VOC MANAGEMENT PLAN RevA - 0311123

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VOC MANAGEMENT PLAN
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For compliance with Regulation 15, Annex VI of MARPOL73/78
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SHIP NAME: NAVIG8 PROMISE

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IMO No: 9791298

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SHIP PARTICULARS
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Ships Name : NAVIG8 PROMISE
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Ship type : CRUDE/PRODUCT OIL TANKER
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Flag : MARSHALL ISLAND
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Port of Registry : MAJURO
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Dead weight : 109,999 DWT
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IMO Number : 9791298
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Length (O.A.) : ~249.90 m
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Length (B.P.) : 245.20 m
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Breadth : 44.00 m
International Call Sign :

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Classification Society : ABS

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Identification (Rank) of VOC Management Officer : CHIEF OFFICER

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RECORD OF CIRCULATION
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This document is to be circulated to ships staff that will be responsible for VOC
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Management. After reading, the VOC Management Plan it is to be signed and returned to
be VOC Management Officer.
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NAME RANK DATE JOINED SIGNATURE DATE
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REVISION RECORDS
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REVISION DATE OF NAME/RANK OF PERSON MAKING
SIGNATURE
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NUMBER REVISION THE REVISION
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Note: All amendments to mandatory sections are to be approved by the Flag

Administration.
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INDEX OF SECTIONS
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SECTION TITLE Page No.
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Ⅰ SHIP PARTICULARS 2
Ⅱ RECORD OF CIRCULATION 3
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Ⅲ REVISION RECORDS 4
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Section 1 INTRODUCTION 6
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Section 2 VOC MANAGEMENT PLAN-MAIN FEATURES OF 7
REGULATION 15 ANNEX VI OF MARPOL73/78
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Section 3 VESSEL VOC MANAGEMENT EQUIPMENT AND 8
ARRANGEMENTS
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Section 4 14
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OPERATIONAL PROCEDURES FOR MINIMIZING VOC
EMISSIONS-LOADING CARGO
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Section 5 OPERATIONAL PROCEDURES FOR MINIMIZING VOC 19

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EMISSIONS –SEA PASSAGE

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Section 6 OPERATIONAL PROCEDURES FOR MINIMIZING VOC 27

EMISSIONS –DISCHARGING OF CARGO AND BALLASTING
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Section 7 DESIGNATED PERSON –RESPONSIBLE FOR PLAN 29

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IMPLEMENTATION
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Section 8 MONITORING AND CONTROL OF VOC RELEASES 30

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Section 9 TRAINING PROGRAM 32

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Section 10 VESSEL SPECIFIC INFORMATION 39

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Section 11 REFERENCES 55
CRUDE OIL TANKER PRESSURE CONTROL/RELEASE

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APPENDIX 1 58
SYSTEMS
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APPENDIX 2 VOC GENERATION SYSTEMS IN CRUDE OIL 63

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SECTION 1 - INTRODUCTION
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1.1 Regulation 15 of Annex VI of MAPROL 73/78, as revised by IMO Resolution MEPC.176
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(58) (hereinafter referred to as “revised Annex VI”) regulate the VOC emissions from a
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tanker in designated port(s) or terminal(s) of a Party regulating such emissions.
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Regulation 15.6 requires that a tanker carrying crude oil shall have on board and
implement a VOC Management Plan (VOC Plan) approved by the Administration in
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accordance with IMO resolution MEPC.185(59). This plan shall be specific to each ship.
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1.2 The aim of the VOC Plan is to identify the arrangements and equipment required to
enable compliance with regulation 15.6 of the revised Annex VI of MARPOL 73/78 and to
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indentify for the ship’s officers all operational procedures for VOC emission control.
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1.3 The VOC Management Plan is ship specific and provides written procedures for
minimizing VOC emissions during conditions of loading of cargo, sea passage, and
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discharge of cargo.
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1.4 The VOC Management Plan has been written pursuant to the requirements in the
revised Annex VI Regulation 15.6 and it has been developed in accordance with the IMO
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Resolution MEPC 185(59) “Guidelines for the Development of a VOC Management Plan”,
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having taken into account the provisions of MEPC.1 Circ.680 “Technical information on
Systems and Operations to assist Development of VOC Management Plans”.
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1.5 The VOC Management Plan describes the specific arrangement, operations and
conditions onboard a crude oil tanker with respect to the emission and ability to control
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VOC emissions. This VOC Management Plan is not a safety guide and reference shall be
made to other publications to evaluate safety hazards.
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1.6 Any design modifications made to minimize VOC emissions, strength and stability
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need to be considered and comprehensive calculations have to be made.

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SECTION 2 - VOC MANAGEMENT PLAN-MAIN FEATURES OF REGULATION15 ANNEX VI
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OF MARPOL 73/78
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2.1 The Purpose of the VOC Management Plan is to ensure that the operation of a tanker,
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to which regulation 15 of the revised Annex VI applies. Prevents or minimizes VOC
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emissions to the extent possible.
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2.2 The requirements of Regulations 15.1 to 15.5 are applicable only to tankers operating
in designated ports or terminals as specified by a Party to the Annex.
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2.3 For the designated port or terminal, a VEC System is going to be required in
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accordance with IMO MSC/Circ.585.
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2.4 A tanker calling at a designated port or terminal regulating VOC shall be provided with
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a Vapor Emission Collection System approved by the Administration taking into account
the safety standards laid out in IMO MSC/ Circ.585. and shall use this system during the
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loading of relevant cargoes. A designated port or terminal which has installed VECS in
accordance with regulation 15 may accept tankers which are not fitted with vapor
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collection systems for a period of 3 years after the effective date of the VOC control going
to be applied (MARPOL Reg. VI/15.5)
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2.5 Meanwhile, Regulation 15.6 refers to mandatory VOC Management Plan which a
tanker vessel carrying crude oil shall implement and have onboard. Ship specific VOC
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Management Plan shall provide written procedures for minimizing VOC emissions during
the loading, sea passage, and discharge of cargo.
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2.6 Emissions of VOC can be prevented or minimized by:

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2.6.1 Optimizing operational procedures to minimize the release of VOC emissions and
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/or
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2.6.2 Using devices, equipment. Or design changes to prevent or minimize VOC emissions.
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SECTION 3 ‐ VESSEL VOC MANAGEMENT EQUIPMENT AND ARRANGEMENTS
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3.1 This Section contains all particulars of the ships equipment and arrangements
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necessary to enable the crew to follow the operational procedures set out in sections 4,
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5 and 6.
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3.2 Arrangement of the ship and description of its cargo tanks The cargo tank system
consists of twelve(12) Cargo Tanks and two (2) Slop Tanks and one (1) residual tank.
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The design pressure of cargo tank is +2500mmWG and ‐700mm WG.
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Tank Capacity (m3)(100%) Position(frames)
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No.1 C.O.T.(P) 7938.537 93‐100
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No.1 C.O.T.(S) 7932.958 93‐100
No.2 C.O.T.(P) 10999.485 86‐93
No.2 C.O.T.(S) 11014.401

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No.3 C.O.T.(P) 11126.662 79‐86
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No.3 C.O.T.(S) 11146.079 79‐86
No.4 C.O.T.(P) 11100.581 72‐79

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No.4 C.O.T.(S) 11138.417 72‐79

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No.5 C.O.T.(P) 11122.561 65‐72
No.5 C.O.T.(S) 11141.361 65‐72

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No.6 C.O.T.(P) 10576.355 59‐65

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No.6 C.O.T.(S) 10582.107 58‐65
SLOP TANK (P) 1317.203 56‐58

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SLOP TANK (S) 1630.442 56‐58

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RESIDUAL TANK 311.693 56‐58

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TOTAL 129078.842
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For a thorough description of the arrangement of the cargo tanks refer to the vessels
Capacity Plan in Section 10.
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This vessel is equipped with a COW system with fixed deck‐mounted washing machines
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that fed from cargo pump located in pump room. The tank cleaning machine connected
with the cargo piping through branch line with isolation valve.
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The system includes total 27 sets fixed washing machines of type SC30TH manufactured
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The system includes total 27 sets fixed washing machines of type SC30TH manufactured
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by SCANJET. The distribution and basic data as follows：
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Nozzle Rated
Number of Designed jet
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Tank diam. capacity TYPE
units length (m)
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(mm) (m3/h)
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NO.1~6 C.O. TK Each 2
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1x24 60 33 SC30TH
(P&S) Total 24
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SLOP TK (P&S), Each 1
1x24 60 33 SC30TH
RESIDUAL TK Total 3
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* At an operating pressure of 8 bar at the washing fluid inlet
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3.3 Description of venting arrangement of the cargo tanks
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The design of cargo tank venting and inert gas systems is governed by SOLAS II-2 Reg.11.6
and Reg.4.5. The vessel has a common cargo tank venting and inert gas main pipeline
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which is also used for vapor emission control (ref. section 4). Branches to each cargo tank
are provided with isolation valves and blanking arrangements. The isolation valves and
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blanks are used in connection with tank entry. The cargo tank venting/inert gas main
pipeline is connected to a mast riser.
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For a complete overview of the cargo tank venting, please see the General Arrangement
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and Inert Gas/Tank Vent/Vapor Emission System in Section 10.

3.3.1 Cargo tank venting and inert gas main pipeline
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IG branches are provided in the cargo tanks. These branches connect to the main IG line,
which ends to a mast riser. A deck seal is fitted in the main IG line. Also, two vapor
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manifolds are provided in port and starboard of the ship. Vapor from cargo tanks is to be
collected to main line and returned to shore through vapor manifold. For a complete
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overview of the cargo tank venting pipeline see diagrams of Tank Vent & Inert Gas &
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Vapor Collection System included in Section 10.

3.3.2 Isolation valves and blanking arrangements
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Isolation valves and blanking arrangement are included to the branches of IG line to cargo
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tanks. Refer to Inert Gas System manual for a complete overview of the valves and
arrangements.
3.3.3 Locking arrangements to prevent inadvertent closing /opening of tanks
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The valves are locker with a key which is under the safe custody of Chief Officer.
Procedures to control the current status (open-close) of isolation valves described in
Tanker Operation Manual.
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3.3.4 Connections between cargo tank venting/inert gas to mast riser
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For further and detailed information refer to approved I.G. System Manual & VECS
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Manual.
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3.3.5 The Mast Riser
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The cargo tank venting/inert gas main is connected to a mast riser. The mast riser
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complies with regulation, and has an IMO approved flame arrestor at its outlet.
During loading the mast riser valve is open (unless vapor emission control is performed)
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and VOC is expelled to air. During discharge the same valve is closed and inert gas used
to replace the tank atmosphere. The cargo tank venting/inert gas main is also used during
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voyage but the mast riser valve will be operated only in the event of increasing ullage
pressure. For further and detailed information refer to vessel’s approved I.G. System
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Manual.
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3.3.6 Isolation Valve between the Cargo Tank Venting/Inert Gas Main Pipeline and the
Mast Riser.
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An isolation valve is provided between the cargo tank venting/inert gas main and the mast
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riser. This isolation valve must be close prior to connection of vapor hose. For further and
detailed information refer to approved I.G. System Manual and VECS Manual.
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3.3.7 Liquid filled P/V breaker

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A liquid filled P/V breaker is fitted on the main IG line. For further and detailed
information refer to vessel’s approved I.G. System Manual.
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3.3.8 Pressure/Vacuum relief device for thermal breathing in the event the cargo tank is
isolated from the common cargo tank venting/inert gas main.
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The vessel is fitted with an independent full flow P/V valve and pressure sensors on each
tank.
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3.3.9 By-pass in vent pipes

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The cargo tank structure is designed to withstand a range of design loads and parts of the
tank structure will also contribute to the global longitudinal strength of the ship, the
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classification societies’ special load conditions and loads are applied in verification of the
structural design.
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One such load is the combined pressure from the liquid cargo and the tank ullage pressure.
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The tank ullage pressure is to be minimum 25KN/m2 or the opening pressure of the
pressure relief device (P/V valve), which is greater. Accordingly, the maximum allowable
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ullage pressure in a standard tanker is typically interpreted as 25KN/m2 (approximately

2500mmWG)
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In terms of under pressure, SOLAS regulation II-2/11.6 indicates an allowable under

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pressure of -700mmWG.
Subject Vessel has been built in line with the CSR requirements and applicable Class Rules
and regulations are applied.
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It should be noted that exceeding the maximum allowable pressures could lead to
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structural failures. If such a structural failure results in opening of the tank structure to
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atmosphere, uncontrolled VOC emissions will occur together with the possibility of oil
pollution to the seas. Further, it could result in loss of nitrogen protection with
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subsequent hazards related to fire and explosion.
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Note: In some cases higher cargo tank pressure are requested and the tanks are designed
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and approved on this basis. In such cases the class notation of the vessel will indicate the
maximum permitted values.
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3.4 Description of pressure control and over/under pressure alarms
The P/V valve is the primary mechanism for the protection from cargo tank over pressure.
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The design and operational requirements of the P/V valves are set out in the ISO 1
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5364:2000 standard but the opening and closing pressure setting of the individual valves
is set in accordance with the designed tolerance of the relevant structure having applied
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the necessary safety margins.
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A design of a P/V valve may be seen in figure above. The valve is fitted to a vertical pipeline
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connected directly to the vapor space of a cargo tank. The valve consists of two sections,
namely the vacuum protection section on the left hand side of the valve as shown and
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the pressure control mechanism of the right hand side. Both mechanisms rely upon a
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weighted diaphragm that will be lifted when the pre-designed pressures are met. On the
pressure side of the Valve the exit nozzle is designed such that the exit velocity of the
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vapor reach the required velocity so as to maintain the deck working area clear of
hydrocarbon vapor. Each tank is normally equipped with its valve so that full protection
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is available, should the individual cargo tank be isolated from the main common vapor
system onboard the tanker.
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For cargo tank protection, an individual tank Pressure/Vacuum valve and a P/V breaker
are provided. The settings of the valves in particular are described in section 3.6.
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Supporting the over pressure safety system of the P/V valve is the secondary safety
mechanism of the P/V breaker. In the event of a rapid pressure fluctuation within the
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common vapor system the P/V breaker is available to relieve such an over pressure .The
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single P/V breaker is located on the common vapor pipeline, serving all the cargo tank
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branch pipelines, which ends at the vessel’s Mast Riser.
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3.5. Individual tank secondary safety mechanism
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The pressure setting in the P/V breaker is achieved by way of the internal water column
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with an equivalent pressure setting of 1800 mm WG. The water column also isolated the
vapor phase from external air ingress into the system. In the event of an excessive
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pressure surge within the tank vapor system the water column would either be displaced
out of the breaker onto the deck, or drawn into the cargo tanks in the event of an under
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pressure. This will, therefore, open the total vapor system to the external environment
and atmospheric pressure and due to the equipment’s dimensions, will relieve the
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pressure in the system very quickly. Thus, this safety mechanism, due to its pressure
setting will only operate if the vessel’s tanks P/V valves fail to operate or are not of
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sufficient capacity to relieve the pressure surge adequately.
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It should, however, be noted that once the P/V Breaker operates then, as stated above,
it will reduce the pressure within the tank vapor system to atmospheric pressure thereby
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exposing the tank system to ingress of oxygen. It is therefore that this system is a “last
resort” system to preserve the structure of the tanker from damage.
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The settings of the vessel’s P/V breakers are included in Section 3.6.
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3.6 Settings of pressure/vacuum relief devices

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High velocity P/V valves settings are the following:

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Pressure : 1400mm WG
Vacuum : -350mm WG
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The settings of P/V valve (DN150) on the main I.G. line are:
Pressure : +1400 mm WG
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Vacuum : –350 mm WG
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P/V breaker settings are:

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3.7 Ship specific arrangements & compliance with the SOLAS requirements
In accordance with SOLAS regulation II-2/11.6 “Protection of cargo tank structure against
pressure or vacuum in tankers the cargo tanks venting arrangements must provide for:
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Primary means of venting: The passage of large volumes of vapor, air or inert gas mixtures
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during cargo loading and ballast, or during discharge (SOLAS II-2/11.6.1.2)
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Secondary means of venting: Allowing full flow relief of vapor, air or inert gas mixtures to
prevent over-pressure or under-pressure in the event of failure of the primary means of
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venting (SOLAS II-2/11.6.3.2).
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SOLAS II-2/11.6.3.2 stipulates that as an alternative to the secondary means for
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pressure/vacuum relief of vapor, air or inert gas mixtures, pressure sensors may be fitted
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in each tank with a monitoring system in the cargo control room (or the position from
which cargo operations are normally carried out) which should also provide an over-
pressure or under-pressure alarm facility.
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For the specific vessel:
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Vent mast riser and associated piping as Primary means of venting.
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High velocity valve type HVV as secondary means of venting (settings as per 3.6) above.
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Additionally, the cargo tanks are also under the protection from cargo pressure
monitoring system and the P/V breaker.
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The cargo tank pressure are to be measured by radar sensors located on the top of each
tank and read from alarm monitoring &control system in which tank pressure limits can
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be adjust/set. The setting value shall be typically 110% of P/V valve open/shut pressure
(1,540mmWG / 100mmWG for this vessel).
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It should be noted that for liquid filled P/V breaker, the setting has to take into account
ship movements as specified by the Classification Societies. The setting of
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pressure/vacuum breaker concerning the particular are 1800mmWG and -700mmWG

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respectively.
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3.8 Cargo heating system

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The steam heating system shall be provided for cargo oil tanks and slop tanks and residual
tank.
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One (1) supply main line and one (1) condensate return main line shall be arranged on
upper deck and led back to the engine room.
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A steam supply and a condensate return line shall be branched from the steam supply
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main line and condensate return main line respectively, with isolation valve for each
cargo and slop tank. Steam condensate shall be led back to an independent observation
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tank fitted with oil content monitor before returning to the engine room.
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SECTION 4 - OPERATIONAL PROCEDURES FOR MINIMIZING VOC EMISSIONS LOADING
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CARGO
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4.1 Methods and systems for the control of VOC during loading. The VOC Management
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Plan sets forth the following best management practices: The loading procedures must
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take into account potential gas released due low pressure and, where possible, the
routing of oil from crude oil manifolds into the tanks must be done so as to avoid or
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minimize excessive throttling and high flow velocity in pipes;
The ship must define a target operation pressure for the cargo tanks, this pressure should
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be as high as safely possible and the ship should aim to maintain tanks at this level during
the loading and carriage of relevant cargo. The target operating pressure is also
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determined by communication between the designated onboard person and the shore
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side person in-charge prior to starting the cargo loading.
When venting to reduce tank pressure is required, the decrease in the pressure in the
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tanks must be as small as possible to maintain the tank pressure as high as possible;
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The amount of inert gas added must be minimized. Increasing tank pressure by adding
inert gas does not prevent VOC release but it may increase venting and therefore
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increased VOC emissions, Inert gas supply or topping-up into the cargo tanks at sea is to
be as minimum as possible so as not to increase the predetermined or target operating
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tank pressure.
When crude oil washing, VOC emissions are to be reduced by shortening the duration of
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the washing as possible as allowed, or by using a closed cycle crude oil washing program.
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A person shall be designated in the VOC Management Plan to be responsible for

implementing the plan and that person may assign appropriate personnel to carry out
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the relevant tasks.

4.1.1 Best practices and design
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 Manual pressure relief procedures (tank pressure control)

 P/V-valve condition and maintenance
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 Condition of gaskets for hatches and piping

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 Inert gas topping up procedures

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 Partially filled tanks

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 Loading sequence and rate; and

 Used of vapor return manifold and pipelines when shore facilities are available.
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4.1.1.1 Manual pressure relief procedures (tank pressure control)

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In order to minimize VOC emissions when the vessel arrives at the loading port, the
pressure in the cargo tanks must be as low as possible but not less than +200 mmWG (the
minimum possible). During loading the pressure must be maintained as high as safely
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possible but not to exceed 1050 mmWG. If the pressure exceeds this point must be
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reduced through the mast riser valve down to 800 mmWG approximately.
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Unless the terminal is requiring the use of the VECS system, the Mast Riser valve should
be adjusted so as to maintain a positive pressure in excess of 800 mmWG throughout
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The operation, to the extent possible (see table on section 4.2).
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4.1.1.2 P/V valve condition and maintenance
The vessel is equipped with the following:
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P/V valves on each COT with the following settings:
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Pressure : 1400mmWG
Vacuum : -350mmWG
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P/V valve on the main I.G. line with following setting:
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According to the manufacturer’s instruction manual for the high velocity, type PV-VOC
valves, the following instructions regarding operation, maintenance and safety
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precautions for maintenance work, have to be followed.
Before any cargo handling and de-ballasting operation the valve must be check-lifted to
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verify free operation without any obstructed movement of the valve disc. Correct check-
lifting is accomplished by turning the check-lift handle from its vertical position to its
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upper position and back again. The check-lift is self-closing when proper maintained
condition. If not, it should be cleaned and the rest of the valve inspected/cleaned.
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WARNING! According to SOLAS-requirements, check-lifting must be carried

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out before any cargo handling and de-ballasting operation. If any

unintended behavior is observed, the cause should be
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determined and corrected immediately.

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Referring to the International Safety Guide for Oil Tankers and Terminals (ISGOTT) cold
weather precautions include checking the vents regularly, i.e. maintaining the valve
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operational at all time. These precautions may be check-lifting cycle that break the ice
coverings and prevents the valve from being blocked by ice.
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As per SOLAS-requirements the following service intervals shall be followed as a minimum:

After 6 months of operation, the valve shall be inspected to ensure proper function, and
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if necessary be cleaned. However, depending of the type of cargo and the quality of the
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inert gas we recommend that the valve be inspected more often.

After further 6 months of operation, the valve shall be taken apart for a full overhaul,
inspection and cleaning.
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All maintenance work should be carried out with regard to the cargos toxicity and
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flammability. When the valve is fitted to the cargo tank while maintenance work takes
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place, spark free tools shall be used.
4.1.1.3 Condition of cargo tank openings/gaskets
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Condition of cargo tank opening (such as hatch covers, lids, purls etc) and the respective
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gaskets shall be maintained in gas tight and good condition so that tank pressure is
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maintained without oxygen entering or cargo vapors escaping from the cargo tanks. Local
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gauging and sampling should be carried out through the vapor locks or the fixed closed
ullaging equipment. Soap test should be utilized to confirm the gasket condition on an
annual basis or whenever there is a gas leakage indication.
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The cargo hatches and gaskets are to be maintained according to the company’s
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Approved PMS.
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4.1.1.4 Inert gas topping up procedures
The current vessel’s inert gas topping up procedures are managed by using the main IG
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system. Inert Gas is used to avoid pressure from getting as low as 200 mmWG in order to
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maintain the ship’s target operating pressure. For the ship’s target operating pressure
refer the table in Section 4.2.
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4.1.1.5 Use of vapor return manifold and pipelines when shore facilities are available the
vessel complies with Vapor Emission Control System requirements.
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According to the vessel’s VECS manual, the loading procedure must be the following:
 When cargo loading starts, confirm than cargo vapor doesn’t leak from any position
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of the system.
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 Confirm that cargo tank pressure is in normal range. Pressure is checked using vapor
collection line pressure indicator.
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Confirm that cargo loading rate is within the limit. Loading rate is to be checked by cargo
tank level gauge and/or information from terminal staff. The manifold connection
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procedure according to the vessel’s approved VECS manual is the following:

 Connect vapor hose to vapor connection line. Position of manifold in use is to be
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discussed with terminal staff.

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 If size of presentation flange of vapor manifold and terminal connection flange are
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different, reducer is to be used.

 Confirm that vapor connection is correctly connected
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 Open manifold valve on vapor collection line

For more information concerning the vapor return manifold refer to the vessel’s
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approved VECS manual.

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4.1.1.6 Partially filled tanks

Partially filled tanks are to be avoided as far as practicable. If agitation of the liquid and/or
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tank atmosphere takes place, this will substantially increase VOC release from the liquid.
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4.1.1.7 Loading sequence and rate
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Exposing crude oil to extremely low pressure, as in drop lines in almost every
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contemporary loading system, would change the crude oil properties which cause
increased emissions not only during loading, but through the entire sea voyage for
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tankers. The under pressure or vacuum in the loading system is the main reason for the
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increased VOC and H 2S emissions.
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During loading, low pressure in the loading system may cause absorbed gases to form gas
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bubbles and light liquid fractions to evaporate. This will in particular Happen in to top of
the drop line. The pressure at this point will be below atmospheric pressure determined
by the specific weight of the liquid column in the drop line minus the tank atmosphere
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pressure and the liquid height above the drop line outlet in the tank. If the pressure falls
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below a certain value, vapor bubbles will be formed in the crude oil will be minimal and
the ‘flash’ gases will increase the pressure in the vapor space of the tank.
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The loading procedure should take into account potential gas release due to low pressure
19
and, where possible, the routing of oil from crude oil manifolds into the tanks should be
done so as to avoid or minimize excessive throttling and high flow velocity in pipes.
97
As the liquid level in the tank rises, the under pressure in top of the drop line will be
reduced. The loading plan (as agreed between the terminal representative and the ship’s
86
responsible officer) to take into account limiting of VOC emission with regard to the target
loading rate and tank pressure by keeping the loading rate in the main stages of cargo
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transfer to the minimum possible.

Commence and complete loading at reduced rates.
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Avoid any fluctuations in the transfer rate during cargo transfer, as far as practicable.
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4.1.2 Vapor Emission Control Systems

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The emission of VOC gases in the current vessel is achieved with procedures as described
in the vessel’s VECS manual. The principle behind VECS is that VOC generated in cargo
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tanks during loading is returned to shore terminal for processing, as opposed to being
emitted to atmosphere through the mast riser. The maximum allowable loading rate is
determined by the lesser of the following.
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● The pressure drop in the VECS from cargo tank to vapor manifold (not to exceed 80%
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of the P/V-valve setting).

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● Eighty (80) percent of the total venting capacity of the pressure relief valves in the
cargo tank venting system when relieving at the required set pressure.
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● The maximum vacuum relief flow capacity of the P/V-valve for each cargo tank
(assuming loading stopped while terminal vacuum fans are still running).
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● The time between activation of overfill alarm to relevant cargo tank is full (min.1
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minute)
The USCG regulation also contains additional requirements to vapor balancing, i.e. for
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tankers involved in lightering operations. These include operational requirements as well

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17
9
as technical requirements for an in-line detonation arrestor, oxygen sensors with alarms
01
and, possibly means to prevent hazards from electrostatic charges.
-2
The control of VOC emissions will be through returning VOC to shore terminal in
accordance with the procedures found in the onboard VECS manual.
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4.1.2.1 Vapor Emission Control systems (allowable loading rates)
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Vapor Emission Control System operations must comply with the class approved VECS
manual.
12
The cargo oil system and its associated systems shall be designed to be capable of loading
the cargo through three (3) cargo manifolds with a design loading rate of about 10,800
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m3/h in total, when two (2) cargo oil tanks are engaged in each segregation (i.e. about
3,600 m3/h per each segregation and about 1,800 m3/h per each cargo oil tank)
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The above limitations apply for a cargo with a maximum density of 2.763 kg/m3 (vapor air
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mixture) and a vapor growth rate of 1.25. For lower growth rates and densities, the
loading rate may be increased in accordance with that stated in the VECS manual.
19
4.2 Vessel’s Target Operating Pressures for the Cargo Tanks
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When the vessel arrives at the loading port, the pressure in the cargo tanks must be as
low as possible but not less than +200 mmWG (the minimum possible). During loading
86
the pressure must be maintained as high as safely possible but not to exceed 1050
mmWG. If the pressure exceeds this point must be reduced through the mast riser valve
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down to 800 mmWG approximately. The cargo tank ullage pressure during the ship’s
loading in each tank must be maintained as follows:
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TANK NAME ULLAGE PRESSURE

No.1 C.O.T. (P&S)
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+ 1 050 mmWG / + 800 mmWG

No.2 C.O.T. (P&S) + 1 050 mmWG / + 800 mmWG
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SLOP (P) + 1 050 mmWG / + 800 mmWG

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SLOP (S) + 1 050 mmWG / + 800 mmWG

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SECTION 5 - OPERATIONAL PROCEDURES FOR MINIMIZING VOC EMISSIONS-SEA
01
PASSAGE
-2
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5.1 Methods and systems for the control of VOC during Sea Passage
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This section contains a description of the best practices, method and systems for the
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control of VOC emissions during sea passage.
12
5.1.1 Best Practices/Design
 Manual pressure relief procedures (tank pressure control)
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 P/V valve condition and maintenance
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 Condition of gaskets for hatches and piping
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 COW procedures (closed cycle)
 Inert Gas Topping up Procedures
19
5.1.1.1 Pressure relief procedures (tank pressure control)
97
VOC emissions during sea passage (transit) in this vessel are controlled through the
individual P/V valves that are set to open automatically when the cargo tank pressure
86
reaches the opening setting pressure (1400mmWG).
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According to the manufacture’s instruction manual, these high velocity pressure valves
are to provide automatic control of the pressure conditions during loading, voyage, and
ballasting without any manual operation. When pressure builds up in the tank, the valve
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disc lifts from its seat caused by the force generated by the difference between that tank
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space and the ambient atmospheric pressure. When the pressure in the tank is equal to
the atmospheric pressure plus the valve set point, the valve disc will re-seat. The valve
has two dishes;
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The cargo tanks and the slop tanks of this vessel are equipped with individual, high
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velocity, pressure-vacuum relief valves of such design to allow enhanced performance in

terms of VOC management compared to manual relief procedure (i.e. VOCON manual
procedure).
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In this respect pressure relief through the automatic opening of individual pressure-
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vacuum valves constitutes a good practice in terms of VOC management and application
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of the VOCON manual procedure in line with the provisions of MEPC Circ.680/Section
4.2.2, is not imperative.
Sh
During pressure relief of the cargo tank system using the automatic opening of individual
pressure-vacuum valves, it is to be ensured that pressure does not fall below the
minimum reseating pressure of the high velocity pressure-vacuum relief valve and in no
S
case under 800mmWG.

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It is evident that recording in compliance with the provisions of MEPC Circ.680/Section 5

will not be feasible when automatic pressure-vacuum valves are used for pressure relief.
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It is however recommended, indicative release of VOC from such automatic devices be

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19
9
recorded as per the provisions of MEPC Circ.680/Section 5.2.
01
Subject vessel is equipped with 15pcs of High velocity valve type HVV4/VV3.5/GF of
-2
DN200mm for cargo tanks and slop tanks and residual tank.
N
As far as the opening and the re-seating pressure of the automatic pressure relief
mechanisms is concerned, please refer to the flow capacity curves that follow:
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PIC.1 FLOW CURVE FOR P/V VALVE (DN200)

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PIC.2 FLOW COURE FOR VACUUM VALVE

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PIC.3 FLOW COURE FOR VENT RISER ON I.G. COMMON LINE (DN450)
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The target operating pressure for the cargo and slop tanks during sea passage (transit) is
01
the opening/re-seating pressure that the small modulation type dish of the automatic
-2
pressure relief device operates.
WARNING:
N
In Crude oil there may be Hydrogen sulphide gas (H2S). When the P/V valves are released,
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personnel may come in contact with the gas. At 0.005 ppm there is a “Rotten egg” smell.
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At 5 to 10 ppm there is eye pain. At 150 to 250 ppm there is the loss of sense of smell. At
12
500ppm personnel are immediately unconscious. At 1000ppm personnel get a cardiac
arrest and death. When personnel are involved in operations where they may come into
contact with Hydrogen Sulphide gas (H2S), then appropriate personnel protective
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equipment such as alarms and breathing apparatus should be provided.
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5.1.1.2 P/V valve condition and maintenance
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For a description of the P/V valves on board and their maintenance please refer to section
4.1.1.2.
19
5.1.1.3 Condition of cargo tank openings/gaskets
97
The cargo hatches and gaskets are to be maintained according to the company’s
approved PMS. Please also refer to section 4.1.1.3.
86
5.1.1.4 Inert gas topping up procedures

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Please refer to section 4.1.1.4

5.1.1.5 COW procedures (closed cycle)
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For further description of the COW Procedures refer to Section 6.2.

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Cargo temperature and heating for vapor/liquid equilibrium

The ullage vapor pressure should be maintained within the opening-closing range of the
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P/V valves in order to avoid vapor emission through P/V valves opening, that could
potentially happen either by heating of cargo or heating of ullage vapor c(unsaturated i.e
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sun heating of deck plating). A practice used to lower the temperature of cargo vapor due
to sun heating of deck plating is by spraying water on deck.
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Temperature increase of the atmosphere in the vapor space without corresponding

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temperature increase of the cargo, will increase the vapor space pressure due to thermal
expansion of gas mixture.
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Cargo temperature should be closely monitored constantly throughout the voyage.

Excessive cargo temperature fluctuation should be avoided. If cargo should be
Sh
maintained of the temperature of loading, hey daily preservation should be the target, in
order to avoid sudden temperature rises. However, if the cargo should be discharged at
S
higher temperature than loading, the heating up procedure will increase the saturate
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pressure so it will inerrably generate more hydrocarbons vapors and thus will increase
the total vapor pressure. In this case the heating up should be carried out in a slow and
controlled rate with special care to ullage vapor pressure in order to avoid P/V valves
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opening and subsequent release of hydrocarbons.

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5.1.2 Manual pressure relief procedures (tank pressure control)
01
During laden passage the COT pressure can be release automatically through P/V valves.
-2
When the COT are fully loaded (98%) and vessel is rolling or pitching, due to bad weather,
then the pressure is safer to be released through the Mast Riser, in order to avoid spraying
N
of cargo on deck.
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5.1.3 P/V valve condition and maintenance
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For a description of the P/V valves on board and their maintenance please refer to section
12
4.1.1.2.
5.1.4 Condition of cargo tank opening/gaskets
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The cargo hatches and gaskets are to be maintained according to the company’s approval
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PMS.
5.1.5 COW procedures (closed cycle)
D
For further description of the COW Procedures refer to Section 6.2.
19
5.1.6 VOCON procedure
97
By reference to Figure 5.1, this procedure requires the monitoring and the recording of
the pressure drop during a release of gas from the cargo tank vapour system. This can be
86
undertaken by the use of the Inert Gas pressure gauge in the cargo control room or, as
available, located on the Inert Gas pipeline on deck. Figure 5.1 shows a pressure drop
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profile using the Mast Riser and the inflection in the pressure drop where the mast riser
valve should be shut.
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Figure 5.1 - Pressure drop profile during a release through the Mast Riser
It is to be clearly stated that the designated person should be responsible for this
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procedure, by monitoring and recording the pressure drop during a release of gas from
01
the cargo tank vapour system.
-2
The VOCON operational procedure
N
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(1) Before opening the Mast Riser, note the pressure in the Inert Gas pipeline system.
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12
(2) Open the pressure release valve and record/monitor the pressure within the Inert
Gas pipeline at regular short intervals (every 30 seconds for a Mast Riser release).
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(3) Plot the pressure drop profile and this can be achieved either manually or by use of
the Inert Gas Oxygen and Pressure Recorder in the Cargo Control Room but an increase
D
in the Recorder paper feed rate will be required to achieve definition of the plot.
19
(4) When the rate of pressure drop becomes constant (after the initial rapid pressure
97
drop) then the gas release should be stopped and the valve closed.
86
(5) Monitor the Tank Gas Pressure after completion of the controlled release in order to
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check the final pressure obtained within the Vapour/Inert Gas system.
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Advice notes
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(A) A review of figure 5.1 show a clear change in the rate of pressure drop during the
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release period. If the gas release continues after this point then the pressure in the Inert
Gas system will be quickly restored to the pressure associated with the point where the
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rate of pressure drop changes.

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(B) If there is a Straight line drop of pressure observed and no inflection observed by
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800 mm WG, then close the release valve anyway.

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(C) By reference to the ISGOTT Publication and Company’s Safety Manual, all safety
Sh
measures should be taken to minimize the hazards associated with vented gases from
the vessel’s cargo tank system.
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5.2 Cargo temperature and heating for vapor/liquid equilibrium
01
The ullage vapor pressure should be maintained within the opening-closing range of the
-2
P/V valves in order to avoid vapor emission through P/V valves opening, that could
potentially happen either by heating of cargo or heating of ullage vapor c (unsaturated
N
i.e sun heating of deck plating). A practice used to lower the temperature of cargo vapor
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due to sun heating of deck plating is by spraying water on deck.
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Temperature increase of the atmosphere in the vapor space without corresponding
12
temperature increase of the cargo, will increase the vapor space pressure due to thermal
expansion of gas mixture.
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Cargo temperature should be closely monitored constantly throughout the voyage.
Excessive cargo temperature fluctuation should be avoided. If cargo should be
at
maintained of the temperature of loading, hey daily preservation should be the target, in
order to avoid sudden temperature rises. However, if the cargo should be discharged at
D
higher temperature than loading, the heating up procedure will increase the saturate
19
pressure so it will inerrably generate more hydrocarbons vapors and thus will increase
the total vapor pressure. In this case the heating up should be carried out in a slow and
97
controlled rate with special care to ullage vapor pressure in order to avoid P/V valves
opening and subsequent release of hydrocarbons.
86
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SECTION 6 - OPERATIONAL PROCEDURES FOR MINIMIZING VOC EMISSIONS
01
DISCHARGING OF CARGO AND BALLASTING
-2
N
6.1. Emissions of VOC during ballasting had relevance when tankers took ballast into
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cargo tanks for stability and longitudinal strength reasons and thus displaced VOC from
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cargo tanks being ballasted. After the implementation of requirements to segregated
ballast tanks and, of course, double hull, VOC releases during discharge and ballasting are
12
no longer an issue.
The vessel is capable of closed discharging. During discharging of cargo tanks, it is
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important that pressure monitoring is exercised in order to avoid excessive supply of inert
gas to cargo tanks.
at
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6.2. Crude oil washing (COW) procedures must be considered during discharge to prevent
19
excessive evolution of VOC during this operation. Such VOCs will potentially remain in the
cargo tanks until the next load port and will be displaced to atmosphere by the next
incoming cargo. 97
Crude oil washing operation must comply with the requirements/procedures set out in
86
the class approved COW Manual. In the event that sequential procedures are only
specified in the Manual then consideration of the methods described below would be
T1
acceptable procedure for VOC Emission Limitation.

Using a defined volume of crude oil for washing of the specified cargo tanks will normally
ef
reduce the amount of VOC generated (as opposed to using ’fresh’ crude oil throughout
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the crude oil washing program). This is achieved by using a closed cycle COW, implying
that a slop tank is used as the reservoir for the defined volume of crude oil wash medium
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and this volume is stripped and returned to the slop tank for re-use. A closed cycle COW
must be used for bottom washings and any other cow washing stage when operationally
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feasible.
For a detail analysis of the equipment and operations used for the crude oil washing refer
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to the vessel’s specific COW manual.

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6.3 Procedure of cargo tank purge

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When it is desired to gas-free a tank after washing, the concentration of hydrocarbon

vapor should be reduced by purging the inerted cargo tank with inert gas. Purge
Sh
pipes/vents should be opened to atmosphere and inert gas introduced into the tank until
the hydrocarbon vapor concentration measured in the efflux gas has been reduced to 2%
S
by volume and until such time as determined by previous tests on cargo tanks has elapsed
AB
to ensure that readings have stabilized and the efflux gas is representative of the
atmosphere within the tank. For this vessel, the inert gas is generated by a dedicated inert
gas generator by burning fuel oil.
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6.4 Procedure of cargo tank gas freeing
01
For this vessel, the process of gas freeing is realized by a portable gas free fan which
-2
driven by fire water. Prior to gas freeing, dedicated vent host should be connect properly
and open the gas cover which incorporated in P/V valve for specific cargo tank.
N
During gas freeing, fresh air shall be pump into cargo tank and mix gas shall be expelled
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through gas free cover.
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SECTION 7 - DESIGNATED PERSON RESPONSIBLE FOR PLAN IMPLEMENTATION
01
-2
A person shall be designated to assume overall charge of the VOC management onboard
N
the ship.
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The Master must ensure that the VOC Management plan is clearly understood by the
12
appointed officer and by any other ship’s staff that may be involved.
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The designated person for this vessel is the chief officer.
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The designated person should preferably have:
- At least one year’s experience on crude oil tankers where his duties have included all
19
cargo handing operations relevant to VOC management. In the absence of experience
with VOC management. He or she has completed a training program in VOC
management in as specified in this manual. 97
86
- Have participated at least twice in cargo loading operations, Crude Oil Washing
Operations and transit where VOC management procedures have been applied, one
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of which shall be on the particular ship or a similar ship in all relevant aspects, for
which he or she undertake the responsibility of VOC management.
ef
- Be fully knowledgeable of the contents of this manual.

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WARNING
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In Crude Oil there may be Hydrogen Sulphide Gas (H2S). When the P/V valves are
released, personnel may come in contact with the gas. At 0.005 ppm there is a
Le
Rotten egg’ smell. At 5 to 10 ppm there is a eye pain. At 150 to 250 there is the loss
of the sense of smell. At 500 ppm personnel are immediately unconscious. At 1000
ppm personnel get a cardiac arrest and death. When personnel are involved in
ai
operations where they may come into contact with Hydrogen Sulphide gas (H2S),
gh
then appropriate personnel protective equipment such as alarms and breathing

apparatus should be provided.
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SECTION 8 - MONITORING AND CONTROL OF VOC RELEASES
01
-2
8.1 Record keeping is necessary in order to document compliance with the requirements
N
of the management plan and, potentially, the extent of release of gases from the crude
U
oil cargo tanks.
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12
8.2 The form of record keeping is dependent upon the specific form of method used to
minimize the emission of VOC from the crude oil cargo. It will also be dependent upon
the operation being performed by the ship necessitating the release of VOC; namely
ed
loading, during the carriage or as a result of a crude oil washing (COW) operation.
at
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8.3 For the purpose of record keeping, the following form of VOC must be used during
the VOCON procedure as described in section 5. The appropriate record keeping is as
19
follows:
97
8.3.1. A record of the time and pressure within the tank gas/vapor system before the
86
release takes place.
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8.3.2. A record of the time and pressure within the gas/vapor system after the release
has been completed.
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VAPOR RELEASE RECORD
01
This form is to be completed when required
-2
Vessel: Voyage No:
N
Chief officer: master:
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IG line IG line
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Duration of pressure at pressure at
Time at start Time at stop
Date release start of stop of
12
of release of release
(min.) release release
(mm WG) (mm WG)
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SECTION 9 - TRAINING PROGRAM
01
-2
This training program is included for the persons intended to assume overall charge of
N
the VOC management onboard the ship. The VOC management training program includes
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the following:
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12
9.1. Introduction to the purpose of VOC emission control:
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9.1.1 General information for Volatile organic Compounds (VOCs)
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Volatile organic compounds (VOCs) are emitted as gases from certain solids or liquids.
VOCs include a variety of chemicals, some of which may have short- and long-term
D
adverse health effects. Concentrations of many VOCs are consistently higher indoors (up
to ten times higher) than outdoors. Volatile organic compounds (VOCs) may be toxic, and
19
when they evaporate into the air they can react with Nitrogen Oxides (NOX) in sunlight
97
and split apart oxygen molecules in air and thereby form ground-level ozone, commonly
referred to as smog. The layer of brown haze it produces is not just an eyesore, but also
86
is a source of serious illnesses. Ozone is extremely irritating to the airways and the lungs,
causing serious damage to the delicate cells lining the airways, it contributes to decreased
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lung function, increased respiratory symptoms and illnesses.

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Health Effects
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Eye, nose, and throat irritation; headaches, loss of coordination, nausea; damage to liver,
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kidney, and central nervous system. Some organics can cause cancer in animals; some are
suspected or known to cause cancer in humans. Key signs or symptoms associated with
Le
exposure to VOCs include conjunctival irritation, nose and throat discomfort, headache,
allergic skin reaction, dyspnea, declines in serum cholinesterase levels, nausea, emesis,
ai
epistaxis, fatigue, dizziness.

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9.1.2 regulation 15 of Annex VI to MARPOL 73/78

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Volatile Organic Compounds (VOCs)

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1) If the emissions of VOCs from a tanker are to be regulated in a port or ports or a

AB
terminal or terminals under the jurisdiction of a party, they shall be regulated in

accordance with the provisions of this regulation.
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2. A party regulating tankers for VOC emissions shall submit a notification to the
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32
9
organization. This notification shall include information on the size of tankers to be
01
controlled, the cargoes requiring vapor emission control systems, and the effective date
-2
of such control. The notification shall be submitted at least six months before the
effective date.
N
3) A party which designates ports or terminals at which VOCs emissions from tankers are
U
regulated shall ensure that vapor emission control systems, approved by that party taking
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into account the safety standards for such systems developed by the organization, are
provided in any designated port and terminal and operated safely and in a manner so as
12
to avoid undue delay to a ship.
4) The organization shall circulate a list of the ports and terminals designated by parties
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to other parties and Member States of the Organization for their information.
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5) A tanker to which paragraph 1 of this regulation applies shall be provided with a vapor
emission collection system approved by the Administration taking into account the safety
D
standards for such systems developed by the organization, an d shall use this system
19
during the loading of relevant cargoes. A port or terminal which has installed vapor
emission control systems in accordance with this regulation may accept tankers which
97
are not fitted with vapor collection systems for a period of three years after the effective
date identified in paragraph 2 of this regulation.
86
6) A tanker carrying crude oil shall have on board and implement a VOC Management
plan approved by the Administration. Such a plan shall be prepared taking into account
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the guideline developed by the organization. The plan shall be specific to each ship and
shall at least:
ef
 Provide written procedures for minimizing VOC emissions during the loading, sea
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passage and discharge of cargo;

 Give considerations to be additional VOC generated by crude oil washing;
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 Identify a person responsible for implementing the plan; and

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 For ships on international voyages, be written in the working language of the master
and officers and, if the working language of the master and officers is not English,
French, or Spanish, include a translation into one of these languages.
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7) This regulation shall also apply to gas carriers only if the type of loading and
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containment systems allow safe retention of non-methane VOCs on board or their safe
return ashore.
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9.2 Introduction to the principles of VOC emission control:

9.2.1 VOC generation systems in crude oil
S
VOCs are a pollutant to the air and act as a precursor to the formation of tropospheric
AB
Ozone - commonly termed Smog.

Thus, to control this emission, there are four criteria that impact on the extent and rate
e
of evolution of gaseous non-methane VOC from crude oils and its subsequent release to
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33
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atmosphere. These are:
01
 The volatility or vapor pressure of the crude oil;
-2
 The temperature of the liquid and gas phases of the crude oil tank;
N
 The pressure setting or control of the vapor phase within the cargo tank; and
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 the size or volume of the vapor phase within the cargo tank.
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Each of these criteria are defined and briefly explained below together with any
12
interaction between the criteria for general operational circumstances.
For an extended analysis on VOC generation in crude oil refer to Appendix 2.
ed
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9.2.2 Crude oil tanker pressure control/release systems
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Traditionally, vapor release from crude oil tankers occurs on three discrete occasions;
they being, during loading, during the loaded voyage to the discharge port, and during
19
the ballasting of cargo tanks at the discharge port. In each and every of these occasions,
the volume of the emitted vapor poses a threat to the tanks integrity. As a result counter
97
measures must be taken in order to avoid excessive vapor emissions. This can be achieved
by certain pressure control/release systems, which adjust the pressure inside the tanks
86
preventing the crude oil from transforming into vapor. For more details and extended
analysis on the vessel’s pressure control/release systems refer to section 3.
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9.3 General VOC emission control options

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9.3.1 Methods and systems for the control VOC during Loading
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The control options for VOC emission during the loading are the following:
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 Manual pressure relief procedures (tank pressure control);

 P/V valve condition and maintenance;
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 Condition of gaskets for hatches and piping;

 Inert gas topping up procedures;
ai
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 Use of vapor return manifold and pipelines when shore facilities are available.
For further analysis of the above options refer to section 4.
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9.3.2 Methods and systems for the control of VOC during sea passage
The control option for VOC emission during the vessel’s transit are the following:
S
 Manual pressure relief procedures (tank pressure control);

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 P/V valve condition and maintenance;

 condition of gaskets for hatches and piping;
e
 inert gas topping up procedures;

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 COW procedures (closed cycle*).
01
* ’Closed Cycle’ crude oil washing means that the tanker’s slop tank is used as the
-2
reservoir for the crude oil wash stock and this wash stock is stripped or cycled back to the
slop tank for reuse. Thus, using a defined volume of crude oil for washing of the specified
N
cargo tanks will limit the amount of VOC associated with the wash stock volume as distinct
U
from using fresh crude oil throughout the washing program.
-J
For further analysis of the above options refer to section 5.
12
9.3.3 Methods and systems for the control of VOC du ring Crude Oil Washing
ed
Crude oil washing operation must comply with the requirements/procedures set out in
at
the class approved COW Manual. In the event that sequential procedures are only
specified in the Manual then consideration of the methods described below would be
D
acceptable procedure for VOC Emission limitation.
19
Using a defined volume of crude oil for washing of the specified cargo tanks will normally
reduce the amount of VOC generated (as opposed to using “fresh” crude oil throughout
97
the crude oil washing program). This is achieved by using a closed cycle COW, implying
that a slop tank is used as the reservoir for the defined volume of crude oil wash medium
86
and this volume is stripped and returned to the slop tank for re-use. A closed cycle COW
should be used for bottom washings and at any other COW washing stage when
T1
operationally feasible.
ef
9.4. Monitoring and recording of VOC release

rR
Record keeping is necessary in order to document compliance with the requirements of

the management plan and, potentially, the extent of release of gases from the crude oil
tte
cargo tanks. A form/example and instructions for the VOC release monitoring and
recording is described in section 8. Full records of the time at start and stop of vapor
Le
release in order to calculate the time interval, as well as pressures before and after the
release must be kept. With these facts, the volume of the produced gas can be calculated
ai
and evaluated. For further details concerning the monitoring and recording of VOC
release refer to section 8.
gh
an
9.5 Hazards and Safety related to VOC emission control

Sh
9.5.1 The hull and its pressure limitation

The cargo tank structure is designed to withstand a range of design loads and parts of the
tank structure will also contribute to be global longitudinal strength of the ship. The
S
classification societies specified load conditions and loads are applied in verification of
AB
the structural design.

Exceeding the maximum allowable pressures could lead to structural failures. If such a
e
structural failure results in opening of the tank structure to atmosphere, uncontrolled

Se
35
9
VOC emissions will occur together with the possibility of oil pollution to the seas. Further,
01
it could result in loss of inert gas protection with subsequent hazards related to fire and
-2
explosion.
N
9.5.2 Personnel safety hazards related to exposure to crude oil vapor
U
-J
The crude oil vapor is a very dangerous substance for a tanker’s crew in a great many
ways. First of all, as crude oil is a gas limited inside the tanks, its expansion can cause the
12
failure of the whole steel structure of the ship if there are no safety measures (ie. p/v
valves). Unintended gas-leaking on the other hand is even more dangerous, as crude oil
ed
is a highly flammable substance, and as a result of excessive heat or pressure, fatal
explosions may occur. Nevertheless, the crude oil vapor is not only dangerous at extreme
at
conditions. Studies have implicated crude oil as a carcinogen and it has been
demonstrated that repeated exposure to high concentrations of crude oil vapor may lead
D
to chronic disorders of the blood and bone marrow. There is therefore a necessity to
19
ensure that personnel are not exposed to hazardous concentrations of crude oil vapor
during tanker operations.
97
Prior knowledge of the crude oil content of a particular cargo will allow operators to
estimate personnel exposure and effect proper counter measures. For further
86
information concerning the safety hazards related to exposure to crude oil vapor refer to
the vessel’s safety Manual.
T1
ef
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Le
ai
gh
an
Sh
S
AB
e
Se
36
9
01
After the training for the VOC Management Plan the following form is to be
signed and returned to the VOC Management Officer.
-2
N
NAME RANK DATE SIGNATURE
U
-J
12
ed
at
D
19
97
86
T1
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Le
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an
Sh
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AB
e
Se
37
Se
e
AB
S
NAME
Sh
an
gh
ai
Le
tte
RANK
rR
ef
T1
86
DATE
97
19
D
at
ed
12
-J
U
SIGNATURE
N
-2
38
01
9
9
SECTION 10 - VESSEL SPECIFIC INFORMATION
01
The following drawings are included as reference and information for the management
-2
plan:
N
1. General Arrangement plan (DWG NO. B-101-01)
U
2. Capacity plan (DWG NO. B-102-01)
-J
3. IG system on deck & vapour collection system (DWG No. P-400-03)
12
4. Detail of Pressure/Vacuum relief devices including settings and capacities.
ed
at
D
19
97
86
T1
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AB
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39
1 9
2 0
-
7
1
5
P
L
A
N
H
I
S
T
O
R
Y
( AM
R
) K
D
A
T
E
E
R
V
.
E
D
S
I
G
N
E
D
C
H
E
C
K
E
D
A
P
P
R
O
V
E
D
D
E
S
C
R
I
P
T
I
O
N
N
0
2
1
8
-
7
-
2
0
I
S
S
U
E
D
F
O
R
F
I
N
A
L
D
R
A
W
I
N
G
J U
"AIR DRAFT" approx. 49.49M A/B
2 -

1
R40
00
C
"COMPASS" DECK
PROFILE
2.9M
"NAV." DECK
3.1 M
d
"D" DECK
3.0M
"C" DECK
≧ 2000
e
3.0M
"B" DECK
t
≧2000
SUEZ C.S.L(SWL 0.9t)
3.0M
"A" DECK
3.2M
UPPDECK
a
CAMBER 1 .1 M
BOSUN
)
&S
STORE
)
. (P
.( S
.T .
S)
RV . O
STEERING
.O.T ERV .(S)

.T
ACCESS TRUNK
S) .(S )
. T.(
P&S U E T
SEM .G
S)
F .W
.2 H .(S .
GEAR ROOM .O
N O ETT.TH.F.O
.T
.T.(
S)
.T
M .G
.F.O )
(P& NO.5 C.O.T.(P&S) NO.4 C.O.T.(P&S) NO.3 C.O.T.(P&S)
.O .S ETT
C .L
2ND DECK (1 6.2M A/B) AM
NO.6 C.O.T.(P&S) NO.2 C.O.T.(P&S) NO.1 C.O.T.(P&S)
V.T .O.
RD
SI D
H .F .O .S
FE
.( P&
S .2
.(S)
)
ENGINE ROOM COF (FLOODABLE)
SER.2 H .F
NO
D
NO .1 H .F
R/T
RE
D.L.W.L D.L.W.L D.L.W.L E.F.P. E D.L.W.L
S)
G
A.P.T.
NO
WA ) ) )
) SPACE
P T.(
) ) )
H .F
SE (P & &S
)
D=21 .3 M
&S
.1
. (P &S &S
NO
. (P &S
. (S
C.T
(P VOID SPACE(C)
)
.T (P .T (P (P (P
&S
.T .
3RD DECK (1 1 .4M A/B)
T.
N O.1
.T
.O . .B . T. . T. . T. B.W
.O
.B 5W .B .B .B .B
SLO
T . (P
C E.T
. W W W
4W
C
W .1
.6 NO . .3 O.
2
NO
NO NO
B.
NO Normal ballast waterline N
Centre of manifold
W.
1 3.5 M
4TH DECK (6.6M A/B)
.7
ab
t
.
4
4.
6
m
ab
t
.
5
2.
7
m
9
NO
PUMP
.T .
RUDDER
C ROOM .
S.
P .T
BULB
ba
t
.
1
8
.9
m
ab
t
.
3
6
.9
m
C.W
H.
AIN AIN
S.
C
F.
B.W
B.W DR ) DR ) B.W
L &
L. O T. (S F.O T. (S
W.B.T.(S) W.B.T.(P) M/E L.O.SUMP.T. COFFERDAM
S. . S
CLEAN DRAIN TK.
E
B. L B. L B. L (C-PUMP RM) B. L
1
-5 0 5 10
PRE-SHROUDE D VANE
15 EM'CY 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 1 00 1 05 11 0 115 1 20
B=44.0M S.C F.O.OVERFLOW T.(S)
A.P BACK-FLUS HING
WASTE OIL T.(P)
F.P
SERVO OIL DRAIN TANK
F.S. 800 F.S. 2700 F.S. 4270 F.S. 4270 F.S. 800
C. L
7
MIDSHIP SECTION
9
"2ND" DECK W.B.T.
(P) "NAV. BRI." DECK "COMPASS" DECK
DE CK
/R)
U PPER
(P-E
NO.7
"B" DECK "C" DECK "D" DECK
F ER
DAM "A" DECK
)
A/B)
.( P
(1 6 ,20
0MM COF
.T
D E CK
.O
2N D
.(P )
.F
6
.O.T
)
H
ELEC.
.( P
M .G
DN DN UP DN UP DN UP DN
.2
STORE
NO
.O.T
LOCKER LOCKER FAN

.F
(A) RM.
T
(B)
.1 H
CREW'S (M) CREW'S (A)

E.
UP EMERGENCY OFFI CER'S

CREW'S RM. RM.
GENERATOR CREW'S MESS RECREATION 2ND ENGR'S
PUB. RECREATION
NO
ENGINE ROOM RM.

TOILET RM. RM. DAY RM.
STORE ENGINE CREW'S (L) CREW'S (B)
ENGINE CONTROL ROOM (B)
8
RM. RM.
WORKSHOP LOCKER LOCKER
(C) (E) UP DN DN
WELD.
AREA CREW'S LIF T LIFT LIF T LIF T LIFT TOP
SPACE SPACE SPACE 2ND ENGR'S SPACE
PANTRY UP
BED RM.
LIFT E/R DUCT & SHIP'S OFFICE CREW'S (K) CREW'S (C) SPARE OFF. 'S PILOT'S RM.
SPACE DUCT & DUCT &
UP TOIL. CABLE RM. DUCT & RM. RM. (A)
CABLE CABLE CAPTAI N'S
CABLE ELEC. EQUIP.
DN TRUNK TRUNK TRUNK DAY RM.
TRUNK RM.
°
3
2
PUMP CREW'S (J )
RM.
PETTY'S (A)
RM.
SPARE OFF.'S
RM. (B)
3RD/ENG.'S
RM. CHIEF
GALLEY WHEEL HOUSE DN
ROOM C. L
DN UP
C. L C. L
DN UP
C. L C. L
DN UP
C. L C. L
ENGR'S BED
RM.
DN UP
C. L C. L
DN
C. L
T
E.
5 10 15 20 25 30 35 40 45 50 5 10 15 20 25 30 35 40 45 50 5 10 15 20 25 30 35 40 45 50 5 10 15 20 25 30 35 40 45 50 5 10 15 20 25 30 35 40 45 50
C. L UP C. L CAPTAIN'S
P. DN CARGO 3RD/OFF. 'S BED RM.
1 0 F./ 15 20 25 30 35 40 45 50 55 CONTROL RM. CREW'S (I) PETTY'S (B) SPARE OFF.'S
B
B
Y E RM. RM. RM. (C) RM. BATT. PUB.
'C AC CHIEF ENGR'S C.G. R ROOM TOILET
EM SP DAY RM. (B)
SMOK.
T
CREW'S (H) CREW'S PETTY'S (C) 4TH/ENG.'S OFFI CER'S 2ND/OFF.'S
RM. CHIEF
RM. LAUNDRY RM. RM. LAUNDRY RM.
OFFI CERS' OFFR'S BED LOCKER
PANTRY RM. (F)
DN
DRYIN G DRYIN G UP DN DN
RM. RM.
.
.T .O
CREW'S (G) CREW'S (D) C/STE.'S RM.

TT H. F
OFFICER'S RM. RM. CHIEF OFFR'S

.
SE . 1
MESS RM. DUTY Master Office DAY RM.

O
f
MESS DN
N
CREW'S (F) CREW'S (E) ELECT.'S RM.

RM. LOCKER C.G. R
.
RM.
T. .O
RM.
(D) (A)
V. .F
R H
SE O.1
DN UP DN UP DN UP DN
N
)
(S
.O.
M.G V.T.(S) O
.T O
. T.
) F. TK
K
.(S
TT F.
.O
.O.T .
SER L.S RV
SEL.S
e
M.G
H .F
SE
.1
L.S F. O.
NO
TK (S)
COFFER
DAM (P
)
B.T .K (S)
NO.7 W.
R
"3RD" DECK UPPER DECK
A/B )
.(P)
W.B.T
00M M /R) NO.7
CK (1 6,2
(P-E (30 P)
2ND DE AM
r
D
F ER
)
. (P
COF
.T
.O
.(P )
.F
.O.T
)
H
.( P
M.G
.2
O
.O.T
N
UP UP UP
.F
CARGO
e
E.T
.1 H
) GEAR
A/B PAIN T GYNASI UM
MM STORE LOCKER (P)
00
NO
(1 1 ,4 HOSPITAL
SEWAGE
CK COLLECTION CO2
SUEZ DECK SAMPLING
DE
t
TK WITH ROOM
D CREW RM. CHANGING
3R VACCUM UNIT
RM. LOCKER
GARB. (6P)
STORE LIFT ENG.
MACH. CHANGI NG
RM. RM.
t
LIFT DN
SPACE
UP DN
PUMP AIR CON. RM.

SHIP'S
LAUNDRY
UP ROOM DRY.
RM.
T
E.
UP
e
C. L DN C. L C. L C. L
P.
1 0 F./
Y E
'C AC
15 20 25 30 35 40 45 50 55 -5 0
A.P
5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 1 00 1 05 11 0 115 1 20
PRINCIPAL PARTICULARS
EM SP F.P
DN PUB.
DRY HYD. POWER
DN UP TOIL.(A)
PROVISION PACK RM.
STORE
BONDED LENGTH (O.A) approx. 249.90 M
L
UP
STORE
(B.P)
. T FO
LENGTH 245.20 M
TT H
FISH RM.
PURIFIER ROOM
.
FIRE CONT.
SE O. 1
DECK MEAT RM. STAT. &

BREADTH (MLD.) 44.00 M
N
STORE
E T. T. DAIRY RM. FOAM RM.
E
DG DG
T. O
U LU
SL .S
V. F
.O . (MLD.)
i
DEPTH 21 .30 M
R H
L F .O CARGO
VEGE. ROOM
SE O. 1
AC O2 DECK WORKSHOP GEAR

N
LOCKER (S)
)
(D.L.W.L)
(S
O. DRAFT 1 3.50 M
. T.
TT . F. O
F.
UP
S . T.
.
.T
.O
M.G L. RV
SEL.S
MAN B&W 6G60ME-C9.5 Tier-II

H .F
.O.T
.(S SE MAIN ENGINE
)
.1
NO
L.S F. O. T.(S)
a
COFF
ERD
NMCR 1 6,080 kW x 97.0 RPM
AM (P ) CLEAR ZONE
FOR AUSTR.
(30 P) WHARF LADDER
SMCR 1 1 ,850 kW x 89.0 RPM
B.T .K (S)
NO.7 W.
NCR 1 0,072 kW x 84.3 RPM
h
SERVICE SPEED (NCR with 1 5% S.M)
at DESIGNED DRAFT approx. 1 4.6 KTS

COMPLEMENTS 30 P + 6 Suez crews
g
CLASSIFICATION ABS
TANK TOP X A1 , E , "Oil Carrier", CSR, X AMS, X ACCU, VEC-L, AB-CM, UWILD, CRC, IHM,
n
P)
.T.( ENVIRO, BWT, CPS, SPMA, NBLES, TCM, ESP, RW, PMA, RRDA, EGC-Sox,
)
.B
(P
"4TH" DECK 00 M
M A/
B)
NO
.7 W
T
1 ,4 )
K (1 -E /R CGMV (All supporting documents required for RRDA shall be prepared by Builder)
UE
DEC AM (P
3RD E RD P)
COFF .T.(
ID
.F .O
S
H
.(P ) P)
A
RE
A
T. (
.2
.O.T NO .( P) P) P)
a
M.G P)
(P )
)
.T .( .( .(
(P
.(
.
W.B
)
.B
.( P
.T .T .T
.T .
)
.B .B .B .T
W .B
.T
.O
A/B
)
P T.
S.C
MM W W W . (P
W
H .F
,6 0
0
.6 W
.7
F.
K (6
NO .5 O.4 .3 .2 B. T
.1
NO O W.
NO
C
NO
NO
A/B DE N
S LO
N
T. R
)
M H
(P
4T
G E
0M
ENGINE ROOM .1
IN AT
ENGINE ROOM
,0 0 .(P) NO
B.W
CONS UMABLE
10
LD Y W
.T
h
LOCKE R
T.W
DIS NO.6 C.O.T.(P)
H O RA
DN
NO.5 C.O.T.(P) NO.4 C.O.T.(P) NO.3 C.O.T.(P) NO.2 C.O.T.(P)
.C
G
NO.1 C.O.T.(P)
L .S
E
P AC
4035MM OFF C.L UPDN

.
IL.T
BILG E
T.
G T.
EO
HOLDIN
.
A.P
ACCESSTRUNK
MS
T. B.W
ST
N
AI PUMP ROOM
T
E.T
WA
E.T DN
DR
E.
B.W
.T.
S/L /S &
N MP
OO
C. L C. L C. L
S
UP UP R/T
EA
W
CL .SU
L. O30
E
B.
MP L.O
10 E1 5 20 25 30 35 40 45 50 55 -5 0 5 10 . 15 20 25 M /E 35 40 45 50 55 60 65 70 75 80 85 90 95 1 00 1 05 11 0 115 1 20
K
T.
AC .P E
.T
PR
S/L E/S
SP A.P E.F AC F.P
SU S/T
F.
.
.P STEERING SP
ER
E.F
AIN .O IN
P UM
.OV
.
GEAR ROOM DR
.T
F RA
UP
L.O T.
P
D .
F.O
BACK-F. T B .W
F.
S.O.D.T.
NO.1 C.O.T.(S)
NO.6 C.O.T.(S) NO.5 C.O.T.(S) NO.4 C.O.T.(S) NO.3 C.O.T.(S) NO.2 C.O.T.(S)
S)
DN
)
. (S
S.C S)
PT(
H. B.W .(
.T
S ) ) .T
.( S) S) S) (S .B
W.B
)
.( .(
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S
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H .F
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NO O. NO NO
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NO
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1
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N
UP DECK LINE
P.
DK CORRECTION
.
1
FR.75-178mm TOP OF DECK LINE

LOADING SCALE
00
40
6381
Specific
R
gravity
of water
Deadweight
MANIFOLD ELEVATION
"COMPASS" DECK
Moment to
below keel
Immersion
alter trim
2.9M
J
Draught
Draught
tm/cm
Displ.
"NAV." DECK
t/cm
LOOKING PORT
KM
1.025
1.020
1.015
1.010
1.005
1.000
642
m
3.1M
-
t
331
311
16 120000 100 16
"D" DECK 140000
311
7393
3.0M
SUMMER LOAD DRAFT 15 15
"C" DECK 110000 1700
Draft (mld.) = 14.935M 130000 99
2
Displacement = 131733.2 MT
8419
3.0M
Deadweight = 109992.2 MT
309
"B" DECK SUMMER LOAD DRAFT 14 14
9459
100000
SUEZ C.S.L(SWL 0.9t) Draft (mld.) = 13.922M 120000
98
3.0M
Displacement = 121736.6MT
9985
2500 2500 2500 2000 19
"A" DECK
1
SUMMER LOAD DRAFT 13 97 1600 13
C C
90000
3.2M
Draft (mld.) = 12.897 M 110000
500A NO.1 CARGO MAIN PIPE


288
Deadweight = 89997.5 MT 96
UPPDECK
SUMMER LOAD DRAFT 12 12
750 2000 2000 CAMBER 1.1M 80000
BOSUN Draft (mld.) = 11.857 M 100000

95
)
1500
S
2000 750
Displacement = 101738.4MT
STORE
266
&
)
P
S
V .
.(
)
R O
.(
20
STEERING
V. .(S)
.(S
.T
T.
.T
11
ACCESS TRUNK
E .G.
11
)
)
(S
.T 94
.W
.(S
d
.
70000
.O
M
GEAR ROOM
N O TT. .F.O
.S TT.T
T.
S)
P&S UE
G
M.
H. (S)
90000
T
(P& NO.6 C.O.T.(P&S) NO.5 C.O.T.(P&S) NO.4 C.O.T.(P&S) NO.3 C.O.T.(P&S) NO.2 C.O.T.(P&S) NO.1 C.O.T.(P&S)
C .L
S
255
O.
M
300A-250A M.G.O
300A-250A M.G.O
SUMMER LOAD DRAFT
SE . 2 H
S)
T.
ER
2ND DECK (16.2M A/B) A
E
(S) .
D
D
F.
RV .F.O
ER
93
.S
P&
ENGINE ROOM FF
)
450A VECS
450A VECS
(FLOODABLE)
SI
300A-250A F.O
Draft (mld.) = 11.331 M 1400
300A-250A F.O
1 H .F .O
CO
10
NO
10
.O
T.(
.T.
.2
21
SE . 2 H
RE
R /T
60000
.F
D.L.W.L D.L.W.L D.L.W.L D.L.W.L
.O.
N .1 H
E.F.P. E
A.P.T.
G
) 80000 92
NO
A
) &S S)
W P)
SPACE
)
(
H.F
) ) )
D=21.3 M
)
(
S E .T
e
S P
.
NO
&S &S &S
.(S
(P P&
O.
.(
PT
C & . VOID SPACE(C)
(
)
(P .T .(P (P (P .T
9 9
.1
&S
3RD DECK (11.4M A/B)
. . 22
.T
.B . . .T
91
.T .T .T .T
NO
B.W
.O
.O
.B
SLO
.B W .B .B .B
.(P
50000
E.T
.5 C
C
W
t
1300
W W W W 70000
NO .4 .3 .2 .1
B.T
.6
90 23
O O O
N
O NO N N N 8 8
W.
13.5 M
S ID
4TH DECK (6.6M A/B) ET 89 24
.7
40000
A NG 60000
NO
PUMP EN 25
TL 7 88 7
a
INE 1200
.
ROOM
.T
.
RUDDER
26
.C
P.T
BULB
W
S
SHAFT C.L.= 4.1M A/B

H.
F.
C
C.
S. 30000 87 27
N
AIN AI B.W 50000
B.W DR ) DR S) B.W
L &
L.O T .(S F.
O
T.
( 6 28 6
M/E L.O.SUMP.T. COFFERDAM W.B.T.(S) W.B.T.(P)
S. S
CLEAN DRAIN TK.
E.
29
B. L (C-PUMP RM) B. L B. L B. L 86
30
-5 0 5 10 15 EM'CY 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120
PRE-SHROUDED VANE 31
S.C
A.P BACK-FLUSHING
F.O.OVERFLOW T.(S)
WASTE OIL T.(P)
F.P B=44.0M 20000
SERVO OIL DRAIN TANK 32
F.S. 800 F.S. 2700 F.S. 4270 F.S. 4270 F.S. 800 5 40000 5
D
85 33
1100 34
C. L 35
36
37
84
UPP.DECK
10000 38
4 39 4
MIDSHIP SECTION 30000
83
40
41
42
43
44
45
46
47
48
LIGHTSHIP CONDITION 3 82 49
50 3
51
52
0 53
54
55
56
1000
9
Draft (mld.) = 2.834 M 20000 81
57
58
59
60
Displacement = 21741.0 MT 61
62
63
64
65
66
80 67
68
2 69
70
1
355
FREEBOARD TABLE
TYPICAL SECTION OF PIPE LINE
376
50A DECK MACHINERY HIGH PRESSURE LINE

272
Water
7
Marks Description Freeboard Draft(mld.) Displacement Deadweight
density
65A DECK MACHINERY RETURN OIL LINE

800 800 748 310 350
LOOKING FWD
(mm) (m) (t/m3) (t) (t)
20A DECK MACHINERY CONTROL LINE

420 400
470 S Summer 6381 14.935 1.025 131733.2 109992.2

500A NO.1 C.O. MAIN DISCH.
9
150A CONDENSATE MAIN LINE
Fresh 6050 15.266 1.000

125A C.O. STRIPPING LINE
40A COMPRESS AIR LINE

602
131727.8 109986.8
water
50A FRESH WATER LINE

450A I.G. MAIN LINE
200A FOAM MAIN LINE
200A T.C. MAIN LINE
150A FIRE MAIN LINE
T 6070 15.246 1.025
80A C.O.DRAIN LINE

460 380 230
Tropic 134822.1 113081.1

250A STEAM MAIN LINE
C. L C. L
6
-5 0 5 10 15 20 25 30 35 40 45 50 55
Tropic
250A E.C.P. PIPE
350A E.C.P. PIPE
100A E.C.P. PIPE
-5 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 TF 5739 15.577 1.000 134750.2 113009.2
65A E.C.P. PIPE
fresh
W Winter 6692 14.624 1.025 128653.2 106912.2
100A D.O. PIPE
200A F.O. PIPE
8
FREEBOARD TABLE AT DWT 99,995.6 T
Water
1
density
(mm) (m) (t/m3) (t) (t)
S Summer 7393 13.922 1.025 121736.6 99995.6
F Fresh 7084 14.231 1.000 121731.4 99990.4
T
water
B FREEBOARD TABLE AT DWT 89,997.5 T B
f
Water
density
(mm) (m) (t/m3) (t) (t)
S Summer 8419 12.897 1.025 111738.5 89997.5
e
F Fresh 8131 13.185 1.000 111740.8 89999.8
water

UPP.DECK
R
Water
density
(mm) (m) (t/m3) (t) (t)
S Summer 9459 11.857 1.025 101738.4 79997.4
r
F Fresh 9193 12.123 1.000 101738.3 79997.3
water
e
MANIFOLD SECTION Water
Displacement Deadweight
Description Draft(mld.)
t
Marks Freeboard density
LOOKING FWD (mm) (m) (t/m3) (t) (t)
t
S Summer 9985 11.331 1.025 96739.3 74998.3
C. L C. L
15 20 25 30 35 40 45 50 55
F Fresh 9730 11.586 1.000 96739.3 74998.3
-5 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120
water
500 4600
e
1400
TONNAGE
CROSS NET
L
INTERNATIONAL 63338 34356
700
900
i
2100
a
1400
h
Cargo Oil Tanks NO.1 CARGO GROUP: S.G.=1.000MT/m3 NO.3 CARGO GROUP: S.G.=1.000MT/m3 Miscellaneous Tanks: S.G.=1.000MT/m3 Marine Diesel Tanks: S.G.=0.850MT/m3 Independent Tanks: S.G.=1.000MT/m3 PUMP PARTICULARS
g
NAME DESCRIPTION Q'TY LENGTH (O.A) approx. 249.90 M
CAPACITY FS MT FS MT FS MT FS MT FS MT NO.
LOCATION 100% FULL OF LOCATION CAPACITY 100% FULL OF LOCATION CAPACITY 100% FULL OF LOCATION CAPACITY 100% FULL OF LOCATION CAPACITY 100% FULL OF CAPACITY 100% FULL
300 M3/H x 20mTH LENGTH (B.P) 245.20 M
INERTIA INERTIA INERTIA INERTIA INERTIA CARGO OIL
TANK NAME VOLUME VOLUME TANK NAME TANK NAME TANK NAME TANK NAME TANK NAME 1 - CAST STEEL BODY 2
STRIP. EDUCTOR
- STAINLESS STEEL NOZZLE BREADTH (MLD.) 44.00 M
AFT FWD 100% FULL 98% FULL LCG TCG VCG MAX AFT FWD 100% FULL 98% FULL LCG TCG VCG MAX AFT FWD 100% FULL 98% FULL LCG TCG VCG MAX AFT FWD 100% FULL LCG TCG VCG MAX AFT FWD 100% FULL 98% FULL 98% FULL LCG TCG VCG MAX 100% FULL LCG TCG VCG
n
FR.NO. FR.NO. m3 m3 m-AP m-CL m-BL m4 FR.NO. FR.NO. m3 m3 m-AP m-CL m-BL m4 FR.NO. FR.NO. m3 m3 m-AP m-CL m-BL m4 FR.NO. FR.NO. m3 m-AP m-CL m-BL m4 FR.NO. FR.NO. m3 m3 MT m-AP m-CL m-BL m4 m3 m-AP m-CL m-BL 200 M3/H x 125mTH (S.W BASE, S.G 1.025) (MLD.)
2
CARGO OIL
1
DEPTH 21.30 M
- RECIPROCATING, DOUBLE ACTING
NO.1 C.O.T.(P) [93] [100] NO.1 C.O.T.(P) [93] [100] NO.3 C.O.T.(P) [79] [86] 11126.7 10904.1 BILGE HOLDING T. [25] [41] 46.2 28.390 3.683 1.602 35
M/E SCAV.AIR BOX DRAIN STRIP. PUMP
7938.5 7779.8 212.925 7.082 12.607 8528 7938.5 7779.8 212.925 7.082 12.607 8528 154.815 9.549 12.319 18611 M.G.O.T.(P) [22] [41] 452.4 443.4 376.8 26.842 14.722 17.223 77 0.51 23.381 3.408 4.113 - STEAM DRIVEN
TK DRAFT (D.L.W.L) 13.50 M
NO.1 C.O.T.(S) [93] [100] 212.925 -7.082 12.607 NO.1 C.O.T.(S) [93] [100] 212.925 -7.082 12.607 NO.3 C.O.T.(S) [79] [86] 11146.1 154.815 -9.549 12.319 18644 WASTE OIL.T. [41] [44] 17.5 33.954 2.298 1.564 22 M.G.O.T.(S) [22] [41] 394.2 386.3 328.4 27.813 -14.819 16.971 77 0.69 25.049 -3.771 3.838
3,000 M3/H x 125mTH (S.W BASE, S.G 1.025)
8522 8522 10923.2 M/E AIR CLLO. CLEAN TK
7933.0 7774.3 7933.0 7774.3 MAN B&W 6G60ME-C9.5 Tier-II
a
3 CARGO OIL PUMP - VERTICAL, SINGLE STAGE, CETRIFUGAL 3 MAIN ENGINE
APPLICATION TABLE
- DRIVEN BY STEAM TURBINE
DETAIL OF REDUCING PIECE

NO.2 C.O.T.(P) [86] [93] 184.560 9.439 12.328 18040 NO.4 C.O.T.(P) [72] [79] 11100.6 10878.6 124.925 9.549 12.319 18567 NO.6 C.O.T.(P) [58] [65] 10576.4 10364.8 65.575 9.173 12.587 17937 F.O.DRAIN T. [38] [41] 6.5 31.635 -3.522 1.829 2 M.G.O.SERV.T.(S) [22] [28] 57.8 56.6 48.1 20.220 -14.055 18.949 5 BILGE PRIMARY TK 11.07 34.829 9.585 8.019
10999.5 10779.5 NMCR 16,080 kW x 97.0 RPM
200M3/H x 15mTH
TOTALS 904.4 886.3 753.4 160
NO.2 C.O.T.(S) [86] [93] 11014.4 10794.1 184.560 -9.439 12.328 18065 NO.4 C.O.T.(S) [72] [79] 11138.4 10915.6 124.925 -9.549 12.319 18631 NO.6 C.O.T.(S) [58] [65] 10582.1 10370.5 65.575 -9.173 12.587 17947 L.O.DRAIN T. [34] [38] 6.9 28.878 -3.327 1.840 2 SOOT COLLECTING TK 7.14 15.820 -8.925 12.595 BALLAST STRIP. - DRIVING WATER FROM BALLAST PUMP SMCR 11,850 kW x 89.0 RPM
4 2
EDUCTOR
h
- DUCTILE CAST IRON BODY, SUS NOZZLE
NO.3 C.O.T.(P) [79] [86] 11126.7 10904.1 154.815 9.549 12.319 18611 SLOP T.(P) [56] [58] 1317.2 1290.9 47.529 6.394 12.611 2172 RESIDUL T. [56] [58] 311.7 305.5 47.534 15.790 16.630 91 F.O.OVERF.T. [41] [44] 17.5 33.954 -2.112 1.564 22 CYL. OIL SERV TK 1.62 18.532 -8.144 17.253 NCR 10,072 kW x 84.3 RPM
NO.3 C.O.T.(S) [79] [86] 11146.1 SLOP T.(S) [56] [58] 1597.8 2955
TOTALS 43743.0 42868.1 73230
CLEAN DRAIN T. [15] [24] 49.4 16.410 -0.090 1.310 45
2000M3/H x 35mTH SERVICE SPEED (NCR with 15% S.M)
10923.2 154.815 -9.549 12.319 18644 1630.4 47.530 -8.191 13.380 H.T. COOL'G F.W. EXP. TK 1.07 19.256 5.821 29.917
Lubricating Fuel Oil Tanks: S.G.=0.900MT/m3 (S.W BASE S.G. 1.025)
5 BALLAST PUMP 2
NO.4 C.O.T.(P) [72] [79] 11100.6 10878.6 124.925 9.549 12.319 18567
TOTALS 41058.1 40237.0 59375
C.W.T. [10] [15] 37.2 10.454 0.000 3.370 6 L.T. COOL'G F.W. EXP. TK 1.53 19.350 3.987 29.924 - VERTICAL, SINGLE STAGE, CETRIFUGAL, at DESIGNED DRAFT approx. 14.6 KTS
- ELECTRIC MOTOR DRIVEN, TWO SPEED
SYSTEM DESCRIPTION SIZE Q'TY Water Ballast Tanks: S.G.=1.025MT/m3 FS MT
S
NO.4 C.O.T.(S) [72] [79] 11138.4 10915.6 124.925 -9.549 12.319 18631 SEWAGE COLLECTION T. [19] [22] 14.8 16.400 9.280 13.500 3 LOCATION CAPACITY 100% FULL OF INCLIN. MGO TK 1.04 18.341 -12.251 17.335 COMPLEMENTS 30 P + 6 Suez crews
A 20" X 16" 8
TANK NAME
INERTIA
FIRE, BILGE &
190/350M3/Hx105/50MTH A
NO.5 C.O.T.(P) [65] [72] 11122.6 10900.1 95.035 9.549 12.319 18604 NO.2 CARGO GROUP: S.G.=1.000MT/m3 LOCATION
CAPACITY
100% FULL
FS MT
OF
GRAY WATER HOLD.T. [15] [26] 45.3 18.000 5.820 9.130 99
AFT FWD 100% FULL 98% FULL 98% FULL LCG TCG VCG MAX
L.O DAILY TK 0.23 11.190 6.430 12.464 - EMD, VERTICAL, CETRIFUGAL,
20" X 12"
BALLAST PUMP - SELF PRIMING,
4
CARGO OIL HANDLING NO.5 C.O.T.(S) [65] [72] 11141.4 TANK NAME VOLUME WEIGHT
INERTIA
L.O.SLUDGE T. [36] [42] 11.2 31.200 -9.999 10.901 6 FR.NO. FR.NO. m3 m3 MT m-AP m-CL m-BL m4 CASCADE WITH OBSERV. CLASSIFICATION ABS
10918.5 95.035 -9.549 12.319 18636 10.03 37.561 10.508 12.714
REDUCING PIECE FS MT TK
SYSTEM
20" X 10" 4 LOCATION CAPACITY 100% FULL OF AFT FWD 100% FULL 100% FULL LCG TCG VCG MAX M/E L.O.STOR.T. [37] [41] 42.1 41.3 37.1 31.158 -9.365 17.996 17 190/350M3/Hx105/50MTH XA1, E , "Oil Carrier", CSR AB-CM, XAMS, XACCU, VEC-L, UWILD, CRC, IHM,
NO.6 C.O.T.(P) [58] [65] 10576.4 10364.8 65.575 9.173 12.587 17937 INERTIA F.O.SLUDGE T. [42] [48] 11.2 36.000 -9.999 10.901 6 S.T EAL. L.O. TK 3.1 23.900 -7.083 12.754 FIRE, BILGE &
TANK NAME FR.NO. FR.NO. m3 MT m-AP m-CL m-BL m4 - EMD, VERTICAL, CETRIFUGAL,
20" X 8" 4 ENVIRO, BWT, CPS, SPMA, NBLES, TCM, ESP, RW, PMA, RRDA, EGC-SOx,
M/E L.O.SETT.T. [34] [37] 33.2 32.5 29.3 28.400 -9.281 17.950 13 G/S PUMP - SELF PRIMING,
S
NO.6 C.O.T.(S) [58] [65] 10582.1 10370.5 65.575 -9.173 12.587 17947 AFT FWD 100% FULL 98% FULL LCG TCG VCG MAX F.P.T. [100] [120] 940.7 964.2 234.689 0.000 3.956 5206 BACK-F.S.O.D.T. [26] [27] 0.4 21.191 -1.348 1.185 0 EM'CY D/G OIL TK 1.9 18.400 7.865 27.000
INERT GAS SYSTEM 18" X 16" 4 FR.NO. FR.NO. m3 m3 m-AP m-CL m-BL m4 NO.1 M/E CYL.O.STOR.T. [31] [34] 33.2 32.5 29.3 26.000 -9.281 17.950 13 80M3/Hx90MTH CGMV
VAPOUR SHORE REDUCING PIECE SLOP T.(P) [56] [58] 1290.9 47.529 6.394 12.611 2172 NO.1 W.B.T.(P) [93] [100] TURB.O.STOR.T. [39] [41] 2.2 32.000 -7.667 17.075 0
1317.2 3540.4 3628.9 214.560 13.382 9.034 10625 WINCH HYD.OIL STOR TK 3.26 236.687 2.593 16.512 EM'CY FIRE - EMD, VERTICAL, CETRIFUGAL,
CONNECTION 18" X 12" 2 NO.2 C.O.T.(P) [86] [93] 10999.5 184.560 9.439 12.328 18040
10779.5
TOTALS 266.4 248 NO.2 M/E CYL.O.STOR.T. [28] [31] 33.2 32.5 29.3 23.600 -9.281 17.950 13 PUMP - SELF PRIMING,
SLOP T.(S) [56] [58] 1630.4 1597.8 47.530 -8.191 13.380 2955 NO.1 W.B.T.(S) [93] [100] 3540.4 3628.9 214.560 -13.382 9.034 10625 WINCH HYD.OIL SERV TK 1.39 235.913 -0.300 16.520
12" X 10" 8 NO.2 C.O.T.(S) [86] [93] 11014.4 184.560 -9.439 12.328 18065
10794.1
G/E L.O.STOR.T. [26] [28] 16.7 16.4 14.7 21.600 -9.780 17.950 4 BALLAST WATER
B
TOTALS 44.58
RESIDUL T. [56] [58] 311.7 305.5 47.534 15.790 16.630 91 NO.2 W.B.T.(P) [86] [93] 2990.4 3065.2 184.737 15.452 6.429 22955 9 Abt. 4000M3/H FOR WBT & FPT 1
12" X 12" 1 NO.5 C.O.T.(P) [65] [72] 11122.6 10900.1 95.035 9.549 12.319 18604 TREATMENT
[26] [28]
BUNKERING SYSTEM REDUCING PIECE
12" X 8"
TOTALS 129079.0 126497.3 205950
NO.2 W.B.T.(S) [86] [93] 2990.4 3065.2 184.737 -15.452 6.429 22955 Heavy Fuel Oil Tanks: S.G.=0.980MT/m3 G/E L.O.SETT.T. 5.5 5.4 4.9 21.600 -7.763 17.950 0
1 NO.5 C.O.T.(S) [65] [72] 11141.4 10918.5 95.035 -9.549 12.319 18636
M/E L.O.SUMP.T. [25] [36] 32.0 31.4 28.2 24.164 0.014 1.264 21
12" X 6" NO.3 W.B.T.(P) [79] [86] 3067.8 3144.5 154.807 15.689 6.027 25985 FS MT
1 TOTALS 44277.9 43392.2 73345
LOCATION CAPACITY 100% FULL OF [20] [22]
S/T L.O.SUMP.T. 3.8 3.7 3.4 16.820 1.210 1.990 2
A
NO.3 W.B.T.(S) [79] [86] 3067.8 3144.5 154.807 -15.689 6.027 25985 INERTIA
TANK NAME
TOTALS 199.7 195.7 176.1 83
AFT FWD 100% FULL 98% FULL 98% FULL LCG TCG VCG MAX
NO.4 W.B.T.(P) [72] [79] 3069.6 3146.3 124.925 15.693 6.024 25992
FR.NO. FR.NO. m3 m3 MT m-AP m-CL m-BL m4
NO.4 W.B.T.(S) [72] [79] 3069.6 3146.3 124.925 -15.693 6.024 25992
NO.1 H.F.O.T.(P) [49] [56] 864.0 846.7 829.8 42.000 11.911 15.136 847
SYMBOL GROUP TANKS VOLUME
NO.5 W.B.T.(P) [65] [72] 3043.3 3119.4 95.121 15.646 6.066 25617
NO.1 H.F.O.T.(S) [49] [56]
Fresh Water Tanks: S.G.=1.000MT/m3
740.5 725.7 711.2 42.212 -12.282 15.188 847
e
NO.1 C.O.T.(P) NO.4 C.O.T.(S)
NO.5 W.B.T.(S) [65] [72] 3043.3 3119.4 95.121 -15.646 6.066 25617 FS MT
NO.1 GROUP NO.1 C.O.T.(S) 41058.1 RESIDUL T. NO.2 H.F.O.T.(P) [42] [49] 307.5 301.4 295.3 36.469 15.520 16.350 81
SLOP T.(P)
LOCATION CAPACITY 100% FULL OF
NO.4 C.O.T.(P) SLOP T.(S) NO.6 C.O.T.(P) NO.5 C.O.T.(P) NO.4 C.O.T.(P) NO.3 C.O.T.(P) NO.2 C.O.T.(P) NO.1 C.O.T.(P) NO.6 W.B.T.(P) [59] [65] INERTIA
2456.7 2518.1 67.186 15.083 6.847 14719 TANK NAME
L.S.F.O.T.(S) [42] [49] 227.5 223.0 218.5 36.493 -16.031 16.869 81
SLOP T.(P)
AFT FWD 100% FULL 100% FULL LCG TCG VCG MAX
e
NO.6 W.B.T.(S) [59] [65] 2456.7 2518.1 67.186 -15.083 6.847 14719
NO.2 C.O.T.(P) NO.5 C.O.T.(P) NO.1 HFO.SETT.T. [49] [53] 61.8 60.6 59.4 40.730 -8.070 14.828 9
44277.9 FR.NO. FR.NO. m3 MT m-AP m-CL m-BL m4
NO.2 GROUP
NO.7 W.B.T.(P) [49] [59] 1212.0 1242.3 48.030 14.969 9.183 1909
NO.2 C.O.T.(S) NO.5 C.O.T.(S) NO.1 HFO.SERV.T. [49] [53] 61.8 60.6 59.4 40.730 -11.298 14.828 9 F.W.T.(P) [7] [13] 156.8 156.8 8.120 11.030 19.120 98
SLOP T.(S) NO.6 C.O.T.(S) NO.5 C.O.T.(S) NO.4 C.O.T.(S) NO.3 C.O.T.(S) NO.2 C.O.T.(S) NO.1 C.O.T.(S)
NO.7 W.B.T.(S) [49] [59] 1212.0 1242.3 48.030 -14.969 9.183 1909
L.S.F.O.SERV.T. [45] [49] 45.7 44.8 43.9 37.600 -14.068 14.872 4 F.W.T.(S) [7] [13] 201.1 201.1 8.093 -10.200 19.120 199
NO.3 C.O.T.(P) NO.6 C.O.T.(P)
NO.3 GROUP 43743.0
NO.6 C.O.T.(S) A.P.T. [-6] [15] 1051.4 1077.7 4.823 0.032 13.837 12712
L.S.F.O.SETT.T. [42] [45] 34.3 33.6 32.9 34.800 -14.068 14.872 3 DIST.W.T.(P) [7] [13] 44.3 44.3 8.000 7.261 19.120 2
NO.3 C.O.T.(S) RESIDUL T.
TOTALS 40752.3 41771.0 273519 TOTALS 2342.9 2296.1 2250.1 1879 TOTALS 402.3 402.3 298
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SECTION 11 REFERENCES
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1. OPERATION AND TRAINING MANUAL FOR VAPOR CONTROL SYSTEM
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2. INERT GAS SYSYTEM MANUAL
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3. INERT GAS SYSYTEM INSTRUCTION MANUAL
12
4. TECHNICAL DOCUMENTATION including:
 Specification of Tank Cleaning Machines
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 Instruction Manuals
 COW Manual
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 Deck Layout
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 Certificate
19
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11.1 SOLAS Ⅱ-2, Regulation 11.6 (extract from SOLAS)
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6 Protection of cargo tank structure against pressure or vacuum in tankers
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6.1 General
12
The venting arrangement shall be so designed and operated as to ensure that neither
pressure nor vacuum in tankers shall exceed design parameters and be such as to provide
for:
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1. The flow of the small volumes of vapor, air, or inert gas mixtures caused by thermal
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variations in a cargo tank in all cases through pressure/vacuum valves; and
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2. The passage of large volumes of vapor, air or inert gas mixture during cargo loading
and ballasting, or during discharging.
19
6.2 Openings for small flow by thermal variations 97
Openings for pressure release in 6.1.1 shall:
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1. have a great height as is practicable above the cargo tank deck to obtain maximum
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dispersal of flammable vapors, but in no case less than 2 m above the cargo tank deck;
and
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2. be arranged at the furthest distance practicable, but no less than 5 m, from the nearest
air intakes and openings to enclosed spaces containing a source of ignition and from deck
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machinery and equipment which may constitute and ignition hazard. Anchor windlass
and chain locker openings constitute and ignition hazard.
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For tankers constructed on or after 1 January 2017, the openings shall be arranged in
accordance with regulation 4.5.3.4.1.
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6.3 Safety measure in cargo tanks

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6.3.1 Preventive measures against liquid rising in the venting system

Provisions shall be made to guard against liquid rising in the venting system to a height
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which would exceed the design head of cargo tanks. This shall be accomplished by high-
level alarms or overflow control systems of other equivalent means, together with
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independent gauging devices and cargo tank filling procedures. For the purpose of this
regulation, spill valves are not considered equivalent to an overflow system.
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6.3.2 Secondary means for pressure/vacuum relief

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A secondary means of allowing full flow relief of vapour, air or inert gas mixtures shall be
provided to prevent over-pressure or under-pressure in the event of failure of the
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arrangements in paragraph 6.1.2. In addition, for tankers constructed on or after 1

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January 2017, the secondary means shall be capable of preventing over-pressure or
under-pressure in the event of damage to, or inadvertent closing of, the means of
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isolation required in regulation 4.5.3.2.2. Alternatively, pressure sensors may be fitted in
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each tank protected by the arrangement required in paragraph 6.1.2, with a monitoring
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system in the ship's cargo control room or the position from which cargo operations are
normally carried out. Such monitoring equipment shall also provide an alarm facility
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which is activated by detection of over-pressure or under-pressure conditions within a
12
tank.
6.3.3 Bypasses in vent mains
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Pressure/vacuum valves required by paragraph 6.1 may be provided with a bypass
arrangement when they are located in a vent main or masthead riser. Where such an
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arrangement is provided there shall be suitable indicators to show whether the bypass is
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open closed.
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6.3.4 Pressure/Vacuum-breaking devices
One or more pressure/vacuum-breading devices shall be provided to prevent the cargo
tanks from being subject to: 97
1. a positive pressure, in excess of the test pressure of the cargo tank, if the cargo
86
were to be loaded at the maximum rated capacity and all other outlets are left
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shut; and
2. a negative pressure in excess of 700 mm water gauge if the cargo were to be
discharged at the maximum rated capacity of the cargo pumps and the inert gas
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supply were go fail.

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Such devices shall be installed on the inert gas main unless they are installed in the
venting system required by SOLAS Ⅱ -2, Regulation 4.5.3.1 or on individual cargo tanks.
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The location and design of the devices shall be in accordance with regulation 4.5.3 and
paragraph 6.
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6.4 Size of vents outlets

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Vent outlets for cargo loading, discharging and ballasting required by paragraph 6.1.2
shall be designed on the basis of the maximum designed loading rate multiplied by a
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factor of at least 1.25 to take account of gas evolution, in order to prevent the pressure
in any cargo tank from exceeding the design pressure. The master shall be provided with
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information regarding the maximum permissible loading rate for each cargo tank and, in
the case of combined venting systems, for each group of cargo tanks.
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APPENDIX 1 CRUDE OIL TANKER PRESSURE CONTROL/RELEASE SYSTEMS
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The following information are only mentioned as guidance and training
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1.1 Introduction
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Traditionally, vapor release from crude oil tankers occurs on three discrete occasions;
they being, during loading, during the loaded voyage to the discharge port, and the
12
ballasting of cargo tanks at the discharge port.
1.1.1 Since the introduction of the international Convention for the Prevention of
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Pollution from ships together with its protocol in 1978 (MARPOL), tankers built after 1
June 1982 (Regulation 18), termed MARPOL tankers, are all designed with the required
at
totally segregated (designated) ballast tanks. With these Regulations in force, the
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traditional use of cargo tanks are never sued for the loading of ballast, except on the very
rare occasions for bad weather purposes where one of the crude oil washed cargo tanks
19
is dedicated to take in ballast water. Therefore, the displacement of vapor from the
relevant crude oil cargo’s tank at the discharge port has ceased to occur for the MARPOL
97
compliant type tankers. Given this situation then, only two occasions remain where vapor
emissions from crude oil tankers generally occur, namely, on loading and during the
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transportation of the cargo.

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1.2 Load port Displacement of VOC

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1.2.1 Displacement of cargo vapors at the loading port continues to occur. The reasons
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for the existence of these volumes of this displaced but comingled3, vapor must be sub-
divided and attributed to two discrete tanker operations; namely existing vapor in the
cargo tank system before loading and, the evolved vapor created during the loading
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program.
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1.2.2 The first portion of the vapor displaced from the cargo tanks to be considered is that
from the evolved vapor generated during the previous discharge program and in
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particular that vapor generated as a result of the crude oil washing of the cargo tanks.
The concentration of this proportion of vapor within the co-mingled gas mixture within a
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cargo tank can be determined prior to commencement of the loading process. The second
portion of vapor displaced is that develops or evolves during the loading program itself.
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This vapor evolves as a result of, both, the turbulence generated in the cargo tanks due
to the volumetric rate of loading and the pressure differentials within the loading pipeline
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system creating a degree of “flashing” of the vapor from the incoming crude oil.
Note: The vapor emission on loading are a mixture of hydrocarbon vapors and the inert
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gas introduced into the cargo tank to achieve a positive pressure within the cargo tank
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system.
1.2.3 To illustrate the extent of these gases within a cargo tank system on a tanker during
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a loading process Figure 1.1 below shows the measurements of hydrocarbon vapor
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concentrations as taken from a tanker during its loading program. The X axis of the graph
records the percentage of hydrocarbon vapor (VOC) concentration whereas the Y axis
-2
records the percent status of loading of the tanker. The graph primarily records the total
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hydrocarbon gas concentration at the differing percentages of loading of the cargo tanks.
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However, this total figure is then mathematically proportioned and sub-divided, taking
into consideration the diminishing size of the vapor volume in the cargo tanks, into the
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two concentrations of vapors, namely, those present at the commencement of loading
12
(in the event approximately 4% of the total tank vapor volume) and the concentration of
vapors that evolve as a result of the loading process.
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1.2.4 These vapors are displaced by the incoming cargo volumes, throughout the loading
period, and released through the ship’s vapor pipeline system (Inert Gas pipeline) to
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atmosphere via the ship’s Master Riser. In order to prevent excess pressures within the
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cargo tank system the isolation/control valve to the Mast Riser is fully opened at the
commencement of loading and remains opened until completion of loading. Once the
19
Mast Riser valve is shut and loading is completed, the necessary “in tank” positive
pressure is achieved to prevent any form of air/oxygen entry into the cargo tank vapor
system as is required by the SOLAS Regulations. 97
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Figure 1.1 – Hydrocarbon vapour concentration in the vapour phase during a loading
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In figure 1.2 below a photograph shows the deck of a tanker and highlights the relevant
pressure control and release mechanisms, namely, the vessel’s Mast Riser, the individual
-2
tank pressure/vacuum (P/V) valves and the secondary safety mechanism of the P/V
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Breaker. These mechanisms will be explained further below in this section.
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1.2.5 The Mast Riser is normally used during loading for tank vapor pressure control. For
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the free flow of the vapors displaced from the cargo tanks by the incoming liquid crude
oil at the rate of loading of the cargo. The rate of displacement of VOC vapors from the
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cargo tank system will be the same as the loading rate but the concentration of VOC
vapors in the displaced stream will be greater dependent upon the extent and rate of
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evolution of VOC vapors (vapor growth) from the incoming cargo that would add to the
volume of gas/vapor mixture already existent in the cargo tank prior to loading as shown
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in figure 1.1 above.

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1.3 VOC release during the voyage

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1.3.1 During the voyage, the temperature of the gases/vapors in the ullage space of the
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cargo tanks and the liquid cargo varies. The gas phase consists of a mixture of unsaturated
gases (inert Gas for tank safety and protection) and saturated vapors (evolved
hydrocarbon vapors from the cargo). The temperature of the gas phase of the tank varies
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diurnally with its maximum temperature being achieved by mid afternoon and its coolest
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temperature in the early hours of the morning. The liquid phase temperature varies very
much slower and is dependent on both the hull design and the temperature of the
surrounding seawater.
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1.3.2 Figure 1.3 below, records, as an example, the vapor pressure and cargo temperature
data of a reported voyage for a single hulled (but segregated ballast) tanker. The graph
-2
records on the X axis the days of the voyage whereas the Y axis records both the cargo
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temperature (℃) and the pressure (mmWG) within the vapor phase of the cargo tank
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system. Superimposed upon the graph is both the normal operational release pressure
as well as the P/V valve opening pressure levels. The vapor pressure readings were
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recorded every four hours whereas the cargo liquid temperature readings (blue) were
12
recorded daily.
1.3.3. The double hulled construction of a crude oil has a void / ballast space located
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between the cargo tank and the outer hull, this causes the temperature of the liquid cargo
to remain closer to the temperature of the cargo upon loading for a longer period due to
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the so called "Thermos Effect" or heat loss insulation created by the void or empty ballast
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space. The cargo temperature profile, as shown in Figure 1.3, reflects the expected
changes to temperature for a cargo carried onboard a single hulled vessel where the
19
impact of the seawater temperature upon the cargo is more apparent. This aspect can be
more clearly seen in Figure 1.3 for the early/interim days of the 47 day voyage from North
Sea to the Far East. 97
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APPENDIX 2 – VOC GENERATION SYSTEM IN CRUDE OIL
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The following information are only mentioned as guidance and training
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2.1 Why limit VOC Emission to the atmosphere?
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VOCs are a pollutant to the air and act as a precursor to the formation of Tropospheric
Ozone - commonly termed Smog. Tropospheric ozone is identified as a Greenhouse Gas
with a greater contribution per unit volume or tonnage to Climate Change than the base
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gas, namely Carbon Dioxide.
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Thus, to control this emission there are four criteria that impact the extent and rate of
evolution of gaseous non methane VOC from crude oils and its subsequent release to
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atmosphere. These are:
19
 The volatility or vapor pressure of the crude oil.
 The temperature of the liquid and gas phases phase of the crude oil tank.
97
 The pressure setting or control of the vapor phase with the cargo tank.
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 The size or volume of the vapor phase within the cargo tank.
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Each of these criteria are defined and briefly explained below together with any
interaction between the criteria for general operational circumstances.
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2.2 The volatility or vapor pressure of the crude oil.

2.2.1 Reid Vapor pressure (RVP) - This is an industrially developed standard test method
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to determine the Air Saturated absolute vapor Pressure of a volatile non-viscous

hydrocarbon liquid in compliance with the requirements specified in the institute of
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petroleum test procedure IP 69. The RVP is the vapor pressure obtained within a standard
piece of test equipment for the evolved hydrocarbon vapor at a temperature of 100º F
or 37.8℃. The standard parameters for the determination of this pressure are important
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to identify and relate to the ratio of a fixed liquid volume to fixed vapor volume.
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This ratio is one part of liquid to four parts of vapor. Thus, the pressure reported for this
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parameter reflects, in principle, the pressure that would be registered when the cargo
tanks are about 20% loaded.
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Data for this pressure may be recorded in the relevant Materials Safely Data Sheet (MSDS)
for the relevant crude oil carried onboard. In the event that there more than one parcel
of crude oil onboard then a mathematical average can be calculated for the differing
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types.
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This leads to the importance of two other parameters, namely, the saturated Vapor
Pressure and Unsaturated Vapor Pressure. These two parameters, and the physics behind
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them, give more clear indications and guidance with respect to a crude oil's volatility with
respect to vessel operations and VOC control.
-2
2.2.2 Saturated Vapor Pressure (SVP) 4 - is the equilibrium pressure generated by the
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liquid phase for the vapor volume within a defined system. The saturated vapor pressure
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is developed only by the evolved hydrocarbon vapor from the crude oil liquid phase. For
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a Saturated Vapor to be present it must have contact with its own liquid phase. If the
liquid phase temperature increases or decreases so will the Saturated Vapor pressure
12
vary accordingly an increase the liquid temperature will cause an increase in the
Saturated Vapor Pressure. However, if the vapor volume increases or decreases for a
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known liquid temperature, the pressure should, in theory, remain constant (for further
understanding on this parameter see paragraph 2.5.2 below). These circumstances
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respectively will only cause the vapor to condensate and fall back to the liquid phase or
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more vapor to evolve from the liquid phase to back to the liquid phase or more vapor to
evolve from the liquid phase to maintain the Saturated Vapor Pressure. This physical
19
characteristic is in indicative of equilibrium pressure between the liquid and vapor phases
within the defined system.
97
From the foregoing it can be readily recognised as Saturated Vapor pressure should not
vary the size of the vapor volume and will only vary with the temperature of the liquid
86
phase not the vapor phase temperature.

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Note4: An empirical equation exists to correlate the Reid Vapor Pressure (Psia) to the
Saturated Vapor Pressure of a crud e oil at the constant temperature of 37.8℃ . this
equation is: P=(6.2106*Ln PR)+4.9959; Where P is the Saturated Vapor Pressure(psia) at
ef
37.8℃ and PR is the Reid Vapor Pressure (psia) at the same temperature.
rR
2.2.3 Unsaturated Vapor Pressure (UVP)

tte
Contrary to the concept of Saturated Vapor Pressure, an Unsaturated Vapor is not in

contact with its liquid phase. In this case the vapor is obtained from other sources such
Le
as air or more likely Inert Gas. Thus, by reference to the standard laws of physics and what
is termed the ideal Gas Law, both variations in volume and/or temperature (this time of
the gas or vapor phase) will vary the pressure within a closed system.
ai
From an operational perspective this type of behavior is the primary cause of the variation
gh
of pressures within a cargo tank system over a 24 hour period and is to be associated with
the Inert Gas phase within a cargo tank. However, the pressure generated from this type
an
of gas/vapor is not the total vapor pressure in the cargo system.

Sh
Behind the pressure generated from the Unsaturated Vapors (inert Gas) lays the pressure
generated by the Saturated Vapors (the hydrocarbon vapors evolving from the crude oil
cargo). As stated above, this pressure will remain as a constant for a given cargo/liquid
S
temperature and, as is well recognized, a cargo temperature will not vary to the same
AB
extent as the vapor temperature due to heating or cooling from external from external
sources (sunlight, sea temperature, air temperature etc). Thus, the variation for the Tank
Observed Total Vapor Pressure is due to the presence of inert Gas in the cargo tank.
e
Se
64
9
01
2.2.4 Total/True Vapor Pressure (TVP) – this pressure is the total pressure to be
achieved within a defined closed system given the variable parameters of vapor volume
-2
and the differing control temperatures. In fact it is the combination or addition of the
N
Saturated and Unsaturated Vapor Pressures (Dalton's Law of Partial Pressure5) within a
U
closed and defined system. Thus, onboard a tanker, the pressure measured within Vapor
System is the Total Vapor Pressure of the system which is the sum of the two individual
-J
pressures generated by the differing types of gases present in the system.
12
Note5: Dalton’s Law of Partial Pressure states that “The pressure of a mixture of gases is
the sum of the partial pressures of its constituents.”
ed
at
2.3 The temperature of the crude oil in a cargo tank
D
The measurement and determination of temperature upon the two differing phases in a
crude oil cargo tank having differing impacts upon the size and extent of pressure exerted
19
at any one time in the cargo tank. In this regard it is necessary to consider the two phases
separately with regard to the impact of temperature.
97
2.3.1 The temperature of the liquid in crude oil cargo tank – the temperature of the
86
liquid phase in a crude oil cargo tank will vary little over the period of a voyage unless
cargo heating is being undertaken. It is this temperature that determines the Saturated
T1
Vapor pressure that will be exerted by the evolving VOCs from the cargo volume and
contribute to the total vapor pressure in the cargo tank at any one time. The cooler the
liquid phase temperature the lower will be the Saturated Vapor pressure of the crude oil
ef
but care should be taken not to allowing cooling of waxy cargoes too much such that it
rR
promotes wax precipitation.

2.3.2 The temperature of the vapor or gas in a crude oil cargo tank – The temperature
tte
of the gas phase in a cargo tank will change more rapidly and vary during the day/night
cycle. As this phase in the cargo tank contains a mixture of Saturated (evolved
Le
hydrocarbon gases) and Unsaturated (Inert gas) gas specie the pressure in this space will
vary with temperature due to the reaction of the Unsaturated Gas component to
ai
temperature (Ideal Gas Law6). Thus, during the day when the gas phase warms the
pressure in the tank will increase so long as there is an Inert Gas component in the gas
gh
phase. The obverse will occur at night as the gas phase cools.
an
Note6: The Ideal Gas Law equation is PV=nRT or P=(nRT)/V where; P=pressure,
T=Temperature, V=Volume and nR are gas constants.
Sh
2.4. The pressure setting or control of the vapor phase within the cargo tank
S
2.4.1 The technologies available onboard crude oil tankers for the control of pressure
AB
within the cargo tank vapor system are discussed in Section 3 of these guidelines.
However it is important to identify the significance of pressure with respect to the
evolution of hydrocarbon vapors from a crude oil liquid phase.
e
Se
65
9
01
2.4.2. Control of the extent of the pressure within a crude oil cargo tank vapor system will
determine the extent of further vapor evolution from a crude oil cargo. If the pressure
-2
within the system is controlled at the Saturated Vapor pressure of the cargo then
N
equilibrium pressure between the liquid and vapor phase is obtained and no further VOC
U
will evolve from the cargo. However, if the vapor pressure in the crude oil tank vapor
system is reduced to a pressure below the Saturated Vapor pressure of the cargo then
-J
VOC will evolve to restore the equilibrium balance in system.
12
2.5 The size or volume of the vapor phase within the cargo tank system
ed
2.5.1 The size or volume of the gas or vapor phase in the cargo tank system (usually a
at
common system on a crude oil tanker due to the interconnection through the Inert Gas
pipeline system) is an important criterion to establish the pressure within the system.
D
Again separate consideration should be given to the two differing types of gases to be
19
found in the vapor phase and how volume may impact these component gases.
2.5.2 Saturated vapors from the crude oil liquid phase as described above in paragraph
97
2.2.2 under theoretical conditions the pressure generated by saturated vapors will not be
affected by a change in the volume space occupied by the vapors. However, due to the
86
numerous specie of hydrocarbon types to be found in evolved vapor from a crude oil it
has been found that a volumetric change of the vapor phase from a 2% volume to a 20%
T1
volume (V:L ratio 0.2) will impact the saturated vapor pressure of a crude oil at a constant
temperature. For vapor volumes greater than 20% of the total volume the pressure
ef
behaves similar to that expected of a Saturated Vapor; namely nearly isobaric. These
circumstances can be seen in Figure 2.1 below for a selection of crude oil types.
rR
tte
Le
ai
gh
an
Sh
S
AB
e
Se
66
9
01
Figure 2.1 vapor to liquid ratio
-2
The change in pressure with respect to volume, for a vapor percent volume from 2% to
20%, for mixed vapor phases evolved from crude oils is due to the influence of the
N
individual volatile hydrocarbon types and their varying proportions in both the liquid and
U
vapor phase that separately contribute to the final saturated vapor pressure under
-J
equilibrium conditions. The ratio of concentration of the individual hydrocarbon
compounds in the vapor phase is due to the Partition Coefficients for each hydrocarbon
12
type in relation to another type. This will cause a differing distribution of hydrocarbon
specie to that in the liquid phase when the vapor phase volume is smaller.
ed
2.5.3 Unsaturated gases (Inert Gas) in the Vapor phase system- this type of gas behaves
in a manner simulated by the ideal Gas Law equation. Therefore any reduction in the
at
volume occupied by this gas will cause an increase in the pressure exerted by the gas at
D
a known temperature.
19
97
86
T1
ef
rR
tte
Le
ai
gh
an
Sh
S
AB
e
Se
67

VOC MANAGEMENT PLAN RevA - 0311123

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9

SHIP NAME: NAVIG8 PROMISE

IMO No: 9791298

International Call Sign :

Classification Society : ABS

Identification (Rank) of VOC Management Officer : CHIEF OFFICER

Note: All amendments to mandatory sections are to be approved by the Flag

Section 5 OPERATIONAL PROCEDURES FOR MINIMIZING VOC 19

EMISSIONS –SEA PASSAGE

Section 6 OPERATIONAL PROCEDURES FOR MINIMIZING VOC 27

Section 7 DESIGNATED PERSON –RESPONSIBLE FOR PLAN 29

Section 8 MONITORING AND CONTROL OF VOC RELEASES 30

Section 9 TRAINING PROGRAM 32

Section 10 VESSEL SPECIFIC INFORMATION 39

CRUDE OIL TANKER PRESSURE CONTROL/RELEASE

APPENDIX 2 VOC GENERATION SYSTEMS IN CRUDE OIL 63

need to be considered and comprehensive calculations have to be made.

2.6 Emissions of VOC can be prevented or minimized by:

No.2 C.O.T.(P) 10999.485 86‐93

No.2 C.O.T.(S) 11014.401

No.3 C.O.T.(S) 11146.079 79‐86

No.4 C.O.T.(P) 11100.581 72‐79

No.4 C.O.T.(S) 11138.417 72‐79

No.5 C.O.T.(P) 11122.561 65‐72

No.5 C.O.T.(S) 11141.361 65‐72

No.6 C.O.T.(P) 10576.355 59‐65

No.6 C.O.T.(S) 10582.107 58‐65

SLOP TANK (P) 1317.203 56‐58

SLOP TANK (S) 1630.442 56‐58

RESIDUAL TANK 311.693 56‐58

and Inert Gas/Tank Vent/Vapor Emission System in Section 10.

Vapor Collection System included in Section 10.

3.3.7 Liquid filled P/V breaker

3.3.9 By-pass in vent pipes

ullage pressure in a standard tanker is typically interpreted as 25KN/m2 (approximately

In terms of under pressure, SOLAS regulation II-2/11.6 indicates an allowable under

3.6 Settings of pressure/vacuum relief devices

High velocity P/V valves settings are the following:

P/V breaker settings are:

pressure/vacuum breaker concerning the particular are 1800mmWG and -700mmWG

3.8 Cargo heating system

A person shall be designated in the VOC Management Plan to be responsible for

the relevant tasks.

 Manual pressure relief procedures (tank pressure control)

 Condition of gaskets for hatches and piping

 Inert gas topping up procedures

 Partially filled tanks

 Loading sequence and rate; and

4.1.1.1 Manual pressure relief procedures (tank pressure control)

WARNING! According to SOLAS-requirements, check-lifting must be carried

out before any cargo handling and de-ballasting operation. If any

determined and corrected immediately.

As per SOLAS-requirements the following service intervals shall be followed as a minimum:

inert gas we recommend that the valve be inspected more often.

procedure according to the vessel’s approved VECS manual is the following:

discussed with terminal staff.

different, reducer is to be used.

 Open manifold valve on vapor collection line

approved VECS manual.