5.28 Stripping Cargo: 5.28.1 Types of Stripping Systems

5.
28 STRIPPING CARGO
The strategy employed in completing the discharge of cargo will determine,
to a large degree, the impression the charterer and the facility will have of
the ship's performance. A carefully planned and competently completed
tank stripping (draining), operation will ensure a minimum discharge time
and maximum cargo outturn. A full knowledge of the characteristics of the
cargo and the capabilities of the ship's pumping systems are essential to
achieve maximum outturn with minimum time in berth.
5.28.1 Types of stripping systems

A tanker may have a stripping system made up of independent suction
piping, or it may have alternative stripping suction outlets from the main
cargo lines.
Simplified diagram of suction piping with an independent stripping system.
The first alternative is the most versatile and permits the earliest stripping
of tanks after they have been emptied as far as possible by the main cargo
pumps. To use a stripping system off the main cargo lines, the main pumps
must be either finished their work or stopped. This will tend to delay the
discharge.
Stripping suction valves in tanks should be 'globe/check' valves, a special
type of valve which acts as a non-return valve when opened only a few
turns, but permits full flow when fully opened. These valves are opened
fully when stripping begins, then closed to the check position as the tank
becomes nearly empty.
Simplified diagram of suction piping with main and stripping lines combined. One pipeline system has
both main (large diameter) and stripping (small diameter) suctions.
Some stripping systems are fitted with 'last litre' (or 'last gallon') suctions,
small diameter suction lines connected between the stripping suction valves
and a stripping suction block valve. When the tank appears to be empty,
the stripping suction valve is closed, leaving the block valve open. The
pump then draws through the 'last litre' line suction located in the very
corner of the tank a few millimetres above the tank bottom.
Either type of stripping system will normally have two stripping pumps in
the pumproom, arranged so that they can be used simultaneously and
separately on different groups of tanks.
The stripping discharge piping will include lines to the midship manifold, to
the slop tank(s) and possibly to an aft cargo tank which can be used for a
stripping accumulation tank. There may also be a stripping overboard
discharge line. The overboard valve(s) must be verified to be fully closed
and sealed before the stripping pumps are started.
'Last-litre' stripping line used for maximum recovery on product tankers. When the suction valve is
closed, with the block valve open, the stripping pump suction acts on the small-diameter line,
achieving maximum cargo recovery.
5.28.2 Stripping pumps

Most stripping pumps are based on an operating principle called 'positive
displacement'. The oil which enters the pump is mechanically moved from
the suction side to the discharge side. This action creates a vacuum at the
suction side of the pump, enabling the pump to 'lift' cargo from the tank
into its pumping chambers.
The typical positive displacement pump is a reciprocating pump, normally of
duplex (two pumping chambers), double-acting design. The internal
mechanism is designed so that the cargo piston pumps on both the
upstroke and the downstroke. The key components to the proper function
of reciprocating pumps is the condition of the internal cargo valves. These
should be examined regularly to ensure that their springs and seating
arrangements are in good order.
Duplex reciprocating pump.
Reciprocating pumps are steam powered. To reduce the hazard from hot
steam lines in the pumproom, the lines must be completely and tightly
insulated to prevent vapourisation or ignition of any cargo leaks which could
spray or flow onto them.
A second type of stripping pump is a rotary or gear pump. These usually
consist of two meshing gears which move the cargo between the pump
casing and the gear teeth as the gears are rotated. These pumps are
usually powered by an electric motor. They are very efficient and
particularly suited for pumping high viscosity oils, such as lubricating oils or
molasses.
A third method of stripping tanks does not use a pump at all, but a device
called an eductor. The eductor obtains its vacuum or 'lift' by use of a drive
fluid, normally the stream of cargo from the main cargo pump discharge.
The principal advantage of the eductor is that it cannot lose suction or be
damaged by being run dry. The disadvantage is that once the main cargo
pump is stopped, there is no drive fluid available and no further stripping is
possible.
5.28.3 High-pour cargo

Effective stripping of high-pour-point cargo begins with achieving the
correct cargo discharging temperature. The cargo must be heated to and
maintained at the recommended discharge temperature until the cargo
surface reaches the level of the heating coils. (Steam to the heating coils
must be shut off just before they are exposed by the receding cargo.)
Tanks must be discharged systematically, so that a stripping pump is
immediately available when the tank is at minimum main cargo pump level.
It is usually desirable to line up and start the stripping pump before the
main cargo pump is switched from the tank, so that the stripping pump is
already working when the tank reaches the stripping level. Each tank
should be stripped as dry as possible, then re-stripped two or three times at
thirty minute intervals.
If the shore requests a discharge stop before stripping is complete, protest
the delay, indicating that it will increase the vessel's ROB. If the stop is
essential, the best course is to begin stripping to an accumulation tank. If
sufficient strippings can be accumulated to cover the heating coils in the
accumulation tank, cargo heating can be resumed. After all tanks have
been stripped, recirculate cargo via the deck discharge line and loading
drop to prevent line blockage until discharge ashore can be resumed.
It is particularly important to arrange for effective COWing of waxy crude
oils so that the tank bottom wash occurs as soon as possible. If this is not
done, the formation of wax in the cooling oil will block the limber holes,
preventing the flow of cargo to the tank suction inlet.
The following crude oils are known to congeal rapidly as their temperature
approaches the pour point, so rapid stripping is essential:
Cargo Origin Discharge temperature �C Pour point �C

Bahia Brazil 60 24
Cabinda Angola 33 - 44 27
Gamba Gabon 32 16
Midas Crude Indonesia 52 - 57 35
Rio Zulia Columbia 44 - 49 27
San Juaquin Venezuela 41 24
Sarir Libya 38 21
Zeta North Venezuela 38 21
Daquin Crude China 52 32
It is essential that tanks with these cargoes be immediately drained after
they have been drawn down to the bottom longitudinals.
If the best efforts of the stripping programme do not prevent heavy
clingage of un-pumpable ROB, then the only recourse is to back-load 500 to
1000 tonnes of light crude oil or light gas oil into the slop tank and closed
cycle COW with this wash oil until the ROB/ clingage has been reduced to
an acceptable level. After washing, the slop tank is measured to determine
the gain from COWing and then discharged ashore.
After completion of high-pour cargo discharge, immediately circulate hot
water (74 �C), through all deck lines, pumps and risers, stripping all water
and residue to the slop tank.
5.28.4 Stripping high vapour pressure cargoes

Stripping high vapour pressure cargo requires pumps that are in good
mechanical condition and are carefully operated. Pumps should be operated
at slow to moderate speed, else the rapid piston action of the reciprocating
pumps will tend to 'flash' the cargo in the cylinder, forming vapour or gas.
The vapour or gas reduces the effectiveness of the pump and may cause it
to lose suction entirely be becoming vapour bound. It is particularly
important to keep enough cargo in one tank for priming the pumps when
stripping high vapour pressure cargo.
Keep stripping pumps separated; making their suction lines common
increases the tendency to become vapour bound. The discharge valve of
the pump may be closed slightly to provide additional back pressure to
improve pump performance.
Increasing the inert gas pressure in the tanks being stripped will increase
the effective positive suction head in the tank and reduce the tendency to
cargo vapourisation, however if COWing is being performed it will add
additional pressure to the tank, which could cause the pressure relief valve
to lift.
5.28.5 Accumulation tank

Cargo tanks can be stripped most efficiently when the ship is discharging a
single cargo. As the tanks are emptied by the main cargo pumps, they can
be stripped to an accumulation tank, which in turn can be discharged with
the higher capacity (centrifugal) main cargo pump. When stripping to an
accumulation tank, it is important that the tank be discharged to between
1/2 and 2/3 of total depth before stripping begins. This provides space to
receive strippings.
The ullage of the accumulation tank must be carefully monitored to avoid
an overflow. One method of avoiding this is to slightly open the
accumulation tank main suction valve to an active cargo pump. This will
keep the tank at about the same level while stripping and will help to keep
the main cargo pump primed.
5.28.6 Shore back-pressure

Shore back-pressure is occasionally so high that it is very difficult or
impossible for the stripping pumps to move the final cargo residues ashore.
Port Jefferson, New York is a good example of this. The 60 psi. of shore
back-pressure there can only be overcome by stripping pumps in top
condition.
To overcome high shore back-pressure, the best recourse is to use a
stripping accumulation tank on board to receive all of the tank strippings
and all of the pipeline drainings except for one discharge line. The
accumulation tank should be at least 14 filled when finished. If necessary,
stop the discharge with the main cargo pump to retain that amount of
cargo. (Remember that outturn is more important than turnaround time!)
When all strippings have been accumulated, start the main cargo pump on
the last tank, discharging via a single cargo line to shore. Monitor the MCP
performance carefully, reducing its speed and adjusting the pump discharge
valve to maintain suction and discharge pressure as long as possible. When
the MCP loses suction, the stripping pump can attempt to strip the
remaining cargo in the accumulation tank ashore, followed by the remaining
cargo pipeline(s) stripped ashore via the small-bore MARPOL discharge line,
(see section 5.31).
5.28.7 Other stripping considerations

Stripping operations will be more successful if the ship is properly trimmed
and listed. The largest trim aft, acceptable within the vessel's stress
limitations, will provide the best draining of tanks. On a 240 meter vessel,
four meters of trim aft represents only one degree of slope to aid the flow
of cargo to the suctions. One degree is ,not much! More trim provides
better draining! The ship should be listed to port or starboard, or trimmed
with no list depending on the location of the tank suctions.
A Tanker with deadrise - ranks are stripped with no list on the ship. B Tanker without deadrise
- port list required for effective stripping. Stripping suction location depends on hottom design
and desired list (port and starboard) for best cargo recovery.
In some ships the tank suctions are located in the aft, port cornei of each
cargo tank. It is important that these ships be listed to port when stripping
to achieve the best drainage. Other ships have the stripping suctions in the
inboard corners of the wing tanks and at th centre of the centre cargo
tanks. These ships must have zero list for best stripping. The cargo watch
officer must know the suction locations in the tanks and the chief officer
should include stripping trim instructions in the discharging orders. If a list
is required for stripping, the aft wing tanks should be retained to provide it.
At the same time, the tanks can perform additional service as pump
priming tanks. Record the amount of stern trim in the logbook every two
hours while stripping.
Automatic ullage tape floats will tend to stick to the bottom of the tank
after discharging heavy or viscous cargo. Have the pumpman roll up and
secure the tapes immediately after stripping is completed.
The pulsating discharge pressure of reciprocating pump can occasionally set
up a harmonic oscillation in cargo transfer arms. The deck watch should be
instructed to watch for this and to advise the cargo watch officer if it
begins. The oscillation can normally be stopped by reducing the speed of
the stripping pump.
If stripping with an eductor system, use the smallest tank possible to
provide drive fluid for the eductor during the final stripping. This final tank
will have to be drained with the main cargo pump, making complete
draining unlikely. A No.l wing tank makes a good choice. With the ship
trimmed aft, it will have a good elevation above the pump and the small
bottom section of the wedge-shaped wing tank will have the least
volume/depth ratio of all tanks on the ship, leaving the least cargo on board
when the MCP loses suction.
If a charterer or terminal representative is on board, he should be
encouraged (or challenged), to witness and confirm that the stripping
operation was thorough and successful. This will, at the least, put to the
test his commitment and the authority of his position. It may avoid the
difficulties of proving effective stripping efforts and results to the
independent inspector at the final survey. Independent inspectors will rarely
undertake any form of initial survey (inspection before completion of
discharge), on behalf of their clients.
5.28.8 Stripping deepwell pumps

A well maintained and properly operated deepwell pump will drain a cargo
tank almost as dry as a reciprocating stripping pump. At the end of the
discharge there may remain a small amount of cargo in the tank and the
pump well will be full, or partially full, of cargo. Some vessels, particularly
chemical tankers, are fitted with small, air operated reciprocating pumps in
the tank adjacent to the deepwell. Using reach-rods from the deck, the
pumpman is able to first take suction from the tank bottom with this pump,
completing the stripping of the tank. Then he can open a suction valve to
the deep well and pump its contents (and in some cases the contents of the
discharge line), to the discharge manifold via a small diameter line.
The small stripping discharge line is connected to the discharge manifold,
outboard of the manifold valve.
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5.

5.28.1 Types of stripping systems

5.28.2 Stripping pumps

5.28.3 High-pour cargo

Cargo Origin Discharge temperature �C Pour point �C

5.28.4 Stripping high vapour pressure cargoes

5.28.5 Accumulation tank

5.28.6 Shore back-pressure

5.28.7 Other stripping considerations

5.28.8 Stripping deepwell pumps

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