CARGO OIL SYSTEM

SISTEM PERPIPAAN
SEMESTER GANJIL 2016/2017
Ahmad Hanif Qadhaf

4212100057

Muhammad Hasan

4212101002

MHD Dolimora Marthado L

Aditya Fajar K

4213100069

4215106001

Nur Kaffi Muhammad

4215106015

Yose Gregory Tenanan

AA

4214100080

4214100041

OUTLINE

1. Jenis jenis oil tanker

2. Cargo Oil system
Fungsi Cargo Oil System
Komponen Cargo Oil System
3. Insert Gas SYstem
Fungsi Inert Gas System
Jenis Inert Gas
Komponen Inert Gas system
Skematik
4. Tank Cleaning System
Tujuan
Gas Freeing
Proses Tank Cleaning
Rules Cargo Tank Washing
Skema
5. Keyplan Cargo Oil SYstem

PENDAHULUAN
Pada dasarnya Kapal tanker atau oil/wet bulk carrier dibagi
menjadi dua jenis :
1. Kapal tanker muatan mentah (crude tanker)
Kapal tanker muatan mentah antara lain membawa muatan
jenis crude oil, palm oil, dll. yang membawa muatan dari
pengeboran atau pertambangan ke tempat penyulingan atau
tempat pengolahan minyak.
2. Kapal tanker muatan jadi (product tanker).
Kapal tanker muatan jadi membawa muatan antara lain
jenis product oil dari tempat pengolahan menuju ke konsumen.

JENIS JENIS OIL TANKER

Kapal Oil Tanker dibagi menjadi 6 menurut jenis Cargo
Oil yang dibawa yakni:

Resolution MEPC.215(63) Guidelines for Calculation of Reference Lines for use with
the Energy Efficiency Design Index (EEDI) (Adopted on 2 March 2012) - Annex
Guidelines for Calculation of Reference Lines for use with the Energy Efficiency
Design Index (EEDI) - Appendix

CARGO OIL SYSTEM

Fungsi
Mengisi cargo oil tank.
Cargo Oil diterima di area loading unloading melalui shore
connection.
Pada proses loading ini cargo pump tidak digunakan.

Melakukan transfer bahan bakar ke kapal lain.

Sering disebut dengan istilah ship to ship transfer dimana
cargo oil di transfer ke kapal laing dengan menggunakan
cargo pump melewati manifold

Mentransfer bahan bakar antara Cargo Oil Tank

Proses ini dilakukan untuk membagi muatan cargo agar
stabilitas kapal terjaga

KOMPONEN CARGO OIL

SYSTEM
1. Pipa
2. Discharge Manifold
3. Valve
4. Venting
5. Cargo Oil Tank
6. Cargo Pump

KOMPONEN CARGO OIL SYSTEM

Pipa

Pipa pada Cargo Oil Tanker berfungsi untuk

mentransfer Cargo oil, VOC(Volatile Organic Compound) ,
mensupply inert gas serta melakukan tank cleaning
menuju tangki

BKI VOL.3 Section 15

Valve
Pada cargo oil system, menggunakan 3 jenis valve, yakni :
Gate Valve
Valve ini memiliki prinsip kerja seperti gerbang
memberi keamanan dan sangat efsien
Lambat dalam pengoperasiannya
Globe Valve
Globe valve biasanya digunakan di pressure/vacuum system di
mana katup dapat mengawasi kondisi tekanan di tanki.

Butterfly Valve

Katup yang paling umum digunakan pada tanker minyak

adalah Butterfly Valve. Valve ini diletakkan di semua cargo
handling system.
Butterfly Valve ini cepat dan mudah pengoprasianya unutk
mengatur aliran

KOMPONEN CARGO OIL SYSTEM

Safety Valve (P/V Valve)

DNV Rules Pt.5 Ch.4 Sec.9
Pressure/Vacuum Valve dirancang untuk memberikan perlindungan semua
tangki kargo terhadap kondisi over / under pressure dan harus beroperasi
di pressure / vakum breaker, dimana sistem Inert Gas sedang digunakan.
Walaupun kekuatan dari konstruksi kapal mampu menahan hingga 25
kN/m2 dan -7 kN/m2 , namun pengaturan safety valve diatur pada
tekanan 14 kN/m2 dan -3,5 kN/m2

KOMPONEN CARGO OIL SYSTEM

Safety Valve (P/V Valve)

DNV Rules Pt.5 Ch.4 Sec.9
P/V valve harus diletakan di open deck

KONSTRUKSI KATUP

12

VENTING

BKI Section 15 chapter B 5.4 Venting Of Cargo Tanks

13

Cargo Oil Tank

Pressure Limitation
(SOLAS Regulasi II-2/11.6)
Tekanan yang diperbolehkan pada ruang muat 25 kN/m2 (2550
mmWG)
Tekanan minimum yang diperbolehkan -700 mmWG atau sekitar 7
kN/m2

14

Cargo Pump
Jenis Jenis Pompa Cargo :
1. Pompa Displacement
Reciprocating pumps, Rotary displacement, dan screw displacement
pump

15

Cargo Pump
Jenis Jenis Pompa Cargo :
2. Pompa Non - Displacement
Centrifugal Pump

16

Cargo Pump
Penempatan Pompa

BKI Section 15 chapter B General Requirements for Tanker

17

Cargo Pump
Penempatan Pompa

18

Cargo Manifold

Source : OCIMF :Recommendations for Oil Tanker Manifolds &Associated Equipment

19

Cargo Manifold

Source : OCIMF :Recommendations for Oil Tanker Manifolds &Associated Equipment

20

21

22

Cargo Manifold

Source : OCIMF :Recommendations for Oil Tanker Manifolds &Associated Equipment

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Hose Support

24

SISTEM CARGO PUMP TERBAGI

ATAS 6 MACAM SISTEM :
1. Direct Line or Block System
2. Ring Main System
3. Free Flow System
4. Combined Block & Free Flow System
5. Multi Pump Room System
6. Separated Pump

DIRECT LINE OR BLOCK SYSTEM

Sistem perpipaan dan pompa yang melayani beberapa jenis
muatan
Terdapat cross over antara pipa utama
dikelompokkan berdasarkan jenis muatan, sehingga satu pompa
hanya melayani satu jenis muatan saja.

DIRECT LINE OR BLOCK SYSTEM

RING MAIN SYSTEM

Sistem perpipaan dirancang dimana setiap pompa dapat
melayani setiap tangki muat (untuk lebih dari satu jenis muatan),
dimana masing-masing tangki memiliki pipa utama sendiri.

30

31

FREE FLOW SYSTEM

Sistem perpipaan ini menggunakan katup pada sekat antar
tangki
+ Membutuhkan pipa yang sedikit
Hanya digunakan pada cargo oil pada tiap tangki muatan
sejenis

FREE FLOW SYSTEM

COMBINED BLOCK AND FREE FLOW SYSTEM

About the same advantages as the block system, but with less pipes
Sistem perpipaan dan pompa yang melayani beberapa jenis
muatan
Terdapat cross over antara pipa utama
dikelompokkan berdasarkan jenis muatan, sehingga satu pompa
hanya melayani satu jenis muatan saja.

MULTI PUMP ROOM SYSTEM

Biasanya digunakan untuk kapal yang mengangkut product oil dan
chemical
sistem ini tidak terjadi kontaminasi apabila terdapat beberapa jenis
muatan.

MULTI PUMP ROOM SYSTEM

38

SEPARATEDPUMP
Masing-masing tangki memiliki pompa deep well sendiri
Tidak ada resiko kontaminasi antara beberapa jenis cargo yang
berbeda

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INERT GAS SYSTEM

40

INERT GAS SYSTEM

Inert
gas
adalahsuatugasatau
campuran
bermacam-macamgasyang dapat mempertahankan
kadar oksigen dalam prosentase rendah sehingga dapat
mencegah terjadinya ledakan atau kebakaran.

41

INERT GAS SYSTEM

Aplikasi

Rules :

Menurut BKI Volume 3 Section 15 Chapter C 1.1, Kapal

Tanker dengan bobot 20,000 DWT keatas harus memiliki
system inert gas yang terpasang secara permanen

42

INERT GAS SYSTEM

Menurut Amandement SOLAS reg 1-2/4.5.5 International
Maritime Organization (IMO) bahwa kadar oksigen di
dalam rongga tangki tidak boleh lebih dari 8 persen
dalam volume dan harus pada tekanan positif.
Tujuan dari batas oksigen adalah agar isi tangki tidak
mudah terbakar pada saat pengiriman maupun bongkar
muatan, kecuali bila tangki diperlukan untuk bebas gas (gas
freeing),
sedangkan tekanan harus positif untuk mencegah udara
masuk, serta membantu pemompaan untuk bongkar muatan.

43

INERT GAS SYSTEM

2.2.1 Supply of inert gas
2.2.1.2. The system shall be capable of delivering inert gas to
the cargo tanks at a rate of at least 125% of the maximum
rate of discharge capacity of the ship expressed as a volume.
2.2.1.3. 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 of flow.
(International Code For Fire Safety Systems - Chapter 15 - Inert Gas Systems)

44

INERT GAS SYSTEM

Menurut Smith (1985:412) bahwa Gas lembam dapat
diperoleh dari berbagai cara, yaitu:
(1) Pemanfaatan Gas buang boiler,
(2) Nitrogen,
(3) Gas pembakaran burner,
(4) Gas buang mesin diesel

45

INERT GAS SYSTEM

2.2.2 Scrubbers
2.2.2.1. A flue gas scrubber shall be ftted which will effectively
cool the volume of gas specifed in paragraphs 2.2.1.2 and
2.2.1.3 and remove solids and sulphur combustion products.
The cooling water arrangements shall be such that an adequate
supply of water will always be available without interfering with
any essential services on the ship. Provision shall also be made
for an alternative supply of cooling water.
(International Code For Fire Safety Systems - Chapter 15 - Inert Gas Systems)

46

INERT GAS SYSTEM

Scrubber adalah tangki penghasil gas lembam bersih yang di
dalamnya berisi demister dan saringan-saringan untuk menyaring
gas hasil pembakaran serta nozel yang memancarkan air untuk
mendinginkan.
Scrubber digunakan untuk megurangi kandungan air, solid dan
sulphur yang dari supply inert gas .

47

INERT GAS SYSTEM

2.2.3 Blowers
2.2.3.1. At least two blowers shall be ftted and be capable of
delivering to the cargo tanks at least the volume of gas
required by paragraphs 2.2.1.2 and 2.2.1.3. For systems with
gas generators, the Administration may permit only one blower
if that system is capable of delivering the total volume of gas
required by paragraphs 2.2.1.2 and 2.2.1.3 to the protected
cargo tanks, provided that sufficient spares for the blower and
its prime mover are carried on board to enable any failure of
the blower and its prime mover to be rectifed by the ships
crew.
(International Code For Fire Safety Systems - Chapter 15 - Inert Gas Systems)

48

INERT GAS SYSTEM

Blower berfungsi untuk menyuplai udara pembakaran dari
burner dan sumber inert lainnya untuk dialirkan menuju cargo
tank

49

INERT GAS SYSTEM

2.2.4 Water seals
2.2.4.2. The arrangement of the seal and its associated fttings
shall be such that it will prevent backflow of hydrocarbon
vapours and will ensure the proper functioning of the seal
under operating conditions.
2.2.4.5. The deck water seal and loop arrangements shall be
capable of preventing return of hydrocarbon vapours at a
pressure equal to the test pressure of the cargo tanks.
(International Code For Fire Safety Systems - Chapter 15 - Inert Gas Systems)

50

INERT GAS SYSTEM

Water seals berfungsi mencegah aliran balik dari udara
lembam yang akan dialirkan ke tangki cargo dengan
menggunakan air pada tangki water seals
Pada tangki ini supplay air yang akan berlangsung selama inert
gas system beroperasi.
Pada tanki ini terpasang sebuah sight glass yang berfungsi
mengetahui ketinggian (volume ) air yang ada di dalam tangki
secara periodik agar tidak terjadi kesalahan dalam melihat tinggi
permukaan air, sebab kalau kondisi air kurang maka udara
lembam akan kembali ke ruang pembakaran di inert gas sistem.

51

INERT GAS SYSTEM

Schematics

52

INERT GAS SYSTEM

Schematics

53

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TANK CLEANING
SYSTEM

55

TANK CLEANING
Tank cleaning bertujuan untuk :
a. Mempersiapkan tangki untuk penyimpanan
cargo berikutnya.
b. Mencegah pengumpulan sisa-sisa kontaminan
cargo muatan sebelumnya dalam tangki.
c. Memfasilitasi pembebasan gas dan
mempersiapkan tangki untuk perbaikan /
pembersihan tangki.
d. Memenuhi persyaratan kontrak pemilik kapal.

56

TANK CLEANING
Pembersihan tangki dapat di kerjakan dengan
mesin pembersih portable ataupun yang sudah
terpasang,
atau
terkadang
dikombinasikan
menggunakan air dingin, air panas, air tawar maupun
air laut dan/atau zat detergent.
Umumnya, pembersihan tangki di kapal dilakukan
selama dry dock . Pembersihan dilakukan sebelum
dilaksanakannya inpeksi surveyor atau jika ada
pekerjaan panas yang harus dilakukan di dalam
tangki.

MEDIA USED FOR

TANK WASHING
Media yang paling banyak digunakan untuk tank washing adalah
Air Laut, Air laut yang ditambahkan senyawa kimia dan Cargo-nya
sendiri yakni crude oil.
Air laut yang digunakan dipanaskan pada slop tank khusus
Pada air laut yang ditambahkan senyawa kimia, air laut
tersebut disiapkan di slop tank dengan kandungan 1-2% senyawa
kimia dan disirkulasikan secara tertutup di slop tank tersebut
Cargo oil yang digunakan untuk pencucian dilakukan dengan
menyemprotkan crude oil yang sudah dipanaskan saat proses
unloading cargo. Crude oil yang disemprotkan tersebut dapat
mengurai deposit pada dinding tangki. Pada pencucian dengan
cargo oil ini hanya sebagian kecil sisa minyak yang tersisa di
dalam tangki

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Pengosongan
tangki
Pre Cleaning
Gas Freeing

Tank
Cleaning
tank cleaning

Tank Washing

59

Gas freeing
Gas freeing adalah proses menghilangkan gas gas
berbahaya seperti H2S didalam tangki sebelum dimulai
proses tank cleaning.
As a general rule, tank cleaning and gas freeing should
not take place concurrently with cargo handling. If for any
reason this is necessary, there should be close
consultation with, and agreement by, both the terminal
representative and the port authority.
It is generally recognised that tank cleaning and gas
freeing is the most hazardous period of tanker operations.
This is true whether washing for clean ballast, gas freeing
for entry, or gas freeing for hot work
International Safety Guide for Oil Tankers & Terminals Chapter 9 sub 9.3.2

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Gas freeing
It is generally recognised that tank cleaning and gas
freeing is the most hazardous period of tanker operations.
This is true whether washing for clean ballast, gas freeing
for entry, or gas freeing for hot work. The additional risk
from the toxic effect of petroleum gas during this period
cannot be over-emphasised and must be impressed on all
concerned. It is therefore essential that the greatest
possible care is exercised in all operations connected with
tank cleaning and gas freeing.
There is general procedure that can apply to cargo tank
gas freeing generally at International Safety Guide for Oil
Tankers & Terminals Chapter 9 sub 9.3.2

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Gas freeing
Untuk melakukan pengecekan keefektifan dari
proses gas freeing, diperlukan beberapa instrument
seperti berikut :
Indikator flammable gas, yang dapat mendeteksi
titik terendah dari batas kemampuan terbakar suatu
gas.
oxygen analyser, mengetahui tingkat kadar
oksigen pada tangki
Instrumen yang dapat mengukur range konsentrasi
senyawa kimia beracun yang dapat diterima manusia
International Safety Guide for Oil Tankers & Terminals Chapter 9 sub 9.3.2

62

Inerted
Atmosphere

Too lean
Atmosphere
Tank Washing
RichAtmosphere

Unidentifed
Atmosphere

63

TANK ATMOSPHERE
INERTED
Kondisi dimana lingkungan tangki tidak dapat
timbul appi akibat adanya inert gas dan hasil
penurunan tingkan kadar oksigen, dimana oksigen
tidak boleh melebih 8% dari volume tangki .
TOO LEAN
Kondisi dimana tidak dapat timbul api akibat
penurunan tingkat kadar hydrocarbon sampai titik
terendah flammable limit.
RICH
Kondisi dimana lingkungan tangki berada diatas
flammable limit range.
UNDEFINED.
Kondisi dimana lingkungan tangki dapat berada
dibawah, diatas atau berada pada flammable range.

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GAS MEASURING EQUIPMENT

Untuk menjaga dari kondisi tangki dan Untuk melakukan pengecekan keefektifan
dari proses gas freeing, terdapat instrument pengukuran yang ada pada kapal.
Berdasarkan dari kondisi lingkungan yang diukur, terdapat setidaknya 2 instrument
portable yang harus tersedia, yakni :
With a too lean tank atmosphere.
flammable gas indicator, yang mampu mengukur gas pada titik terendah flammable
limit-nya
With an inerted tank atmosphere.
a) Gas indicator, yang mampu mengukur persentasi volume dari gas hidrokarbon yang
terdapat pada lingkungan inerted.
b) Oxygen analyser, untuk mengukur kada oksigen pada tangki
) With an over rich tank atmosphere.
Gas indicator yang mampu mengukur persentasi volume dari gas hidrokarbon diatas
15%
volume pada udara

65

GUIDE CARGO TANK WASHING AND

CLEANING
Washing in a too lean atmosphere
International Safety Guide for Oil Tankers & Terminals Chapter 9,
sub 9.2.3
Control washing in an undefined atmosphere
International Safety Guide for Oil Tankers & Terminals Chapter 9,
sub 9.2.4
Washing in an overrich atmosphere
International Safety Guide for Oil Tankers & Terminals Chapter 9,
sub 9.2.5

66

DE-SLOPPING
Air sisa tank washing atau air ex ballasting perlu dibuang
terlebih dahulu agar proses de-mucking (pengangkatan
residu cargo) bisa dilakukan. Dengan pertimbangan
bahwa air sisa tank washing dan juga bekas ballasting
adalah termasuk bahan berbahaya dan beracun maka
proses pembuangannya pun dilakukan dengan standar
dan prosedur pembuangan limbah B3.

67

CARGO RESIDU

CARGO RESIDUES

Residu dari Tank washing dan oily-ballast yang tersisa

pada crude oil dan black oil carrier tidak boleh dibuang ke
laut melainkan harus tetap berada pada kapal.

Residu tersebut hanya boleh dibuang melalui fasilitas

penerima di pelabuhan.

Jika tidak ada faslitas tersebut, residu tersebut harus tetap

berada pada kapal namun terpisah dari cargo tank yakni
pada cargo slop tanks sampai residu tersebut dapat dibuang
ke fasilitas penampungan di pelabuhan.

Selain membuang pada cargo slop tanks, cargo residu

dapat pula dibiarkan pada tangki dan ditumpuk dengan
cargo baru diatasnya, jika diizinkan oleh perusahaan.

TANK WASHING
RESIDUES
Residu padat (sludge deposit) yang terdapat pada
permukaan dasar cargo tank dapat mengandung cairan
yang mudah menguap dan dapat menghasilkan gas.
Pada crude oil carriers, sludge deposit yang dihasilkan
dapat dikontrol dengan crude oil washing yang efektif.
Ketika Sludge harus dibersihkan dari tangki, sludge
tersebut tidak boleh dibuang ke laut, tapi harus di
karungkan dan di tampung di fasilitasi penerima di
pelabuhan.

70

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PEMBERSIHAN TANGKI
MUATAN TERTENTU
REFERENSI : INSTITUTE ENERGY, LONDON

AFTER BLACK OIL

CARGOES
Cargo tanks should be cleaned on normal ballast passages to a standard
suitable for any of the products within the ship's usual trading pattern.
Inert gas systems should be operated to reduce oxygen and hydrocarbon
gases levels
The amount of washing required when changing from a black oil cargo to a
white oil cargo cannot be defned precisely as it varies considerably and
depends primarily on the length of time the vessel was in the black oil
trade, the condition of the tank coating and the arrangement of the cleaning
machines within the tanks.
In the best of situations it might take a little as four hours per tank;
however, under less than ideal circumstances it can take many, many times
longer. It is particularly important to ensure that blind areas under structures
are adequately washed.
After the initial washing, the tank should be gas-freed and inspected to
check on the effectiveness of the washing. One of the major causes of tanks
not being washed properly is poor monitoring of machines.

AFTER WHITE OIL

CARGOES
White oil cargoes range from very light volatile oils like naphtha,
to gas oils and lubricating oils.
Good stern trim and efficient use of washing equipment are
important. Minimum tank washing patterns should be used.
The inert gas system, where ftted, should also be operated to
reduce oxygen and hydrocarbon gas levels
For coated tanks cold water washing is generally adequate for
cleaning after most cargoes, except after the carriage of the
heavier lubricating oils where hot water or detergent wash may
be required
The use of hot water expedites tank cleaning and gas-freeing
after the discharge of white oil cargoes. It removes oil flms more
quickly and, by raising the temperature of the tank atmosphere,
promotes the release of gas trapped in scale and accelerates
ventilation.

AFTER WHITE OIL

CARGOES
On white oil vessels, this residue should not be discharged to
tanks which may subsequently be loaded with clean oils,as the
residues may affect the quality of the loaded cargo.
It would however be acceptable to discharge the residue to the
slop holding tank where ftted, provided this tank can be washed
during subsequent discharge of these slops to shore facilities.

AFTER CRUDE OIL

CARGOES

The statutory requirements for washing after crude oils are contained
within MARPOL for both segregated and dedicated ballast tankers.
Additional sources of information are the vessel's Cargo Operations
Manual and EI HM40.
As with other cargo types noted above, inert gas should be operated
to reduce oxygen and hydrocarbon gas levels
The following points should be assessed when considering the need
for water washing of crude oil tanks:
the build-up of sludge in the tanks;
1. wax content of the crude;
2. the possibility of delaying the washing until the vessel is in warmer
water;
3. the use of portable machines, and
4. the next crude to be carried and its suitability for washing.

AFTER VEGETABLE
OIL CARGOES
Vegetable oils can be defned as drying, non-drying and
semi-drying.
Non-drying oils are liquid at ambient temperatures and are
easy to clean from surfaces using detergents and degreasers.
Iodine values tend to be below 110
(examples are coconut oil, palm oil, palm kernel oil, olive oil).
Drying oils create solid residues which can form a hard skin
at ambient temperatures. They are more difficult to remove
from surfaces. Iodine values tend to be between 140 and 190
(examples are linseed oil, tung oil).
Semi-drying oils have iodine values between 110 and 140.

AFTER VEGETABLE
OIL
CARGOES
Generally, efforts should be made to remove all traces of such
cargoes before loading petroleum products, as vegetable oil traces
may affect not only the next cargo but those following later.
Lighter vegetable oils will typically be cold water washed then
washed with warm water and a degreaser or saponifer.
Heavier vegetable oils types may require hot water washing,
again with degreaser or saponifer, followed with a solvent wash.

If the previous cargo was a drying oil then a hot wash with
saponifer followed by additional water washes until the ph is
neutral will be required. Cold water washing of each tank
immediately after completion of discharge may avoid formation of
a flm on internal tank surfaces and should be carried out before
warm or hot water washes which may cause oil flms to dry
('varnish') unless cold water is used frst.

79

STRUCTURAL SCHEME OF
THE WASHING SYSTEM

STRUCTURAL SCHEME OF THE SYSTEM

FOR WASHING TANKS WITH SEAWATER
(1), sea water heaters
(2), the condensate cooler
(3), pipelines and washer nozzle
(4). The system also includes the steam control valve
located in the steam pipe conducted for heating.
(5) The amount of steam for heating is regulated by the
output temperature of sea water from the boiler through
the sea water temperature sensor
(6). Condensate control valve that regulates the state
of the condensate through the float set to maintain the
level of the exhaust pipe between the heater and
condensate cooler.

STRUCTURAL SCHEME OF THE SYSTEM

FOR WASHING TANKS WITH SEAWATER
(7). By a pressure pump sea water is supplied to the
washing devices placed in each tank, so that by powerful
jets cargo residues are removed from the tank surface.
Prior to this, sea water is heated up to the required
temperature through the condensate cooler and a steam
boiler

WASHING SYSTEM FOR CRUDE

OIL CARIER TANKS
Crude oil carriers must have, in accordance with IMO MARPOL,
a system for washing crude oil cargo tanks. Washing is done
simultaneously with the unloading and the system is called the
Crude Oil Washing (COW).
The main elements in the system are
1. the pumps,
2. a Butterworth sea water heater,
3. spray devices in the tank,
4. a drying-off ejector,
5. an oiling control unit, i.e. a Discharge Monitoring, and the
pipelines.

WASHING SYSTEM FOR CRUDE

OIL CARIER TANKS

The supply must provide a sufficient amount and adequate

pressure for the proper operation of the majority of devices in
simultaneous washing.

The cargo pumps are used in the system of sea water as well,
by means of closed circuit slop tanks. In the system of washing
tanks with heated sea water fre pumps can also be used. The
pump has a suction on the ballast system or, if fresh water is used
for rinsing, on the fresh water tank.
The pump capacity is by 5 10 % higher than the total capacity
of all the washer nozzles. The sea water pressure supplied to the
system is approximately 15 bar.
The fre pump is connected to the main wash line via a removable
pipe section and an irreversible flap. Sea water is through the
pump directly conducted to the wash main located on the deck,
or may be previously discharged into the sea water heater.

86

KEYPLAN CARGO OIL

SYSTEM

87

VIDEO PROSES
LOADING UNLOADING