KINDS OF TANKER

SHIPS
 OIL TANKER
• An oil tanker, also known as a petroleum tanker, is a ship designed for the
bulk transport of oil or its products. There are two basic types of oil
tankers: crude tankers and product tankers.
 CHEMICAL TANKER
• A chemical tanker is a type of tanker ship designed to transport chemicals
in bulk. As defined in MARPOL Annex II, chemical tanker means a ship
constructed or adapted for carrying in bulk any liquid product listed in
chapter 17 of the International Bulk Chemical Code.
 PANAMAX
• Panamax and New Panamax are terms for the size limits for ships
travelling through the Panama Canal. The limits and requirements are
published by the Panama Canal Authority in a publication titled "Vessel
Requirements". 
• 60,000–80,000
• The maximum size that can transit the Panama Canal, these tankers range
in length between 200 and 250 metres (650 and 820 feet) and have
capacities of 50,000 to 80,000 dwt. They carry 350,000 to 500,000 barrels.
Handymax, Handysize, Coastal, and other classes.
 WHY IS IT CALLED PANAMAX
• Panamax and New Panamax are terms used for ships that are designed to
travel through the Panama Canal. The ship classification indicates the
minimum dimensions required by the ship to be able to pass smoothly
through the Panama Canal.
 AFRAMAX
• Aframax refers to a class of oil tanker of medium size, larger than Panamax and smaller
than Suezmax.
• Aframax tankers are in the range of 80-120 DWT. The typical drafts vary by vessel but are
usually in the region of 14.5-15.5 m. They are used for crude and refined products
 shipment. If moving product, they are often called LR2.
• Aframax crude tankers are typically used in short- to medium-distance routes and to serve
ports that cannot handle the larger and lower-cost-per-barrel Suezmax or VLCC tankers.
• The name Aframax comes from an oil tanker rate system introduced by Shell called the
Average Freight Rate Assessment.
• Aframax crude tankers are typically used in short- to medium-distance
routes and to serve ports that cannot handle the larger and lower-cost-per-
barrel Suezmax or VLCC tankers.
• The name Aframax comes from an oil tanker rate system introduced by
Shell called the Average Freight Rate Assessment.
• Aframax Tankers: The name Aframax comes from the Average Freight
Rate Assessment (AFRA) system. The aframax tankers were initiated
because of the size constraints that were posed when large oil tankers
entered sea-routes highly prone to traffic.
• Aframax. The maximum size of vessel to use the Average Freight Rate
Assessment method for calculating shipping rates, these tankers are
around 240 metres (790 feet) long and have capacities of 80,000 to
120,000 dwt. They carry roughly 500,000 to 800,000 barrels.
 BARRELS TO GALLONS
• Their smaller size allows them to access most ports across the globe. A GP
tanker can carry between 70,000 barrels and 190,000 barrels of motor
gasoline (3.2-8 million gallons) and an MR tanker can carry between
190,000 barrels and 345,000 barrels (8-14.5 million gallons).
• A standard barrel of oil contains 42 gallons. This is the U.S. measurement
that has been used since the 1800s, as it was the volume of a standard
wooden barrel used for hauling many types of liquid.
 SUEZMAX
• "Suezmax" is a naval architecture term for the largest ship measurements
capable of transiting the Suez Canal in a laden condition, and is almost
exclusively used in reference to tankers.
• 120,000–200,000
• Tonnage typically 160,000 DWT
• Length 400 m (1,300 ft) (maximum)
• Beam 77.5 metres (254 ft) (maximum); 50 m (164 ft) (at 20.1 m draft)
• Height 68 m (223 ft) (maximum)
• Draft 20.1 m (66 ft) (maximum)
 VLCC (VERY LARGE CRUDE CARRIER)
• VLCC refers to a class of large oil tanker, larger than Suezmax and
smaller than ULCC. VLCC tankers are in the range of 200-320 DWT.
They are used mostly for crude oil shipping, they but can also handle dirty
products (residual fuel oil). 
 How much cargo can a VLCC carry?

• 300,000 tons
• Now, the typical specs of VLCCs are 2 million barrels in capacity,
300,000 tons in payload, 330 meters in length, and 60 meters in width,
which can call most of the major crude oil loading/discharging ports
around the world.
HOW MANY VLCC TANKERS ARE THEIR
IN THE WORLD?

•810 very large

 Who owns the most VLCC?
• Bahri
• Saudi Arabia's Bahri is continuing to consolidate its position as the world's
largest owner and operator of VLCCs with delivery of its 42nd VLCC.
The 300,000 dwt Kassab, built at Hyundai Samho Heavy Industries ,was
named at the South Korean yard in Mokpo on Monday.
ULCC (ULTRA LARGE CRUDE CARRIER)

• Also known as: Ultra large crude carrier. ULCC refers to the largest class
of oil tanker, which is larger than VLCC. ULCC tankers are in the range
of 320-560 DWT. They are used exclusively for crude oil shipping. ULCC
crude tankers are typically used on long-haul routes.
• The ULCC has a capacity of more than 320,000
DWT, deadweight surpassing 500,000 DWT,
more than 400 m long with a draft exceeding 30
m.
BRIEF HISTORY OF ONE OF THE ULCC
(HELLESPONT aLHAMBRA)
• During the golden boom years on the tanker market, from 1967 until the oil
crisis of 1973, orders for about 80 VLCCs (200,000-320,000 dwt) and 40
ULCCs (over 320,000 dwt) were placed. This boom was followed by the total
collapse of the newbuilding market for these tankers until the middle of the
1980s. Since then, over 400 VLCC have been ordered but it took about 20
years before the next ULCC contract was signed, i.e. Hellespont. After the
absence of nearly 30 years from the newbuilding scene, the ultra large crude
carrier (ULCC) made a comeback with the delivery of the 441,893 dwt
HELLESPONT ALHAMBRA to its owner, the Greek tanker company
Hellespont Shipping.
• Nicknamed the “white elephant” because of its appearance of a wide-bodied
white hull, the HELLESPONT ALHAMBRA is the first ship in a four-ship
contract placed with the South Korean shipbuilder Daewoo Shipbuilding &
Machine Engineering Co. The ship is the largest double hull tanker ever built
and is reported to have cost about $90 million. The design for these high
specification of 3.2 million barrel vessels was subject to extensive model tests
of the hydrodynamic design by the Swedish research organisation SSPA, an
organisation involved in testing 30% of the ULCCs previously built. This
included the 555,000 dwt BATILUS delivered in 1976.
• The Hellespont quartet is being built for the traditional ULCC route from the
Arabian Gulf to the US and Northern European markets. In this trade it
makes economic sense to transport the maximum amount of oil as quickly as
possible thereby getting paid more and earlier than the smaller and slower
VLCCs. This benefit could be worth $70 80,000 per voyage, which in theory,
more than pays for the extra power. Achieving this without compromising
strength and safety was a priority in designing these newbuilds which are
50% larger than any double-hull ship ever built.
• The series is being built to LR and ABS class and elevates standards for large
tanker strength and speed with a number of unusual features that will make
the newbuildings more reliable and efficient while enhancing safety and
environmental factors. Their scantlings have been designed to incorporate
approximately 15% more steel than the minimum class requirements to give a
potential working life of about 40 years without the need for major repairs or
steel replacement. Some 35% of this extra steel is of the high-tensile variety
for added strength, mainly in bulkheads, and the total steel content will
amount to 66,500 lightweight compared to 59,000 for one built to the
minimum class standard.
• The high specification includes a powerful Wärtsilä 9RTA84T-D engine
delivering 36,900KW at 76 rev/m, driving a 10.5m diameter fixed pitch
propeller weighing approximately 90t via a 1m diameter propeller shaft. This
results in a relatively fast service speed of 16.5 knots at design draught and a
ballast speed of 17.5 knots. The nine-cylinder engine was chosen because in
tests it offered considerably less vibration than other engines on the market.
The relatively fast service speed should also provide significant cost savings
for the cargo owner. The vessel has three Wärtsilä 9L20 auxiliary engines,
each of 1530kW output at 900 rpm.
• Much attention has also been devoted to ballast tank protection, with all
ballast tanks, except for the aft peak tank, to be inerted with double-
scrubbed gas with a maximum of 5% oxygen (O2) and 1ppm sulphur
dioxide (SO2). This double scrubber system increases the condensing of
H2O vapour and produces a very clean gas which, in the long-term,
should minimise the probability that the ship will have to undergo an
estimated $12 million recoating operation by reducing the risk of
oxidation in the double-hull ballast spaces. The vessel will also feature the
Vent 2D system developed by Hellespont to model air and gas flows in
double hull spaces. This software system constantly records pressure and
levels of O2 and SO2 to reduce fire and explosion risk.
A most unusual feature is a bridge whose wings do not extend to the ship sides.
Instead of this the ship is equipped with closed-circuit colour TV cameras. Such
solution eliminates work on the wings under difficult conditions. Potential
vibration from the bridge wing structures will also be eliminated.

Another interesting feature of these ships is that all side shell above the deep
draught water line, excluding the funnel, is painted white. By using a reflective
colour, the temperature of the steel decks can be reduced and keep the cargo
cooler. It will help to lower the amount of hydrocarbon emission resulting in
less cargo loss. At the same time it helps to protect internal coatings from the
heat of the sun thus minimising degradation of the epoxy ballast tank coatings
due to thermal cycling.
• These extra design features have cost the company an estimated
$10million more than the basic version of a similarly sized ship. The
company argues that the cost is easily recuperated in the predicted extra
operational life of the vessel, savings in inerting and maintenance together
with increased revenue and profits due to the higher transit speed.
• Length, oa:380.00m, Length, bp: 366.00m, Beam: 68.00m, Depth,
moulded: 34.00m, Draught scantling: 24.50m, Deadweight scantling:
442,470dwt, Lightweight: 67,000t, Cargo capacity: 513,684m3, Main
engine: Wärtsilä Sulzer 9RTA84T-D, Output, MCR at 76 rev/min:
36,900kW, Speed, loaded 95%MCR, 15% sea margin:16.5 knots, Speed in
ballast:17.9 knots, Main engine fuel consumption:141t/day.
• Classified of the Tankers on basis
of Type
•  1.    Oil Tankers: Oil tankers, as their name suggests carry oil and it’s by
products. Oil tanker however, is a generic terminology and includes not only
crude oil but also petrol, gasoline, kerosene and paraffin. Oil tankers are
further sub-divided into two main types: product tankers and crude tankers:
• –       Product tankers are used to transport the above mentioned petroleum
based chemicals
• –       Crude tankers are specifically used to transport crude oil from the
excavation site to the crude oil refining industrial plant
 INERT GAS SYSTEM
• Inert gas system is the most important integrated system for oil tankers for
safe operation of the ship. Inert gas is the gas that contains insufficient
oxygen (normally less than 8 %) to suppress the combustion of flammable
hydrocarbon gases.
• The inert gas system spreads the inert gas over the oil cargo hydrocarbon
mixture which increases the lower explosion limit LEL (lower
concentration at which the vapours can be ignited), simultaneously
decreasing the Higher explosion limit HEL (Higher concentration at
which vapour explodes). When the concentration reaches around 10 %, an
atmosphere is created inside the tank in which hydrocarbon vapours
cannot burn. The concentration of inert gas is kept around 5% as a safety
limit.
USE OF INERT GAS ON CHEMICAL
TANKERS
In the context of chemical tanker operations and chemical cargoes, an inert
gas system may have three different benefits:

• preventing a fire,
• preventing a chemical reaction
• Maintaining cargo quality.
USE OF INERT GAS ON GAS TANKERS
• The inert gas on gas tankers is used for various purposes

• .Drying and inerting of cargo tanks before cooling-down or after heating

• Gas freeing and scavenging of cargo piping.
• the topping-up of the cargo tanks to prevent the ingress of air.
• Preventing a fire.
• The safety benefits fo inert gas in cargo tanks are well recognised on the
tankers industry. Many lives have been lost, due to incidents involving
fires and explosions on non-inerted tankers. The effective use of the
system, allied with training and the application of the correct procedures,
prevents incidents involving fires and explosions in cargo tanks.
Components and description of IG system:
 1. Exhaust gases source:
• inert gas source is taken from exhaust uptakes of boiler or main engine as
contains flue gases in it.The exhaust system collects the exhaust gases
from the cylinders, removes harmful substances, reduces the level of noise
and discharges the purified exhaust gases at a suitable point of the vehicle
away from its occupants. The exhaust system can consist of one or two
channels depending on the engine
 2. Inert gas isolating valve:

• It serves as the supply valve from uptake to the rest of

the system isolating both the systems when not in use.
 3. Scrubbing tower
• Flue gas enters the scrub tower from the bottom and passes through a
series of water spray and baffle plates to cool, clean and moist the gases.
The SO2 level decreases up to 90% and gas becomes clear of soot.
 4. Demister:
• Normally made of polypropylene, it is used to absorb moisture and water
from the treated flue gas. 5. Gas Blower: Normally two types of fan
blowers are used, a steam-driven turbine blower for I.G operation and an
electrically driven blower for topping up purposes.
 5. Gas Blower:
• One of the major components of an IG plant is its blower which acts as a
supplier of inert gas to cargo holds of the ship. Without the blower, the
whole system will fail to perform. An efficient IG blower is thus required
to supply inert gas as per the requirements of a cargo tanker.
 6. I.G pressure regulating valve:
• One of the major components of an IG plant is its blower which acts as a
supplier of inert gas to cargo holds of the ship. Without the blower, the
whole system will fail to perform. An efficient IG blower is thus required
to supply inert gas as per the requirements of a cargo tanker.
 7. Deck seal:
• The purpose of the deck seal is to stop the gases to return back which are
coming from the blower to cargo tanks. Normally wet type deck seals are
used. A demister is fitted to absorb the moisture carried away by the gases.
 8. Mechanical non-return valve:
• Regulation 62 requires that the inert gas system is equipped with two non-
return devices, one of which shall be a water seal, to prevent the return of
hydrocarbon vapour to the gas-safe spaces.
• In addition, Regulation 62 requires that the arrangement of the deck seal
shall be such that it will prevent the backflow of hydrocarbon vapours and
will ensure the proper functioning of the seal under operating cond
 9. Deck isolating valve:
• The engine room system can be isolated fully with the deck system with
the help of this valve. 10. Pressure Vacuum (PV) breaker: The PV breaker
helps in controlling the over or under pressurization of cargo tanks.
 10. Pressure Vacuum (PV) breaker:
• The pressure vacuum breaker is fitted to a branch line off the inert gas
deck main line. The purpose of the pressure vacuum breaker is to
safeguard against over-pressurisation as well as under-pressurisation of
the cargo tanks.
• The PV breaker helps in controlling the over or under pressurization of
cargo tanks. The PV breaker vent is fitted with a flame trap to avoid the
fire igniting when loading or discharging operation is going on when in
port.
 11. Cargo tank isolating valves:
• A vessel has number of cargo holds and each hold is provided with an
isolating valve. The valve controls the flow of inert gas to hold and is
operated only by a responsible officer in the vessel.
• Isolation valves are a key component in any fluid system as they are used
to stop the flow of fluid into a particular area of the system. They are also
sometimes used to manually control the flow of the fluid.
 12. Mast riser:
• Mast riser is used to maintain a positive pressure of inert gas at the time of
loading of cargo and during the loading time it is kept open to avoid
pressurization of the cargo tank.
12. Mast riser:
 13. Safety and alarm system:
• Safety devices on IG systems are used to prevent the backflow of cargo
gases to the machinery spaces. It is important that along with the non-
return valve, a water seal and a vent is also fitted on the deck main for
additional safety. Sometimes an additional water seal is fitted at the
bottom of the scrubber.
 Following are various alarms (with Shutdown)
incorporated in the Inert Gas plant on board the ship:
• High Level in scrubber leads to alarm and shutdown of blower and
scrubber tower
• Low-pressure seawater supply (approx. 0.7 bar) to scrubber tower leads to
alarm and shutdown of blower
• Low pressure seawater supply (approx. 1.5 bar) to deck seal leads to alarm
and shutdown of blower
• High inert gas temperature (approx. 70 deg C) leads to alarm and
shutdown of blower
• Low pressure in line after blower (approx. 250mm wg) leads to alarm and
shutdown of blower
• Oxygen content high (8%) leads to alarm and shutdown of gas delivery to
deck
• Low level in deck seal leads to alarm and shutdown of gas delivery to
deck
• Power failure leads to alarm and shutdown of blower and scrubber tower
• Emergency stop leads to alarm and shutdown of blower and scrubber
tower
 Following are various alarms incorporated in
the Inert Gas plant:
• Scrubber low level
• Deck seal High level
• Low O2 Content (1%)
• High O2 Content (5%)
• Low lube oil pressure alarm
 The system can be divided into two basic
groups:
• a) A production plant to produce inert gas and deliver it under pressure, by
means of blower(s), to the cargo tanks.

• b) A distribution system to control the passage of inert gas into the

appropriate cargo tanks at the required time.
 Brief working procedure
1. Boiler uptake gases are drawn to the scrubber unit via flue gas isolating
valve(s) to the scrubber unit.
2. In the scrubber unit the gas is cooled, cleaned and dried before being
supplied to the tanks.
3. Motor-driven inert gas blowers supply the treated gas from the scrubber
tower to the tanks. They are mounted on rubber vibration absorbers and
isolated from the piping by rubber expansion bellows.
4. Regulation of gas quantity delivered to the deck is taken care of by the gas
control valves and the deck pressure is managed by the pressure controller.
If the deck pressure is lower than the set point the output signal will be
raised to open the valve more, and vice versa if the deck pressure is lower
than the set-point. These valves will then work in cooperation to keep both
the deck pressure/blower pressure at their respective setpoint without
starving or overfeeding the circuit.
5. Before entering the deck line, the gas passes through the deck water seal
which also acts as a non-return valve automatically preventing the back-flow
of explosive gases from the cargo tanks.
6. After the deck seal, the inert gas relief is mounted to balance built-up deck
water seal pressure when the system is shut down. In case of a failure of
both the deck seal and the non-return valve, the relief valve will vent the
gases flowing from the cargo tank into the atmosphere
7. The oxygen analyser which is fitted after the blower separates the
“production” and “distribution” components of the plant and analyzes the
oxygen content of the gas and if it is more than 8%, it alarms and shutdowns
the plant
 PUMPING ARRANGEMENT
A simple arrangement can be pumping the water to a dedicated collection pit. The pit should be equipped with another pump,
passing the water on. This technique can also be used for dewatering a greater area with several pumps spread out, pumping
the water to a collection pit.
 Tanker operation : Measures For Pump room
entry
• A pump room onboard an oil tanker contains the largest concentration of
cargo pipelines of any space within the ship and leakage of a volatile
product from any part of this system could lead to the rapid generation of
a flammable or toxic atmosphere.The operation of a pump room thus
involved numerous hazards. Prior entering in a pump room following
basic preparation should be taken into account.
 Entry Permit into Enclosed Space
• Whenever entering the pump room, “Procedures for Entry into Enclosed
Spaces” must be complied with and the Master’s permission must be
obtained, “Enclosed Space Entry Permit” The ventilation fans shall be
kept running in exhaust mode for the entire duration of validity of the
permit. However, the designated responsible person (duty officer or chief
officer) shall monitor such pump room entries.
Permit To Enter

• Entry is only permitted when the atmosphere has been proved to contain
• Oxygen content 21% by volume
• Hydrocarbon vapor concentration less than 1% LEL
• No toxic or other contaminants
 Masters permission
•
The Master should ensure the Chief Engineer or Chief Officer complete a checklist for
Enclosed Space Entry Permit
• Have valves on all pipelines serving the space been secured to prevent their accidental
opening?
• Has the space been cleaned?
• Has the space been thoroughly ventilated?
• Pre-entry atmosphere tests: Oxygen:
• % vol, Hydrocarbon: % LEL, Toxic Gas: Yes / No
• Have arrangements been made for frequent atmosphere checks during the occupation and
work breaks?
• Have arrangements been made for continuous ventilation during the occupation and
work breaks?
• Is adequate illumination provided?
• Is a rescue and resuscitation equipment available for immediate use by the entrance to
space?
• Has a responsible person been designated to standby the entrance to
space?
• Has the officer of the watch been advised of the planned entry?
• Has a system of communication between the person at the entrance and
those entering been agreed & tested?
• Are emergency and evacuation procedures established and understood?
• Is there a system for keeping track of and recording who is in the space?
• Is all equipment used of an approved type?
 Entry Control :
• All entries into the pump room shall be recorded, with the below ‘Notice’
confirmations. They shall include the names / ranks of persons and times
of entry and exit. Such record shall be with the duty officer manning the
Cargo Control Room (during operations) or on the Navigational Bridge
(during Navigation)
 Atmosphere Control
• Prior to pump room entry the space must be tested for Oxygen (at least
21%), Explosive gases (HC LEL= less than 1% LEL) and Toxic vapors
(Nil). The ventilation fans shall not be stopped until all personnel have left
the pump room.
 Effective communication
• Regular communication checks should be made at pre-agreed intervals
and failure to respond should be a cause to raise the alarm.
 Gas Monitoring
• At times where cargo movement within the pipelines is expected or
regular personnel entry for routine inspections are expected, then such
portable gas measuring instruments shall be kept in a state of readiness at
the entrance of pump room, with detecting hose leading to the bottom
floor.
• However, only if a fixed gas detection system is fitted, is correctly calibrated
and tested regularly and can provide % LEL readings to a level of accuracy
equivalent to portable gas instruments at representative locations, then such
fixed equipment can be used to provide and continuously monitor the safe entry
within the pump room. Ventilation fans must be started prior to switching on the
pump room lighting. Only approved lighting shall be used in the pump room
and shall be maintained in proper condition. Steel drums containing equipment
and clean rags must be stowed over suitable wooden dunnage to prevent
formation of sparks. All storage drums must be provided with suitable lids.
• The framo hydraulic cargo pumping system is designed for a flexible and safe
cargo and tank cleaning operation on ships. It consists of one hydraulic motor
driven cargo pump installed in each cargo tank, ballast pumps, tank cleaning
pumps, portable pumps and other consumers, all connected via a hydraulic ring
line system to a hydraulic power unit as shown in figure below. The submerged
cargo pump is a single stage centrifugal pump with the impeller close to the
tank top, giving a good pumping performance of all kinds of liquids and with
excellent stripping performance. The hydraulic section is surrounded by a
cofferdam that completely segregates the hydraulic oil from the cargo.
• The hydraulic power unit consists of electric motor and/or diesel engine
driven hydraulic power packs, where the hydraulic pumps are of axial
piston type and swash plate design with variable displacement. The pump
displacement is hydraulically controlled via the pressure regulator on each
pump and by this system, the oil delivery from the hydraulic pumps will
always be the same as the oil consumption for the hydraulic motors. To
control and limit the speed of the motor, a control valve is fitted for each
motor.
• to keep the hydraulic oil clean and hydraulic oil temperature within
desired range, a full flow filter and cooler are installed in the main return
line. To regulate the oil temperature, a cooling water inlet valve is
controlled from the framo control system. To prevent impurities from
entering the hydraulic system, the system is also pressurized (2-6 bar)
when not in operation. Depending on the installation, this is done by a
jockey or feed pump.
•Piping Arrangement –
Conventional Oil Tanker
Basics
• The arrangement of loading and discharge lines is collectively known as the
Ship’s Cargo System. The first oil tankers to carry petroleum products in bulk
were equipped with very simple pumping systems. For the most part, they had
a single line which ran forward and aft from a midship pump-room, in which
were housed two steam reciprocating pumps. One pump served the tanks
forward of the pump-room, while the other dealt with the oil from the tanks aft
of this pump-room. Some of the more simple types with their engines
amidships provided pumps in the engine room to handle the cargo, or
alternatively the mainline was extended the length of the machinery spaces to
feed the pumps housed in a small pump-room just forward of the engine room.
In both cases, these vessels were unsuitable for the carriage of low flash
products.
 Piping Arrangement
• The pipes leading from the cargo tanks to the pumps are termed as bottom
lines, from the pump-room up to deck are called risers. The lines on deck are
termed as deck lines. The lines which lead from the deck to the tanks are
called drop lines. Besides these, there are Crude Oil washing lines on deck
(COW lines). The COW main line usually branches off from the main
discharge line in the pump-room. It further branches out to the various tanks
on deck. There is also a small diameter line (Marpol line) which is used to
discharge the last part of the cargo from the ship.
• In the cargo tanks, the pipes terminate in a bellmouth. A tank may have
two bellmouths – one main and one smaller stripper bellmouth.
Alternatively, one bellmouth may serve the purpose of main as well as
stripping discharge.
• The piping system has evolved over the years to cater to varying cargo
requirements. In a product tanker which is designed to carry many grades,
we see that there are many more pipes so that many grades can be catered
to. In a crude oil tanker, the piping is straightforward and simple.
There are three basic types of pipeline
systems:

• Direct Line system

• Ring main system
• Free flow system.
Direct Line system
• It consists of lines running longitudinally in the centre tanks and
branching out to bellmouths in the centre and wing tanks. The system is
uncomplicated and found on some crude carriers.
The advantages are that:

• it is easy to operate and less training of personnel is required

• as there are fewer valves, it takes less time to set up the valve system
before commencing a cargo operation
• contamination is unlikely, as it is easy to isolate each section.
 The disadvantages are that:
• the layout is not as versatile
• a very rigid system which makes it difficult to plan
 Ring-main systems
• It is also called the circular system. This type of piping system provides
for the handling of several different types of oil. A particular tank can be
pumped out either by a direct suction line or through another line by use
of a cross-over. The system is very versatile.
• The pipeline system illustrated above in Diagram 1 is better suited to the
centre line bulkhead type of ship. Each tank or oil compartment has two
suctions — one Direct suction and one Indirect suction. The direct
suctions for the port tanks are all on the port cargo line, and feed the port
cargo pump. The indirect suctions for the port cargo tanks feed the
starboard cargo line and the starboard cargo pump. Master valves are
provided on each line between the tanks, so as to isolate each tank from
the other when necessary.
• fitted with a stripping line and pump. This type of pumping system
providing for the handling of several different types of oil was a natural
development from the earlier types which were only suitable for one grade
of oil. To drain the oil from the main tanks it was necessary to list first one
way, and then the other, so as to keep the strum covered and to help the
flow of oil towards the suction.
• Diagram 2 shows a vessel fitted with a Circular Line or Ring Main but
adjusted for the twin bulkhead type of vessel. This ship is also fitted with
a stripping system. Inspection of the pipeline system shows that the
pipeline travels around the ship in the wing tanks, crossing over from one
side to the other.
• Each wing tank has a suction on the line which passes through it. The
centre tanks have two suctions, one on either side leading to the port and
starboard lines respectively. It will be noted that the master valves provide
separation between the tanks as in the earlier system. When the level of
the oil in any particular tank has fallen to a foot or less, the main pumps
are switched to another full tank, and the stripping pump is brought into
operation.
 Free-flow system
• In this system, the oil flows freely into the aft most tanks when the
interconnecting gate valves are opened. Main suction bellmouths in a full free
flow tanker will only be provided in the aft tanks. However, each tank is
generally provided with a small stripping line. This system has the distinct
advantage of having lesser and less complicated piping system in the tanks and is
suitable for large tankers which usually do not carry many grades of oil.
Obviously, the flexibility of operations is comparatively less as compared to
other piping systems. Some ships are also designed as part free flow i.e. free flow
system only between certain tanks, which is a hybrid or cross between a full free
flow system and a ring main system.
 VALVES
• The valves used in tankers for cargo can be either butterfly valves, gate
valves or sometimes rarely even globe valves. At pump discharges, a non-
return flap valve is usually fitted. A detailed description of the merits and
demerits of each type of valve will be outside the scope of this course. The
valves may be hydraulically, pneumatically or manually operated. Manual
valves can have an extended spindle to enable operation of a tank valve
from the deck.
• It is important to note that the valve closure period is deliberately slow to
avoid surge pressures. In the hydraulic and pneumatic system, the timing
is normally pre-set to a safe limit and rarely requires to be adjusted.
However, in manually operated valves the closing time is regulated by the
operator. Dangerous surge pressure can build up which can rupture a
pipeline or a part of it even in a remote location. The higher the fluid
pressure in the pipeline, the greater will be the risk of rupture and
pollution.
• The most critical period is the last 25% when closing the valve or the first
25% when opening it. One can actually hear the liquid squeezing through
the valve. The rate of closure during this period should be especially slow
and controlled.
 Advantage:
• Main pipe line is not used for discharge.
• Less pipe line.
• Less bend.
• Less friction & more pressure cause very high discharge.
 Disadvantage:
• Is not flexible.
• One grade is dischargeable if more risk of contamination exists.
• Risk of overflow exists if level of all tank doses not carefully monitoring
 COOLING SYSTEM
• The machinery systems fitted onboard ships are designed to work with
maximum efficiency and run for long hours. The most common and
maximum energy loss from machinery is in the form of heat energy. This
loss of heat energy has to be reduced or carried away by a cooling media,
such as a central cooling water system, to avoid malfunctioning or
breakdown of the machinery.
There are two cooling systems used onboard
for the cooling purpose:
 Sea Water cooling system:
• Seawater is directly used in the machinery systems as a cooling media for
heat exchangers. The various cooling liquids which circulate the engine
are themselves cooled by sea water. The usual arrangement uses
individual coolers for lubricating oil, jacket water, and the piston cooling
system, each cooler being circulated by sea water. Some modern ships use
what is known as a 'central cooling system' with only one large sea-water-
circulated cooler.
• This cools a supply of fresh water, which then circulates to the other
Individual coolers. With less equipment in contact with sea water the
corrosion problems are much reduced in this system.
• From the sea suction one of a pair of sea-water circulating pumps provides
sea water which circulates the lubricating oil cooler, the jacket water
cooler and the piston water cooler before discharging overboard. Another
branch of the sea water main provides sea water to directly cool the charge
air (for a direct-drive two-stroke diesel).
• The upper sea suction valve is used while in port to prevent any mud or
sand entering the cooling system. Its also used while sailing in shallow
waters. The lower sea suction valve is used when sailing in deep water to
avoid air entering the cooling system while the ship is rolling or pitching.
 Freshwater or central cooling system:
• Freshwater is used in a closed circuit to cool down the engine room
machinery. The freshwater returning from the heat exchanger after cooling
the machinery is further cooled by seawater in a sea-water cooler.
 HOW DOES IT WORK
• Raw water cooling systems draw water from outside the ship (seawater or
lake water). Water is pumped from the source to the engine block then the
engine circulation pump forces the raw water through the engine block
and the water is expelled through the exhaust.
 Understanding Central Cooling System
• As discussed above, in the central cooling system, all the working
machinery on ships are cooled down using circulating fresh water. This
system comprises three different circuits:
 Sea water circuit
• The seawater is used as a cooling media in large seawater cooled heat
exchangers to cool the freshwater of the closed circuit. They are the
central coolers of the system and are normally installed in a duplex.
 Low-temperature circuit
• The low-temperature circuit is used for low-temperature zone machinery
and this circuit is directly connected to the main seawater central cooler;
hence its temperature is lower than that of high temperature (H.T circuit).
The L.T circuit comprises all auxiliary systems.
• The total quantity of low-temperature or L.T fresh water in the system is
maintained in balance with the H.T. freshwater cooling system by an
expansion tank which is common to both systems.

• The expansion tank used for these circuits is filled and makeup from the
hydrophore system or from the distilled water tank using the F.W. refilling
pump.
 High-temperature circuit (H.T)
• The H.T circuit in the central cooling system mainly comprises of the
jacket water system of the main engine where the temperature is quite
high. The H.T water temperature is maintained by low-temperature fresh
water and the system normally comprises of the jacket water system of the
main engine, FW generator, DG during standby condition, Lube oil filter
for stuffing box drain tank.
• The HT cooling water system is circulated by electrical cooling water
pumps, one in service and one on standby.

• During standby, the DG is kept warm by the circulating system from the
DG in service.
 Expansion tank
• An expansion tank is generally fitted to collect coolant as the engine or
hot water system warms up and expands and / or to make servicing /
inspection of level more accessible.
 Temperature Control Valves
• Temperature control valves are used to control fluid temperatures in
turbines, compressors, and engine jacket water and lubrication oil cooling
systems. They are suitable for process control and industrial applications
where fluids must be mixed or diverted to achieve optimal temperatures.
PUMPING ARRANGEMENT FOR CHEMICAL
TANKER
• Most modern chemical tankers do not have a dedicated cargo pump room,
and normally fit a deepwell cargo pump directly into each cargo tank. Each
pump has its own dedicated piping system and cargo discharge manifold.
chemical tanker pumproom layout
 Cargo pump room hazards - chemical tanker procedure

• On tankers equipped with a cargo pump-room, this is a potentially

hazardous enclosed space. Pump alarms and trips, level alarms etc. should
be tested regularly, and in any case before commencing cargo handling
operations, to ensure that they are functioning correctly. The results of
such tests should be recorded.
• Bulkhead glands around driveshafts between the pump-room and an
adjacent machinery space should be checked and adjusted or lubricated as
necessary to ensure an efficient gastight seal. During all cargo operations,
including loading, the pump-room should be inspected at regular intervals
to check for signs of leakages from glands, drain plugs and drain valves,
bulkhead glands should be checked for overheating. In the event of
leakage or overheating the pump should be stopped.
• No attempt should be made to adjust pump glands on rotating shafts while
the pump is in service. No repairs should be undertaken on cargo pumps,
their associated relief valves or control systems while the pumps are
running.
• Pump-room bilges should be drained of any liquid that has leaked from
glands, pipelines or valves; such liquid is usually transferred into a slop
tank for contaminated liquids. Not only is this good practice for
cleanliness and reduction of vapours within the space, but it will avoid the
possibility of incompatible cargoes becoming inadvertently mixed. It
should be possible, when alongside a terminal, to transfer contaminated
liquids directly to shore reception facilities.
• Cargo pump-rooms, due to their location, design and operation, constitute a
particular hazard and therefore necessitate special precautions. Cargo pump-
rooms should be continuously ventilated during all cargo operations. To
meet the requirements of the IBC Code, they must be fitted with mechanical
ventilation systems controlled from outside. Because of the potential for the
presence of cargo vapours, such spaces should be ventilated for at least 15
minutes before entering and operating the equipment inside. Only
authorised personnel should enter and operate equipment in cargo pump-
rooms.
• Leakage of toxic liquids and escapes of toxic vapours should always be
suspected, because cargo pump-rooms contain a large number of flanges,
valve glands, pumps and couplings. Because pump-rooms are enclosed
spaces, the concentration of toxic and flammable vapours in their
atmospheres might rise to dangerous levels.
• In the event of pump or pipeline leakage, the pump-room atmosphere
must be tested for flammable and toxic vapours appropriate to cargoes
recently handled, and the pump-room should only be entered if found safe.
If entry becomes essential before a safe atmosphere is established, full
personal protective equipment must be worn.
• Cargo liquids from minor leaks should not be allowed to accumulate in
pump-room bilges. If left to lie in place, there is the possibility of
unsuspected vapours from former cargoes being released when the surface
of the bilge water is disturbed. In particular this could occur when a
chemical which is immiscible with and heavier than water has lain under the
bilge water. Additionally, when pumping out accumulated liquids there is a
risk of accidentally mixing an incompatible chemical with other chemicals
already in a slop tank.Some cargoes are not allowed to be carried in tanks
served by conventional below-deck pump-rooms.
 VENTING SYSTEM
• You know the old expression, “what goes in must come out”. It applies to
the tankers too, not literally though. During loading of cargo on oil
tankers, when the cargo enters a cargo tank, it replaces the air (Or inert
gas) inside the tank.
• This air (or inert gas) must be allowed to come out of the tank so that the
pressure inside the cargo tank is within limits. Same goes during the
unloading of the cargo on tankers. As the cargo is removed from the cargo
tank, the void created must be replaced by air or inert gas. The
arrangements and system provided on tankers for allowing this air to
come out of the cargo tank is called venting system.
 Primary means of Venting
• As per SOLAS Chapter II-2, reg 11.6.1,
• The venting arrangements shall be so designed and operated as to ensure
that neither pressure nor vacuum in the cargo tanks shall exceed design
parameters…
• This is what the purpose of venting system is all about. So during loading
and unloading, how the tanks are maintained at optimum pressure level?
Whatever this arrangement is, it becomes the primary means of venting.
Few of the primary means of venting used on
tankers.
 1. Mast Riser
• Mast riser is generally fitted on crude oil tankers as these ships would
always carry homogeneous cargo in all tanks.

• Because crude oil tankers carry homogeneous cargo, the cargo tanks of
these ships have a common cargo tank venting pipelines. All these cargo
tank venting pipelines lead to the Mast riser.

• The mast riser is a vertical pipe fitted to the common venting pipelines of all
the cargo tanks.
• The mast riser is fitted with a valve (called mast riser valve). When
loading the pressure inside the cargo tank is released through the mast
riser by opening the mast riser valve. The cargo tank pressure is monitored
and if required the mast riser valve is throttled to maintain the cargo tank
pressure at certain level. During discharging, we need to not allow the
tanks to go to negative pressure. For this, the inert gas is continuously
supplied to the cargo tanks.The duty officer sets the desired pressure from
the CCR and this pressure will be automatically maintained by auto
adjustments of the two valves on the IG system.
• One of this valve is for release of IG to the atmosphere and other one for
supply of IG to the cargo tanks.

• As per the SOLAS requirement, the height of the mast riser need to be
minimum of 6 meters. This is to ensure that the cargo vapors emitting
from the cargo tanks through the mast riser does not accumulate on the
deck.
 2. Pressure Vacuum (PV) Valves (High
Velocity Vents)
• Mast riser is a good option for venting arrangements for tankers carrying
homogeneous cargoes such as crude oil tankers.
• But for ships that carry different grades, it will not be a good option.
• This is simply because the cargoes can get damaged if the vapours of
different grades are allowed to mix by having a connection between the
vapour spaces of the tanks.
• PV valves fitted on each tanks solve this issue. PV Valves are also called
High velocity vents.

• Each tank has its own PV valve and the venting take place through the PV
valves as the tanks is loaded or discharged
 As the name suggests, the PV valve consists
of two valves
• Pressure valve that lifts (activates) under a set positive pressure
• Vacuum valve that lifts (activates) under a set vacuum (negative) pressure
 Secondary Means of Venting on Tankers
• The changes mean that these ships must have an independent, secondary
means of venting for each tank: that is, a full flow pressure/vacuum (P/V)
valve or a pressure sensor that provides an alarm on detecting over-
pressure or under-pressure.
• Note: a pressure sensor is only acceptable as a secondary means if a full
flow P/V valve is fitted as the primary means of venting for each cargo
tank, as per the arrangement in SOLAS Regulation II-2/11.6.1.2.
• These changes have been made to protect tanks in the event of a
mechanical failure or inadvertent closure of the isolating valves or devices
on the inert gas main/vent branch pipework.
Now that we know the purpose of secondary means of
venting, let us discuss the equipment that can act as
secondary means of venting.
 PV Valve
• Yes, PV valve fitted on the individual tank can act as the secondary means
of venting.

• For example, if the mast riser valve is inadvertently left closed while
loading, the PV valves of the cargo tanks will get activated.
But what if there is no mast riser on ships like on chemical tanker?
Can the PV valve fitted on each tank act as the secondary means of
venting?
• No because if the PV valve is the primary means of venting on a ship (for
example on chemical tankers), then this cannot act as the secondary means
of venting too.

• And yes because if each tank has two PV valves fitted on each tank, one
of these PV valves will act as primary means and other as secondary
means of venting.
 Pressure sensors
• The most common secondary means of venting fitted on modern tankers
is the pressure sensors.

• And if you see, these are not exactly the means of venting. But still these
can act as the secondary means of venting.
• The purpose of these pressure sensors is to alert the operator (duty officer)
by an alarm if the primary method of venting fails.

• SOLAS permits the pressure sensors fitted on each tanks to be considered

as a alternative to the secondary means of venting.
• 2.    LNG Carrier: The LNG Carriers are those tanker ships that are used
to cargo LNG or Liquefied Natural Gas. These types of tankers require
careful and delicate handling owing to the precariousness of the material
they carry. Statistically speaking, there are around 193 LNG tankers that
are currently under operation.
• 3.    Chemical Tankers: Chemical tankers are those cargo tankers which
transport chemicals in various forms. Chemical tankers are specifically
designed in order to maintain the consistency of the chemicals they carry
aboard them. These tanker ships are applied with coatings of certain
substances that help in the easy identification of the chemicals that need to
be transported.
• 5.    Hydrogen Tankers: As the name suggests, hydrogen tankers are
cargo tankers used for the shipping and transportation of liquefied
hydrogen gas.
• 6.    Juice Tankers: Juice tankers or more specifically orange juice
tankers which are used for the cargo carrying of orange juice in mass
quantities. One of the biggest juice tankers is the Brazilian tanker Carlos
Fischer. However, other fruit juices carriers are also available.
• 7.    Wine Tankers: Transporting wine has become quite simpler and
feasible in contemporary times as sleek tankers have come up which are
used specifically to carry wine to their intended destinations.