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Catalogue - Contents |
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CRUDE OIL WASHING OPERATIONS (EDITION 3)
This training package is intended to broaden and emphasise companies’ own training and the material in the ship's COW manual. The COW plan is the basis for the COW operation and it is important that this is prepared with great care and then consistently monitored throughout the entire operation. The package shows the single nozzle programmable and the non-programmable twin nozzle washing machine and explains the way they can be used to ensure effective washing. Preparation of the system prior to use and thorough maintenance afterwards are shown. OPERATION AND MAINTENANCE OF INERT GAS SYSTEMS (EDITION 3)
The package supports the ship’s IG manual for the critical safety system on board tankers. Computer graphics are used to give a detailed explanation of the various components that make up the IG system and show both the dilution and displacement methods of gas-freeing. The preparation of the system prior to use, its operation during cargo discharge, gas-freeing, and the importance of regular maintenance are covered. THE SHIP-SHORE INTERFACE (PETROLEUM TANKERS)
Both ship and shore personnel must understand each other's role and have confidence in each other's ability. Part of ensuring this relationship is set on a proper professional basis is the completion of the ship-shore safety checklist and does not mean just sitting down and ticking boxes, it requires a full tour of inspection to ensure that all valves, flanges, pumps and other items are correctly positioned and working properly. CENTRIFUGAL PUMPS - THEORY AND OPERATION
Shows principles associated with theory, operation and maintenance of Centrifugal Pumps (as fitted on board oil tankers) during cargo discharge procedures. Manifold performance curves are included. OILY WATER SEPARATORS
International regulations limit the oil content of discharged oily water to a very low level. This is achieved by good shipboard practice and by the use of an oily water separator. The design and operation are covered both for automatic and manual operation for different oil types. The oily water separator can be expected to reduce the oil content of the fluid to about 100 ppm. However, to achieve the limits set by regulation, the fluid must be passed through a second stage coalescer or coagulator to reduce the oil content of the fluid to about 15 ppm. Servicing principles are shown, i.e. the need to regularly clean the total system by pumping through clean water. The operation of changing the coalescer element is also shown. MARINE VAPOUR CONTROL OPERATIONS
This video is designed to give seafarers an overview of US Coast Guard regulations governing vapour control operation on tankers together with safety procedures during cargo transfer. These operations are increasingly being required by port authorities to comply with federal and state laws on air quality. Vapour collecting arrangements must be clearly identified and designed to avoid confusion. Hazards of vapour control operations are discussed. These include events which cause over or under pressurisation of tanks. Problems leading to cargo tank overfill and cargo in the vapour system are listed. Fire and explosion risks are examined. IGNITION RISKS FROM STATIC ELECTRICITY AND STRAY ELECTRICAL CURRENTS
Static electricity and stray electrical currents are hazards that can lead to serious accidents on board ship, especially if there is an electrical discharge in a flammable atmosphere. It explains the differences between stray currents and static electricity. It examines how both may be generated during standard operations on board and looks at how situations can develop that might lead to an explosion. The risks are much greater on gas and oil tankers and on other vessels carrying volatile cargoes. The package aims to raise awareness and increase understanding of these issues. The video is accompanied by comprehensive written material to help officers and crews understand and manage the risks. SHIP TO SHIP TRANSFER - PETROLEUM AND LIQUID CARGOES
For most tanker Masters and crews, the transfer at sea of oil, liquid gas, or chemicals from ship to ship is not a frequent experience and the potential hazards associated with the operation may not be fully understood. This training package gives a comprehensive overview of the transfer procedure and emphasises the critical points that must be noted if accidents are to be avoided. Amongst the key issues included are:
The video follows two transfer operations, one with both ships under way, the other using specially adapted lightering vessels where the transfer is conducted while at anchor. The video shows all the key stages, from earliest pre-planning to final unmooring and separation. Supports the requirements of STCW Code A-I/14. PART 1. - PUMPING CARGO 1
The vessel arrives at the discharge port and the video begins by explaining the operation of the cargo pumps. The explanation starts with basics to describe the principles of operation, discussing in particular the pressures on the suction and discharge side of the pump at rest and whilst running. The video shows how the pressure changes during the discharge due to friction, explanations of the pump’s H/Q curves, how to calculate head and hence discharge rate. Starting the first pump is demonstrated showing all precautions and then bringing in all three to achieve maximum discharge rate. PART 2. - PUMPING CARGO 2
This video concentrates on how to handle the pumps during the end of the discharge cycle phase. The task is to maintain maximum manifold pressure for as long as possible. Again the explanation starts with basics. Working in your favour are the gravity forces of the cargo and pressures from atmosphere and inert gas. But working against you are friction, vapour pressure and Net Positive Suction Head Required (NPSHR). Balancing these factors is the secret of a successful discharge, this is achieved by reducing pump speed at low tank levels then throttling the discharge valve to discharge the maximum amount of cargo. The operation of an automatic priming system is described. The next operation uses the eductors to strip empty the tanks. Emptying the slop tanks and stripping the pumps and lines completes the discharge. The delicate operation of taking in ballast using the cargo pumps is also described in detail. PART 3. - TANK CLEANING
This video describes the operation of tank cleaning to a gas-free condition as required for example prior to entry into dry dock. Firstly check the tanks are properly inerted. Also at this time it is important to pay careful attention to the condition and content of the heating coils, ensure they are all clean. Tank cleaning uses cleaning units, or guns mounted inside the tank. Their use involves setting the gun’s nozzle sweep area to clean the tank’s sides then tank bottoms. Pumps and lines are set to ensure a closed washing cycle. Following cleaning each tank is purged with inert gas. After testing, tanks are then in turn vented with fresh air to complete the gasfreeing operation. Finally tanks are entered for inspection purposes with all due precautions being taken. PART 4. - HEATING CARGO
The fully laden vessel is now entering colder climates where it becomes necessary to heat the cargo to maintain its temperature. The operation of the tank heating system is described in detail. Starting procedures are shown. This can take several hours as each coil needs to be inspected to ensure there are no leaks. Taking cargo temperature and completing the heating log is shown. Adjustments need to be made to the number of active heating coils and steam pressure to maintain cargo temperature. The procedure for stopping heating is shown. Routine maintenance of the heating circuit and precautions for sub-zero temperatures are also given. PART 5. - MEASURING CARGO
During discharge it becomes very important to measure the quantity of cargo in the tanks. Remote measurement is shown using, in this example, an SAAB level transmitter to measure ullage, but manual ullage measurement is usually also needed; this is shown using an MMC ullage tape used through an ullage plug fitted with a vapour control valve. Ullage readings are then used to enter the ullage tables to determine tank contents. Interpolation due to trim and list is usually necessary, this is shown in detail. As cargo volume varies with temperature it must be converted to standard temperature using ASTM tables. Probing for free water is necessary for final evaluation of cargo volume. Preferred units of volume, weight and temperature can vary so it is necessary to be able to handle different systems; this is also explained in detail using ASTM tables. Finally, measurement of cargo remaining on board (R.O.B.) is explained. Consideration is given to the measurement of cargo in the slop tank. OVER AND UNDER PRESSURISATION OF TANKS
It is a critical responsibility of the officers and crew to prevent pressure inside the cargo tanks rising or falling outside the design limits. If the internal pressure rises above limits during ballasting, loading or internal transfer of cargo, the tank may rupture. If the internal pressure falls below atmospheric pressure, then the tank may collapse inward. This package describes how to maintain a safe operating pressure during loading as well as discharge, by either simultaneous ballast control or by controlling the IG pressure. Also during loading or ballasting over pressurisation of the tank can be caused by the compression of the ullage space due to the inadequate release of vapour or by over filling of the tank with liquid. Under pressurisation can arise when the internal tank pressure is allowed to fall below atmospheric pressure due to incorrect setting of the tank isolating valve or operational failures. SURVEYING AN OIL TANKER
It shows a detailed inspection by 2 surveyors from Lloyd’s Register of Shipping as they survey a double hulled tanker. The surveyors are on board to conduct the following surveys:
The camera follows the surveyors during their inspections. The points being checked can be seen in detail and are described by the commentary. This is a very thorough series of surveys and very close attention is paid to the condition of the steelwork. The background to the surveys is explained and the part played by the ship’s officers can be seen. Part 1: definitions and categories of repairs, detailed inspections of the hull, anchors, pump room, tanks, bridge and navigational equipment and steering gear. Part 2: cargo tanks, COW/IG systems, generators, life saving appliances, fire fighting equipment and systems, together with matters concerning the issue of the Certificates and final reports. This package is best used in conjunction with the package entitled “Surveying a Bulk Carrier”, as there are common details which are not repeated. KEEPING UP STANDARDS - SHIP VETTING INSPECTIONS FOR BULK OIL CARRIERS - EDITION 3 UPDATE
The Revised Ship Inspection Report System (SIRE) is an important tool for organisations chartering oil tankers, barges and gas carriers. It provides access to inspection reports to charterers, ship operators, terminal operators and government bodies including Port State Control Authorities. This training package is designed to help prepare an oil tanker for a SIRE inspection. It includes a video and a workbook. Many elements of both would be relevant for a tanker facing any inspection. The teaching points of the package include: To prepare for an inspection the ship’s management team should carry out their own routine inspection. No charterer or inspector expects a perfect ship. Ship’s personnel must have followed established procedures to put right any defect and have managed the situation correctly. Covering up a defect or failure is likely to land the ship in worse trouble than the original defect. If the inspector does not leave a written summary of the observations, the master is well advised to record the inspector’s observations and ask the inspector to sign them. The video shows a ship preparing for a SIRE inspection and the inspection being carried out. Suggestions are made as to how ship’s personnel should manage these situations. Ship Assessors are shown examining the final inspection report. TANKER MANAGEMENT SELF ASSESSMENT 2
Adoption of TMSA as described in the OCIMF guidelines is required by:
This includes the great majority of petroleum cargos, therefore, the TMSA system has become essential for most tanker operators. The TMSA initiative was published by OCIMF in 2004 as a guide for tanker operators, as a tool to help improve management systems. 2008 sees the release of the second edition. This programme aims to raise TMSA awareness and understanding of the system, its implementation and use. Main Topics
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Code No 707
Time: 24 Mins
Time: 13 Mins
Code No 124
Code No 605
Code No 751
Time: 15 Mins 
Time: 33 Mins 
Code No 956