilation with fresh air starts
4. Ventilation should continue until HC gas contretation is 5% LEL or less and the oxygen is 21%by
volume before the tank is certilied gas free.
Gas freeing can take place either by a dilution method or by a displacemen method as indicaled on Figs
8 and 9
Using the dilution or mixing method the fress air is blown into the tank al deck level lorced down to the
bollom through the purge pipe see Fig.9
When a turbulent mixing flow is wanted using the dilution method, the opposile is wanted using the
displacemne melhoud . conequenlly the dillerent methoud require dillirent air nozzle arragoments
where fresh air enters the tank .
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Figure 9 gas freeing by the dilution methoud figure 9 gas freeing by the displacemne
menthod
If the vessel is litlled with standpiper the displacement menthod for gas freeing should be used . This
means that no particular requirement has to be put or blowers exept that they should give as liltle
lurbalance in the air intel area as possible , for minimum mixing between the tanks almosphere and the
air
If the mixing methoud is used , the intel air should have an intel speed sufficient to forces the air jet down
to bottom of the tanks, (30-40m/sec) fress air outlet to the tank bottom . see Fig 8 and 9
Fig.10 show the principie for ventitiaon with permanently instaiied ventilator through the vessel cargo oil
piping system
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1. Boiler gas uptake or inert gas generation
2. Gas uptake valves
3. Scrubber
4. Fan isolating valves suction side
5. Fresh air intake falve
6. Fan isolating valfes pressure side
7. Pressure control valve
8. Deck water seal
9. Non return valve
10. Deck line iselating valve
11. Tank isolating valves
12. Ventilation masl (riser)
13. Pressure/vacuum breaker (common)
14. P/V valves (individual)
15. P/V valve in ventilations
16. By pass valve
17. Tank hatch
18. Level indicator
19. Purge pipe
The tank isolations valves should be closed , or the connection between the tanks and the inert gas
system blid this operations .
The modern IGS generally litted a fresh air suction duct to the suction side of the fans this can be
connected to the fans instead of the normal suction line to the scrubber
When the fresh air ducts are connected to the lans the inert gas system is started the normal way .close
the openings on deck , but open the purge pipelids or andjust local P/V valves in open positions the by
pas valve in the ventilation mast should be closed
Fig. 11 swoh aplant using the displacemen method for gas freeing
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This method is normally fast and efficied the mixing effect at the air inlot is not too extensive
For a plant using the mixing method the result is a discuused in chapter 8, dependent upon the intel air
velocity and the fact that the air jet penelrales to the buttuom tank
The glass freeing should be continued until the oxcygen content in the glass leaving the tanks ( through
purge or stand pipes ) has been massured to 21 percwnt for al least 30 tank
This shold however , norbe considered sulficient safe entry of the tanks .
No tanks should be entered before all part of the tank are checked for possible pockets of remaning inert
or hydrocarbon gases if in double . fresh air breathing apparatus should be used
3 . Emergency operation
In the event of malfunction or total lailure of the IGS , special attention must be paid to all sleps of the
cargo handing procces
For the reader guidance an annex to this peper including a chapter of circular 353
From the IMO marine safety commilee is provided
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KAPAL TANKER DAN PERALATANYA
- FUNGSI
Fungsi kappa tanker dibuat untuk mengangkut melalui laut atau perairan . minyak mentah dari
pelabuhan muat atau pelabuhan produksi ke plabungkar / pengelolahan dan minyak produk
dari pelabuhan pengelolahan menuju pelabuhan bongkar muat / industri
Ukuran dari pengangkut minyak mentah biasanya lbih besar dari pengangkut minyak produk ,
tapi pengangkut minyak produk biasanya dalam pengukuran jaringan-jaringan pipa-pipanya
lebih complex.
Di samping itu masi ada kapal pengangkut serba guna yaitu O.O carrier dan O.B.O carier atau
pengangkut minyak biji-bijian dan curah
Ffaktor –faktor yang mempegaruhi desain dan konstruksi kapal tanker ialah :
a. KONSTRUKSI
biasaya tanki muatan di bagi menjadi tigaa bagian secara melintang di pisahkan dinding-
dinding longitudinal , masing’’ disebut tanki wing kiri dan kanan tanki center.
Sedang pembagian secara membujur sesuai kebutuhan dan ukuran kapal dasar berganda
(double bottom ) hanya di kamar mesin , di tanki-tanki tanpa dasar berganda
Sebagian besar khususya bagi tanker baru ruangan kamar mesin, akomodasi dari anjungan
terletak di belakang ruangan muatan di pisahkan oleh kamar pompa, cofferdam dan tanki
bunker.
b. KESEIMBANGAN/STABILITAS
Kehilangan stabilitas karena permukaan cairan yang bebas sudah dapat di kurangi dengan
adanya dua dinding pemisah longitudinal bagi tanker-tanker biasa .namun bagi kapal’’ khusus
O.O dan O.B.O persoalan ini perlu mendapat perhatia khusus missalya , dalam cara muat
bongkar khusus ya bila muatan dari jenis muatan curah dan biji-bijian.
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c. LOAD LINE
Sesuai ketentuan load line regulation bahwa kapal tanker mempunyai lambung bebas /free
board minimum lebih kecil dari kapal cargo , karena pada kapal tanker ruangan
muatanya/tanki muatan di lengkapi dengan acces opening atau lubang’’ lewat jauh lebih kecil
dan lebih kedap dari pada cargo hole/palka muatan di kapal –kapal cargo , sehinnga untukk
tanker termasuk dalam type A sedang kapal lainya type B
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3.PERALATAN MUAT/SISTEM PEMUAT
Pada dasarya hal ini tergantung dari fungsi kapal atau jenis muatan yang diangkut , misalya untuk
kapal-kapal tanker pengangkut minyak mentah penantan papaya lebih sederhana dibandingkan
dengan tanker pengagkut minyak produk jenis dan terdiri dari beberapa grade .
a. sistim lingkaran pipa utama/ring main system .sistim ini umumya di gunakan pada kapal tanker
tua pengangkut minyak produk. Untu k jelasya lihat gambar
sistim ini umumya di gunakan pada. Tanker pengagkut minyak mentah ukuran sedang dan
pengagkut produk sederhana. System ini. Di di bagi menjadi tiga bagian dimana tiap bagian
dilayani oleh satu pipa , yang mana masing-masing di hubungkan satu sama lain agar dapat di
gunakan secara bersama bila di perl ukan ( lihat diagram pada gambar ).
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3.3 peralatan ini biasay di ginakan untuk keperluan pencucian (cleaning). Dimana kapasitas mesin
pencuci .
Bisa juga di gunakan untuk ballast bersih dan pengeringan. Sebetukya alat ini sagat idieal untuk
stripping tapi karena hanya memepunyai daya mekanis/ratio yang rendah maka hasilya tidak
ekonomis.
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3.4 Ventilasi tanki
a. ventilasi bersama-sama adalah dengan saluran /pipa induk sepanjang kapal kemudian di pasang
cabang di masing-masing tanki.
Pada ujung saluran induk di lengkapi dengan katup P/V sebelum mast riser serta di lengkapi
dengan by pas pass yang di oprasikan manual dan ‘’ name screen “
Ada jugak ventilasi bersama ini dengan system black , yaitu ada 2 atau 3 pipa induk yang melayani
sekelompok tanki-tanki
b. ventilasi independent adalah tiap tanki satu saluran induk dengan segala kelengkapanya. Untuk
jenis ini ada jenis yang kecepatan tinggi , dimana pada ujungya di lengkapi dengan ‘’diapharagma
kontrol’’
Ada beberapa jenis alat ini yang perinsip kerjaya hamper sama. Yang sering di gunakan adalah jenis-
jenis
yang perlu di perhatikan karena alat ini cukup sensitife adlah control pemeliharaan yang baik dan
persediaan / spare yang cukup
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FUNGSI PERALATAN BAGIAN DARI ODM
1. SAMPLING PUMP
- PENGAMBILAN CONTOH AIR BALLAST/AIR CUCIAN TANGKI DARI DISCHSRGE LINE ( PIPA
BUANGAN ) DIKIRIM KE TABUNG DETEKTOR
- DAPAT UNTUK PEMBILASAN PIPA-PIPA ODM DENGAN AIR TAWAR, SEBELUM ATAU SESUDAH
PROSES MONITORING .
2. BALLAST SKID
ALAT YANG DI LENGKAPI
- TWO WAY VALVE = PENGATURAN MEKANISME ALIRAN
CONTOH :
AIR BALLAST PENGATURAN MEKANISME ALIRAN BALLASING DENGAN
FRESH WATER
3. OPTICAL/PNEUMATIC CABINET .
DI DALAMYA ADA
SETELAH SINAR DITANGKAP OLEH PHOTO CELL ( YANG SEBELUMYA TELAH MELALUI TABUNG
DETEKTOR ) DI UBAH MENJADI GETARAN ARUS LISTRIK.
4. CONTROL BOX
MENERIMA ARUS LISTRIK DAN MENGUBAH MENJADI DATA INPUT BUAT COMPUTING UNIT, YAITU
DATA OIL DISCHARGE RATE DAN TOTAL QUANTITY OIL DISCHARGE
5. CONTROL PANEL
- COMPUTER YANG DIDALAMYA TERDAPAT COMPUTING UNIT.
- DATA YANG MASUK : DALAM BENTUK ARUS LISTRIK, TEKANAN PNEUMATIC DIRUBAH OLEH
CONVETER MENJADI BAHAS COMPUTER .
- DATA KELUAR : BERUPA INTRUKSI DARI COMPUTR UNTUK BUKAK /TUTUP VALVE ATAU
MENJALANKAN POMPA
- MEMPUNYAI DISPLAY , UNTUK MELIHAT HASIL PERHITUNGAN ATAU DATA-DATA YANG
DIPROGRAMKAN
- MEMPUNYAI KEYBORD UNTUK MEMPROGRAM ATAU MEMEASUKKAN DATA SECARA MANUAL
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6. SAMLING PROBE
TEMPAT DIMANA PIPA ISAP ODM MENEMBUS PIPA DISCHARGE DARI SLOP TANK / TANGKI MUAT ,
UNTUK PEGAMBILAN CONTOH AIR (SAMPLING WATER)
7. FLOW METER
ALAT UNTUK MENGUKUR DISCHSRGE RATE AIR RUANGAN , YANG DIPASANG PADA PIPA DISCHSRGE,
ADA YANG MENGGUNAKAN JENIS ORIFISE.
DISITU DI LENGKAPI DENGAN PENGUKUR TEKANAN YANG DI PASANG PADA SEBELUM DAN SESUDAH
ORIFICE.
8 SELENOIDE VALVE
- ALAT PENGATUR BUKA/TUTUP DISCHARGE VALVE, DENGAN MENGGUNAKAN ANGIN
COMPRESSOR SEBAGAI TENAGA PENGGERAK .
- INTRUKSI INI DATANG DARI COUMPUTUNG UNIT .
- INTERLOCK SYSTEM
9. INTERFACE CABINET
- PANEL LISTRIK DARI TENAGA LISTRIK
- TERDAPAT SAKERING
SISTEM PENDETEKSIAN SEPERTI INI TERLIHAT PADA SISTEM ODMS YANG MEMENUHI SYARAT
RRESOLUSI IMO NO.A 586 (14)
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3. Pneumatic electric converter
Converter terdiri dari satu unit pengaturan dan suatu untuk penguat
Ketika tekanan yang masuk dipakai pada unit pengatur. Diafragma pengatur, poros penghubung dan
elektroda yang dapat bergerak. Di gerakkan kea rah kanan, menyebabkan perbedaan dalam
kemampuan antara C1 dan C2.
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Pupm.
Control signal dari posisi kerangan buang akan di tunjukan dengan menyatakan lampu signal dan di
cetak pada SMC Computer.
KETERANGAN
Note in of mistake the key operation .pess push button C (cancel) and typein the reasonable
data.
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(DISPLAY PANEL ) UPERT PART
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2 stop bilge feeed pump dan tutup semua valve-valve pada bilge discharge pipe line.
Apa bila pengopraian di mulai lagi,bukah penuh semua valve-valve pada bilge discharge
pipe line dan jalankan pompa.
Ini tidak benar memerlukan pengisisan air laut. Kecuali separating tank di keringkan untuk
pembersiahan dan sebagianya . tangki harus di jaga sampaii penuh
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INCINATOR
I. PENDAHULUAN
Incinerator adlah tungku pembakaran . peralatan ini sebagai kelengkapan dari oily water
separator (ows) atau sebagai alat pencegah pencemaran di laut.
II.DESING/KONSTRUKSI
a. Rumah pembakaran
b. Ruang pembakaran
c. Pompa minyak
d. Brander
e. Penyala/pametik brander
f. Fan
g. Safety device
h. Control panel.
Bagian peralatan tersebut dirakit sedemikan rupa sehingga dalam pengoprasian dan
pengamatan sewaktu operasi dapat dilakuakan dari bagian depan saja
III. FUNGSI
1. .Untuk membakar minyak kotor/waste oil yang berasal dari hasil pemisahan minyak dan
air pada OWS/oily water separator .
2. Memebakar majun bekas ,serbuk kayu , kertas dll
3. Membakar minyak pelumas .
A.Persiapan.
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6. Buka damber pemasukan udara dan pengeluaran gas bekas
7. Masukan majun bekas dll melalui pintu pemasukan ke ruang pembakaran
8. Buka dan atur kerangan-kerangan supply & return dari diesel oil waste oil
B. Mnjalankan
1. Tekan tombol ‘’ON’’ dari fan burner .gas yang tidak perlu di dalam ruang
pembakaran akan di hembus keluar
2. Tekan tombol/select switch ‘’on’’ dariwaste oil input
3. Tekan tombol/select switc ‘’on’’ dari ingnitore.
Percikan bunga api dilihat melalui lubang/kaca intip pompa diesel oil akan hidup
4. Tunngu /biasrkan menyala + 10 menit untuk pemanasan ruang pembakaran .
5. Tekan tombol ‘’on’’ solenoid valve main burner ( waste oil) akan menyala di
tunjukan dengan menyalaya lampu hijau dai fire kalu tidk menyala tekan tombol
reset dan langi langka 3-4
6. Untuk mendapatkan pembakaran yang bstabil , panaskan pembakaran secara
simulator (diesel oil & waste, dua duanya menyala)
7. Matikan ‘’ingnore’’
8. Pematik akan mati dan pembakaran berjalan normal
C. Menghentikan
1. Tutup karangan pemanas dan matikan agitator dari waste oil tank
2. Bilas pipa waste oil dengan mengalirkan diesel oil ke pipa tersebut ( dengan
membuka / menutup kerangan yang perlu
3. Teka tombol ‘’OFF’’ dari solenoid palpe api di brander akan padam
4. Tekan tombol ‘’OFF’’ dari ‘’ Waste oil pump’’
5. Tekan tombol ‘’OFF’’ dari ‘’SOURCE’’
6. Selagi incinacator masi hangat di bersihkan atomizing cup dan kaca lubang-
lubangintip
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E. Brander waste oil (main burner ) tidak nyala :
VII. KAPASITAS
Untuk kapal-kapal type 3000-an baru (3003-3012 )
- 10 Kg/jamwaste oil. Nilai kalor 8000 keal/kg dengan konsentrasi air 30% atau kurang
- Majun/serpihan kayu : 6kg
VIII. SPESIFIKASI
A. Incinerator
Type : OSL-10
Capacity : 8x 10 kcal / jam
Cont sys.of burner : manual switching for ingnition automatic control for safety
Cooling syst : air cooling with fin
Composition : double casing of steel plate with fire resist wall of castable
Hole dimension : w200 x 11.210 mm
IX PENUTUP :
Bahan referensi : inscruction book waste oil incinerator “p.3006”
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ADVACED OIL TANKER OPERATION
IMO MEDEL COURSE -1.02.STCW-CODE
LEARNIG OBJECTIVE
1. INTRODUCTION
1.1 Oil tanker
1.2 International and National Regulations concerning oil tanker.
2. BASIC PROPERTIES OF PPETROLEUM AND ITS HAZARDS
2.1 Basic physic
2.2 Properties of petroleum
2.3 Hazard Associated with the handling and carriage of petroleum
a. Toxicity in genereal
b. Toxicity of petroleum
c. Toxicity of inert gas
d. Oxcygen defiency
e. Flammability and explosivenees
f. Electrostatic hazards
g. Hazard to the marine environment
3. SAFETY
3.1 General precautions
3.2 Entry into enclosed spaces
3.3 Precautions against electrostatic hazards
3.4 Gas indicators
3.5 Fire- Figthing principles
3.6 Protective Equipment
4. POLLUTIONS EREVENTION
4.1 Ship and Equipment
4.2 operational pollutions
a. At sea
b. In port
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4.3 oil record book
a. At sea
b. In port
7. MISCELLANEOUS
7.1 Pump theory and characteristics
7.2 pressure surge
8. ENMERGENCY PROCEDURES
8.1 emergency plan
8.2 emergency alarms
8.3 emergency organization
8.4 action on discovering an emergency
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9. INERT GAS SYSTEMS (IGS)
9.1 general
9.2 the inert gas system
9.3 inert gas plant
9.4 scrubber
9.5 inert gas blowers
9.6 inert gas pressure regulating valve
9.7 non return devices
9.8 inert gas distributions and venting
9.9 gas anallysing, recording and indicating equipment
9.10 operations
9.11 meters, indicators and alarms
9.12 emergency procedures
9.13 maintenance and testing
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FIRE CHEMISTRY
DEFINITION :
Fire is : a chemical reaction in progress..between the three elements of the fire triangle
and reach the right composition/ the chain reaction followed by light and
smoke .
Stoichiometric mixture is the mixture of flammable vapor and air, which burns best.
Heat : Energy .
In “ Fire tetrahedron “ the fourth element is called the chemical chain reaction.
Fire is spread by :
The fire tetrahedron is a four –sided solid , including chemical chain reaction as another
component necessary for burning.
The components would then form a pyramid.
FLASHPOINT : is the lowest temperature at ehich a substance give off flammable vapors
insufficient to ignite.
IGNITION TEMPERATURE : Is the lowest temperature at whitch a substance will ignite and burn,
without an external source of ignition?
EXPLOSIVE RANGE : IS the range of mixtures of flammable vapor in air, which will burn .?
LOWER EXPLOSIVE LIMIT (LEL) : is the minimum percentenge of a flammable vapor in air , whitc
will burn ? below this limit a mixture is too lean to burn.
UPPER EXPLOSIVE LIMIT (U E L) : is the maximum percentage of a flammable vapor in air , which
will burn? Above this limit a mixture is too rich burn.
COLOR OF SMOKE : yellow, red purple , normally indicate the presence of toxic gases.
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Class ‘’A’’ fire : carbonaseus / ordinary fires, in materials : wood, paper ,rubber etc.
Class ‘’B’’ fire : liquid with flashpoint < 140of, not soluble in water, such as : light fuel , motor
spirit etc.
Class ‘’C’’ fire : liquid with flashpoint < 140of, soluble in water , such as : alcohol , ecthanol etc.
Class ‘’D’’ fire : liquid with flashpoint >140of, not soluble , such as : diesel , heavy fuel, etc
Class “ E’’ fire : liqud with flashpoint > 140of, soluble in water, such as : molasses ? sugar , glycol
etc
Class ‘’G’’ fire : metal fire, such as : magnesium , zatrcoim, sodium,(Na) potassium (K)etc.
The main extinguishing media is sea / fresh water in the form of jet/solid stream, spray of fog.
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6. Koefisien mual kubik dinding tangki : dalam angka dengan tuju angka di belkang koma
7. Volume correction facto (VCF) : dalam angka dengan enam angka di belakang koma
8. Weinght coreection factory (WCF) : nlong ton dalam angka dengan empat angka di
belakang koma
= TRIM = + 1 meter
A= 7,80 meter
REEL = 1 (p/s)
3. A. suhu sample = 32 oC
Density observed = 0,8352
Dens. 15 oC (T 53) = 0,8465
o
B. suhu tangki = 31 C
Vol.corr. fact (T54) = 0,987060 (5)
C. BNS 60O F (T 52) = 6293
o
1000 Ltrs 15 C
D. Longtons (T57) = 0,8321
o
1000 Ltr 15 C
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STCW 95
STCW Convention
Resolution of the 1995 conference
STCW CODE
ANNEX
Amendements to the annex to the international convention on standart of
traning, certification and watchkeeping for seafarers 1978.
CHAPTER 1
General provisons
Definitions clarification
CHAPTER II
Master deck departemen
Mandatory minimum requirements for certification of officers in chage of a
navigational watch on ship
CHAPTER III.
Engine department
Mandatory minimum requirements for ceitification of officers in chage of an
engineering watch in a manned engine – room or desingnated duty engineers,
CHAPTER IV
Radiocomunications and radio personil for certification of GMDSS radio personel
CHAPTER V
Special training requrements for personil on certain types of ship
Section A-v /1 of the STCW code
Regulation : mandatory minimum requiments for the traning and qualification of
ratings on tanker
Section Av/v paragraph 1 of STCW kode
Regulation v/2 mandatory minimum requirements for the training and
qualifications of master officer , ratings and otherer personil on ro ro pesenggers
ship
CHAPTER VI.
Emergrncy ,occupational safety , medical care and survival functions.
CHAPTER VII.
Alternative certifications issue of alternatifve certivications
CHAPTER V111.
Wacth keeping
Regulation VIII/I :
Fitness for duty
Regulations VIII/2 :
Wachkeeping arrangements and princples to be observed.