manual(oil tanker).doc

7/27/2019 manual(oil tanker).doc

1/196


2/196


3/196


4/196


5/196


6/196


7/196


8/196


9/196


10/196


11/196


12/196


13/196


14/196


15/196


16/196


17/196


18/196


19/196


20/196


21/196


22/196


23/196


24/196


25/196


26/196


27/196


28/196


29/196


30/196


31/196


32/196


33/196


34/196


35/196


36/196


37/196


38/196


39/196


40/196


41/196


42/196


43/196


44/196


45/196


46/196


47/196


48/196


49/196


50/196


51/196


52/196


53/196


54/196


55/196


56/196


57/196


58/196


59/196


60/196


61/196


62/196


63/196


64/196


65/196


66/196


67/196


68/196


69/196


70/196


71/196


72/196


73/196


74/196


75/196


76/196


77/196


78/196


79/196


80/196


81/196


82/196


83/196


84/196


85/196


86/196


87/196


88/196


89/196


90/196


91/196


92/196


93/196


94/196


95/196


96/196


97/196


98/196


99/196


100/196


101/196


102/196


103/196


104/196


105/196


106/196


107/196


108/196


109/196


110/196


111/196


112/196


113/196


114/196


115/196


116/196


117/196


118/196


119/196


120/196


121/196


122/196


123/196


124/196


125/196


126/196


127/196


128/196


129/196


130/196


131/196


132/196


133/196


134/196


135/196


136/196


137/196

INTERNATIONAL TANKER MANAGEMENT

OPERATION MANUAL-TANKERSChapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision:2 Appr. by: OHW

Section 6 Pump Room Date: 01/07/04 Page 1 of 3

7.6 Pump Room

7.6.1 IntroductionDue to their location, design and operation, pump rooms constitute a specialhazard and require special precautions.Pump rooms bilges should be kept clean and dry. This will include ensuringthat pump seals, glands, drain cocks and mud boxes are maintained in goodcondition.Precautions should be taken to prevent the escape of petroleum gases and/or hydrocarbon vapours into the pump room.Relevant staff should be familiar with the precautions described in ISGOTT

Ch 2.17 and adhered to.

7.6.2 VentilationPump room ventilation must be on at least 15 minutes before any personenters the space. The ventilation should be maintained until the access to

pump room is no longer required. In some cases the pump room fan may haveto be run continuously if presence of gas is suspected.The ventilation system should be in extraction mode to ensure that air and/or gas from the bottom of the pump room is effectively extracted to enable freshair to be drawn in.Special care is to be taken when working in bottom areas and pockets whereventilation may be inadequate.Bottom suction for pump room ventilation trunking shall be kept open insteadof the high suction to ensure an effective change of atmosphere from the

bottom of the pump room. Vent flaps should be regularly maintained to ensurethey freely operate.The dampers fitted on vents should be well lubricated and operation tested atweekly intervals. The flame screens should be of approved size should nothave any holes and should be well secured to the frame.Maintenance for the fans, vents flaps, etc should be carried out regularly as

per the ships Planned maintenance System. Spares required for the fan should

be identified and carried onboard. For ships fitted with only one fan, it isrecommended to carry additional spares, including spare motor.The fan capacity and the time taken for a full change of air should be knownand displayed in the CCR. A spare vent blower motor should be maintainedonboard ships fitted with only one blower.


138/196




7.6.3 Pump Room Entry

A notice (preferably permanently marked) shall be displayed at the pump roomentrance prohibiting entry without permission.

No one should enter the pump room without obtaining permission from aresponsible officer, who must ensure the following prior giving his permission:- Adequate ventilation is in operation. The pump room ventilation shall be kept on

through out the operation. The lower most vent flap on the vent trunk should beopen and other vent flaps closed, so as to maximise the extraction of gases fromthe pump room

The atmosphere with in the space is suitable for entry. Adequate communication procedures are established and maintained.

Assistance is readily available in case of an emergency and equipment for rescue (harness, lifeline and breathing apparatus) are in position and ready for use.

Enclosed space entry permit is completed and posted at pump room entrance. Aboard shall be posted at the pump room entrance, where each person enteringwould write his name indicating that someone is inside the pump room, and thenerases the name when he exits.

Personnel entering pump rooms shall carry personal gas monitoring equipment.This shall preferably be a multi-gas detector measuring hydrocarbon, oxygen andH2S.

Persons entering the pump room shall: -

Inform the Chief Officer or OOW and obtain permission and shall be inclose contact with the person on deck or cargo control room

Ensure that the pump room ventilation is on through out If only one person is working inside the pump room, he shall make voice

contact with the deck / CCR at least once every 30 minutes, failing whichthe staff on deck/CCR would make every effort to contact the personinside the pump room.

The pump room gas detection and alarm system shall be kept on at all times . Itshall be tested as per makers manual and shall be maintained in operationalcondition at all times.(ALSO PLEASE REFER TO Ch 2.3.3)

7.6.4 Opening of Pumps, Valves or EquipmentsThese shall be carried out only under supervision of a responsible officer who,

before and during the period of work shall ensure that: -


139/196




The atmosphere is tested for hydrocarbon and toxic gas. The atmosphere shouldbe tested before restarting work after any break.

The working conditions are safe. A cold/hot permit is issued as per the Managers guidelines. The cargo pipeline system is flushed through to remove any petroleum residue.

7.6.5 Pump Room LightingThe gas tight integrity of the pump room lighting should be maintained.Replacement of electrical fittings should be done only after the atmosphere has

been tested and found free of presence of hydrocarbon gas and relevantelectrical circuit isolated.Only approved equipment should be used. In case of any doubt, the pump roomshould be thoroughly ventilated before the lights are switched on, althoughinterlocks with ventilation may be provided. The interlock should be testedregularly (at least once a month) and recorded, preferably in the PMS.

7.6.6 Pump Room Fixed Gas Detection SystemPump room fixed gas detection system shall be calibrated as per makersinstruction. Alarm should also be sounded within the pump room.

7.6.7 Pump Room Bilge AlarmPump room bilge alarm shall be tested weekly.


140/196


OPERATION MANUAL-TANKERSChapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision: 2 Appr. by: OHW

Section 7 Pollution Prevention Date: 01.07.04 Page 1 of 2

7.7 Pollution Prevention

7.7.1 ReferencePlease refer to the manuals listed below for more details on the various

procedures of pollution prevention, reporting and action to be taken in case of pollution:- Ship Board Management Manual(Chapter I : Environmental Protection) Vessel Response Plan Pollution

7.7.2 Accidental Spillage and Leakage GeneralShips personnel should maintain a close watch for the escape of oil,

especially at the commencement of ballasting / deballasting, towardscompletion of deballasting and during load or discharge operations.Cargo tanks which have been topped up should be checked frequently duringremaining loading operations to avoid overflow.During discharge, change of trim or excessive trim may result in oil over flowing from the aft tanks. Extreme caution is necessary specially when onlyone grade of a multi-grade cargo is being discharged to ensure that full tankswith other grades dont over flow.Absorbent equipment should be readily available for prompt removal of anyspill on deck. Minimum equipment required for the vessel is described inSOPEP / SMPEP. All staff in the operation must be familiar with the

procedure to collect the over flow oil from deck, including the system to dumpthis oil in the Slop Tanks.

7.7.3 Sea and Overboard Discharge ValvesWhen not in use these valves must be securely closed and lashed and

preferably sealed. In-line blanks, where provided, should be in place. Whenlashing is not practical(e.g. hydraulic valves),suitable means of markingshould be used to indicate that the valves are to remain closed.

7.7.4 Scupper PlugsBefore cargo handling commences, all deck scuppers must be effectively

plugged and where oil / watertight sealing is not provided, the plugs shall becemented in place.Accumulations of water should be periodically drained, after obtaining

permission from the Chief Officer whom shall ensure that no oil or oily tracesare present. In case of any doubt or if the water is oily, it should be transferredto the slop tank or a suitable receptacle.


141/196


OPERATION MANUAL-TANKERSChapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision: 2 Appr. by: OHW

Section 7 Pollution Prevention Date: 01.07.04 Page 2 of 2

7.7.5 Manifold Drip Trays and Portable Drip Pans

These shall be kept clean and dry before arrival port and any residuestransferred to the slop tank or suitable receptacle. Periodic draining may benecessary in case of rain. The precautions outlined in the previous paragraphshall also apply to drip trays.

7.7.6 Ship Cargo Pipelines and Valves Not in UseAll cargo pipelines and valves not in use must be securely closed or isolatedas required. The stern cargo pipeline (if any) should be isolated from thetankers main pipeline system forward of the accommodation by blanking or removal of spool piece.

7.7.7 Oil Absorbent MaterialA complete set of Oil Spill Equipment is provided by the Manager on boardeach tanker. This material is delivered in a container which should be stowedon deck, well protected from weather.The container shall be clearly marked Oil Absorbent Material.Use of the contents of this equipment should be demonstrated to all shipsstaff during pollution prevention drills.Replenishment should be ordered as required.

7.7.8 Portable Pumps

These pumps are provided on board for use in an emergency. These pumpsshould be rigged and ready for use in areas where they are most likely to beuseful in preventing an oil overflow overside into water.Portable pumps ( eg Wilden pump for pollution prevention ) have a risk of accumulating static electricity. These pumps need be earthed and shouldalways be kept earthed when placed on location and ready for use.The pumps must be tested and reported to the Manager in the monthlymaintenance report.


142/196


OPERATION MANUAL-TANKERSChapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision: 1 Appr.by: OHW

Section 8 Pressure Surge Date: 31.12.02 Page 1 of 2

7.8 Pressure Surge

7.8.1 IntroductionA pressure surge is created in a pipeline system when there is an abruptchange in the rate of flow liquid in the line.In a tanker operation it is most likely to occur as a result of one of thefollowing: - Closure of a automatic shut down valve Slamming shut of a shore non-return valve or a butterfly type valve. Rapid closure of a power operated valve. During change over of tanks while loading. When only one or two tank valves are open during the final stages of loading and

the loading rate has not been reduced. Inadequate provision for thermal expansion of pipes. Sudden increase in pump speed.

If the pressure surge in the pipeline results in pressure stresses or displacementstresses in excess of the strength of the piping or its components there may bea rupture leading to an extensive spill of oil.The cargo hose is most vulnerable to failure in case of a pressure surge.

7.8.2 Generation of Pressure Surge

Rapid closure of a valve in a system with oil flowing through it results in thesudden conversion of the kinetic energy of the moving liquid into strainenergy by compression of the fluid and expansion of the pipe wall.The pressure upstream of a valve which is suddenly closed increases rapidlyresulting in the pressure surge.Unless effective measures are available to dissipate the increase in pressure ,serious damage may result.

7.8.3 Reduction of pressure Surge HazardGood operating practices should avoid pressure surge problems, specially withmanually operated valves. It is important that:- all valve settings are made slowly. a valve at the end of a long pipeline is not closed suddenly. the linear flow rate of the cargo is reduced well in time. valve closures are made slowly, at least of 30 seconds duration, preferably more. when flow is directed from one tank to another, the valves on the tank about to

receive cargo should be fully opened before the valves on the tank being isolatedare fully shut.


143/196


OPERATION MANUAL-TANKERSChapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision: 1 Appr.by: OHW

Section 8 Pressure Surge Date: 31.12.02 Page 2 of 2

during discharge, cargo flow should be controlled by pumps discharge valves to

minimise pressure effects. Pump discharge valves must be shut before shipsmanifold and shore valves are closed. Manual valves in the system may be lashed, but never locked, in case they are

required to be used in an emergency.

7.8.4 Thermal Expansion of PipesChange in ambient temperature as well as presence of heated cargo in tank can cause expansion of pipelines. Inadequate provision within the pipelinesystem for release of such pressure may result in warping of the pipelineand/or leaks from the pipeline system.A sudden expansion or contraction of a material when subjected to a large

temperature change too quickly is known as Thermal shock. This canintroduce stresses in the material being shocked and may cause it to fail.To eliminate the effects of thermal expansion in pipes it is necessary to ensurethat expansion joints and/or vents provided in the pipe line system are in goodworking order.Sufficient spare expansion joints and bolts of correct dimensionscorresponding to the various sizes of pipelines on board should be carried tocarry out repairs if any leaks are developed in the pipeline system.


144/196

INTERNATIONAL TANKER MANAGEMENTOPERATION MANUAL-TANKERS

Chapter 7 SAFETY AND ENVIRONMENTAL PROTECTION Revision: 1 Appr. by: OHW

Section 9 Product Information SheetDate: 01/07/2004 Page 1 of 1

7.9 Product Information Sheet / MSDS

7.9.1 Objective

To highlight the hazards by a particular cargo being carried.

7.9.2 Guidelines

Every effort should be made to obtain relevant information on characteristicsof the cargo being carried and its associated hazards, from the Shipper /

loading terminal .

Such information is usually available as PRODUCT INFORMATIONSHEETS OR MATERIAL SAFETY DATA SHEET . These should

prominently displayed.

During Safety Committee meetings the hazard prevention measures should bediscussed using these product information sheets.

If for any reason the loading terminal / shippers are unable to provide thevessel with the MSDS, Master should note protest with the terminal andadvise the shore management office.


145/196


Chapter 8 INSPECTIONS Revision: 0 Appr.by: OHW

Section 1 Port State Control /U.S.C.G./ Oil Companies Date: 31.10.94 Page 1 of 2

8.0 INSPECTIONS

8.1 Port State Control /U.S.C.G./ Oil Companies

8.1.1 Introduction

To meet international concerns for environment protection, inspections of ships have increased in recent years. These inspections may be carried out byone or more of the following:-

Port State Control authorities or Coast Guard. Charterers Vetting Inspectors

Terminal Safety Inspectors

These inspections cover the entire range of ship operations and if a ship isfound deficient in meeting the standards, the vessel :-

may be detained in that port until the deficiencies are rectified. will not be chartered by the oil company carrying out the inspection. may be asked to vacate the berth. may be inspected at more frequent intervals.

Tankers, due to the nature of their cargo and its impact on the environment aresubjected to stricter controls and inspections.

8.1.2 Guidelines

The manuals, operating guidelines and forms supplied by the Manager are, inaddition to setting correct operational standards, designed to meet therequirements of these inspections.

If proper operational and maintenance procedures are followed the inspectionscan be passed without any difficulty.

In evaluating a vessel the inspectors of a vessel would normally look for :-

Safety of operation and level of safety awareness among ships staff. Compliance with rules and regulations, including maintenance of records. Posting of notices and operation instructions at appropriate locations.


146/196


Chapter 8 INSPECTIONS Revision: 0 Appr.by: OHW

Section 1 Port State Control /U.S.C.G./ Oil Companies Date: 31.10.94 Page 2 of 2

State of readiness of fire fighting, life saving and pollution preventionequipment.

8.1.3 Check Lists / Questionaire

The inspectors rely on a check list or questionaire to evaluate the vessel.Thevessel would be better prepared for the inspection if they have the questionairefilled in and ready prior to the arrival of the inspector.


147/196


OPERATION MANUAL-TANKERSChapter 9 CARGO INFORMATION Revision: 1 Appr. by: OHW

Section 1 Crude Oils Date: 31.12.02 Page 1 of 10

9.0 CARGO INFORMATION

9.1 Crude Oils

9.1.1 High Hydrogen Sulphide CrudesCrude oils with high hydrogen sulphide have to be handled with great careand caution.The action to be taken in case of over exposure to H 2S is to remove theaffected person immediately to an area with fresh air and supply artificialrespiration if necessary.The effect of H 2S is detailed in the Chapter Safety and EnvironmentalProtection of this manual.

Cargoes with High Sulphur or H 2S Content (Acid or Sour Crudes)

The following crude oils are said to contain high levels of sulphur or H 2S :-Arabian Es Sider Agha Jari Canadian CrudeJambur / Bai Hassan Elwood CrudeKirkuk Four corners CrudeGach Saran Santa Maria CrudeIsthmus Montalvo CrudeBrega Some Coker Feedstock Qatar Richmond Beach Charge Stock Mexican Maya Willbridge Charge Stock West TexanMost Arabian crudes are sour, but when treated (stabilised) much of the H 2S isremoved. Because some H 2S is still likely to remain, it should be treated assour crude.

9.1.2 Procedure for Handling Sour Crudes

Advance Planning

When orders are received to load or it appears likely that sour crudes may beloaded, the Master must ensure that the following action is taken :-

Vapour Control System

A complete inspection of the vapour control system shall be made to ensurethat all fittings and equipment are tight and in good condition. Particular attention must be paid to automatic and vent lines.

H2S Detectors


148/196




The detectors must be checked to ensure proper operation. Sufficient tubes

must be available on board. Personnel must be trained in the proper use of theequipment. Preference may be given to the use of portable instrumentscapable of providing continuous reading.

Information to Personnel

The Master must alert all staff to the toxic hazards of H 2S and advise them onthe precautions to be followed to avoid inhalation.Warning signs must be displayed in conspicuous locations and at the pumproom entrance.

During Loading, Gauging, on Passage and Discharging

Transfer operation may be interrupted when the main deck area atmosphereexceeds H 2S concentration of 50 ppm (by volume). Masters should notify theterminal clearly of the reasons for the temporary stoppage.Testing for H 2S must be carried out during cargo operations by a deck officer assigned by the Master. Areas to be checked must include open decks,

pumproom spaces, living area and work/storage areas where the presence of gas is likely. When testing pump room the hose must be lowered from thedeck.When large volume of gas is discharged in to the atmosphere through thevents, the frequency of the tests shall be increased.Gas should be vented only through the PV valves and / or mast risers, duringloading.On ships with reliable remote ullage reading indicators, as far as possible,topping off should be done with the closed loading method.Ullage ports should be open for at least 2 minutes before manual sampling or ullaging is carried out, to enable gas to dissipate. During such period the flamescreens are to be in place and no more than two ullage ports shall be open atany time.Loading through pump room piping should be avoided. The pump room bilgesmust be dry of hydrocarbons.Loading rate should be reduced during topping off.

Sufficient personnel must be available on stand by to assist any personaffected by H 2S Resuscitators and SCBAs must be readily available for use.


149/196




Manual Gauging

The personnel involved should stand at right angles to the direction of wind.Intakes of air-conditioning or vents may have to adjusted to prevent escapinggas from entering the living spaces or engine room.

Increased emission of H2S

Studies have shown that highest emissions of H 2S takes place at the discharge port, mostly during cargo ullaging activities before discharging and whencargo tanks are ballasted after Crude Oil Washing.The emissions can be reduced by allowing the IG pressure to drop tominimum before completion of discharge enabling the pressure created while

ballasting to repressurise the system with minimum activation of the PVvalves.

During passage

When underway on the loaded passage the H 2S hazard is less . However anyleaks in the pipeline or pumproom can be dangerous. The pump room blower must be in continuous operation. Periodic tests must be made in anycompartment where the gas is likely to present.During ballast passage after discharging, pumps or lines must not be openeduntil they are thoroughly washed. Frequent tests must be made for presence of H2S gas.

Overhaul of automatic tape housings should be carried out with the PV valvein open position to prevent release of gas from the tape housing.


150/196




NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TON

Algerian CondensateHR-720 Algeria 65.0 0.00


151/196




Gharib Blend Egypt 24.0 3.00 0.9095 7.038 NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONGulf Suez Mix Egypt 31.0 1.30 36 0.8703 7.356Ras Budran Egypt 24.8 2.40 25 0.9048 7.075Ras El Behar Egypt 32.5 1.60 30 0.8623 7.424Ras Gharib Egypt 25.0 3.00 34 0.9037 7.084Zeit Bay Egypt 34.5 1.45 30 0.8520 7.514Anguille Gabon 32.0 0.74 3 0.8649 7.401Gamba Gabon 31.8 0.11 73 0.8660 7.392Lucina Marine Gabon 39.5 0.05 59 0.8271 7.741Mandji Gabon 30.5 1.10 54 0.8730 7.333Mbya Gabon 35.8 0.8454 7.573Oguendjo Gabon 34.2 0.8536 7.501Rabi Gabon 34.2 82 0.8536 7.501Salt Pond Ghana 37.4 1.10 0.8374 7.646Prinos Greece 31.0 0.8703 7.356Coban Blend Guatemala 25.5 0.9008 7.106Bombay High India 39.2 0.15 81 0.8285 7.727Ardjuna Indonesia 37.7 0.12 80 0.8359 7.659Arimbi Indonesia 31.8 0.20 100 0.8660 7.392Arun Condensate Indonesia 54.0 0.00 0.7625 8.398Attaka Indonesia 43.2 0.07 -30 0.8096 7.909Badak Indonesia 41.3 0.08 -15 0.8185 7.823Bekapaj Indonesia 41.1 0.08 4 0.8194 7.813Bima Indonesia 21.3 30 0.9255 6.916Bunyu Bunju Indonesia 31.7 0.09 61 0.8665 7.387Cinta Indonesia 32.0 0.08


152/196




Soroosh Cyrus Iran 18.1 3.30 10 0.9454 6.771Bal Hassan jambur Iraq 34.1 2.40 -18 0.8541 7.496

NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONBasrah Heavy Iraq 24.7 3.50 -22 0.9054 7.070Basrah Light Iraq 35.0 2.10 15 0.8494 7.537Basrah Medium Iraq 31.1 2.58 -22 0.8697 7.360Kirkuk Blend Iraq 37.0 1.97 - 8 0.8394 7.628

North Rumalia FAO Iraq 34.3 1.98 2 0.8530 7.505Burgan Wafra Kuwait 23.3 3.37 -5 0.9136 7.007Eocene Kuwait 18.6 4.55 -15 0.9422 6.794Hout Neutral Zone Kuwait 33.0 1.90 -4 0.8597 7.446Kiafji Neutral Zone Kuwait 28.3 2.80 -22 0.8850 7.233Kuwait Export Kuwait 31.0 2.50 5 0.8703 7.356Ratawi Neutral Zone Kuwait 24.5 4.30 - 4 0.9066 7.064Amna Libya 36.1 0.15 73 0.8439 7.587Bouri Libya 26.0 1.76 59 0.8979 7.129Brega Bu Attifel Libya 40.4 0.21 30 0.8228 7.782Bu Attifel Libya 43.6 0.04 90 0.8077 7.927Es Sider Libya 36.7 0.60 45 0.8409 7.614Sarir Libya 38.3 0.30 75 0.8329 7.687Sirtica Libya 43.3 0.43 27 0.8091 7.913Zueitina Libya 42.0 0.28 45 0.8152 7.854Bekok Malaysia 49.1 0.02 27 0.7832 8.176Bintula Malaysia 36.0 0.05 27 0.8444 7.582Labuan Malaysia 33.0 0.13 54 0.8597 7.446Miri Light Malaysia 38.0 0.07 32 0.8344 7.673Pulaj Malaysia 42.5 0.02 23 0.8128 7.877Tapis Malaysia 44.3 0.10 39 0.8045 7.959Tembungo Malaysia 37.4 0.04 25 0.8374 7.646Istimus Reforma Mexico 33.0 1.51 5 0.8597 7.446Maya Campeche Mix Mexico 22.0 3.32 -36 0.9213 6.948Olmeca Mexico 39.0 0.75 0.8295 7.718Panuco Mexico 12.8 5.39 35 0.9800 6.531Reconstitucion Mexico 13.2 4.52 25 0.9773 6.549Santa Ana Tabasco Mexico 29.5 1.18 10 0.8784 7.288Tampico Constructiones Mexico 17.8 5.45 5 0.9473 6.757Antan Nigeria 34.7 0.8510 7.523Bonny Light Nigeria 37.6 0.12 36 0.8364 7.655Bonny Medium Nigeria 25.2 0.23 -5 0.9025 7.093Brass River Nigeria 42.0 0.09 -5 0.8152 7.854Escravos Nigeria 37.0 0.14 43 0.8394 7.628

Forcados Blend Nigeria 29.7 0.29 12 0.8773 7.297Pennington Nigeria 36.6 0.07 32 0.8414 7.609Qua Iboe Nigeria 37.4 0.11 50 0.8374 7.646Ekofisk Norway 35.8 0.18 15 0.8454 7.573Ekofisk Norway 43.3 0.14 10 0.8091 7.913Gullfaks Norway 28.60 0.44 -49 0.8833 7.247Murchison Norway 38.00 0.27 45 0.8344 7.673Oseberg Norway 33.8 0.8556 7.483Statfjord Norway 38.4 0.27 39 0.8324 7.691


153/196




Oman Export Oman 34.0 0.79 -15 0.8546 7.492Badin Blend Pakistan 45.0 0.05 64 0.8013 7.990High Cold Test Peru 36.3 0.07 25 0.8429 7.596

NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONLoreto Peru 34.0 0.29 34 0.8546 7.492Los Organos HCT Peru 28.5 0.10 25 0.8839 7.242Low Cold West Peru 34.0 0.09 85 0.8546 7.492Dukhan Qatar 42.7 1.10 -2 0.8119 7.886Qatarland Dukhan Qatar 40.9 1.29 -5 0.8204 7.804Qatar Marine Qatar 37.0 1.57 25 0.8394 7.628Arabian Extra Light Berri Saudia 39.0 1.10 -30 0.8295 7.718Arabian Heavy Saudia 27.0 2.80 5 0.8922 7.174Arabian Light Saudia 33.6 1.70 -2 0.8567 7.473Arabian Medium Zuluf Saudia 31.0 2.40 -40 0.8703 7.356Burgan Saudia 23.3 3.37 0 0.9136 7.007Amposta Marino Spain 16.8 64 0.9535 6.712Castellon Spain 35.2 10 0.8484 7.546Souedie Syria 24.8 3.71 40 0.9048 7.075Souedie Spain 24.9 3.84 -22 0.9042 7.079Syria Syria 38.0 0.45 19 0.8344 7.673Erawan Thailand 55.0 0.10 73 0.7584 8.444Geleki Thailand 27.5 97 0.8894 7.197Lakwab Thailand 26.5 81 0.8951 7.152Morn Thailand 34.9 86 0.8500 7.532

Nahor Katia Mae Soon Thailand 31.3 0.18 95 0.8687 7.369 Nang Nang Thailand 29.0 0.10 86 0.8811 7.265Phet Thailand 39.0 0.10 86 0.8295 7.718Rudra Sagar Thailand 22.1 43 0.9206 6.952Galeota Blend Amoco Mix Trinidad 30.3 0.32 55 0.8740 7.324Galeota Mix Trinidad 32.8 0.27 -4 0.8607 7.437Ashtart Tunisia 29.0 1.00 48 0.8811 7.265El Hajeb Tunisia 29.9 1.00 28 0.8762 7.306El Hajeb / Gremda Blend Tunisia 35.3 0.8479 7.551Zarzitine Tunisia 43.0 0.07 10 0.8105 7.900Abu Al Bu Khoosh U.A.E. 31.6 2.00 10 0.8671 7.383Dubai U.A.E. 32.0 1.70 16 0.8649 7.401El Bunduq Abu Dhabi U.A.E. 38.5 1.12 8 0.8320 7.696Lower Zakum U.A.E. 40.0 1.05 -6 0.8247 7.764Mubarak U.A.E. 37.0 0.62 10 0.8394 7.628Murban Abu Dhabi MixU.A.E. 39.0 0.80 10 0.8295 7.718Umm Shaif Abu Dhabi MarU.A.E. 37.4 1.40 -22 0.8374 7.646

Upper Zakum U.A.E. 34.0 1.70 0.8546 7.492Argyll U. K. 37.9 0.18 43 0.8349 7.668AUK U. K. 37.1 0.45 48 0.8389 7.632Beatrice U. K. 38.7 0.05 55 0.8310 7.705Beryl U. K. 36.5 0.42 0.8419 7.605Brae U. K. 33.6 0.42 21 0.8567 7.473Brent U. K. 38.1 0.40 27 0.8339 7.677Brent Blend U. K. 38.0 0.38 5 0.8344 7.673Buchan U. K. 33.7 0.84 43 0.8561 7.478


154/196




Cormorant U. K. 34.9 0.71 54 0.8500 7.532Cormorant South U. K. 35.7 0.56 21 0.8459 7.569Crawford U. K. 32.6 32.6 0.8618 7.428Dunlin U. K. 34.9 0.39 43 0.8500 7.532 NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONFlotta U. K. 35.7 0.40 19 0.8459 7.569Forties U. K. 36.6 0.30 27 0.8414 7.609Fulmar U. K. 39.3 0.26 10 0.8281 7.732Magnus U. K. 39.3 0.28 0.8281 7.732Maureen U. K. 35.5 0.55 45 0.8469 7.560Montrose U. K. 40.1 0.23 16 0.8242 7.768Murchison U. K. 38.0 0.27 45 0.8344 7.673

Ninian Blend U. K. 35.6 1.10 36 0.8464 7.564Statfjord U. K. 38.4 0.27 39 0.8324 7.691Tartan U. K. 41.7 0.56 16 0.8166 7.841Thistle U. K. 37.0 0.31 54 0.8394 7.628Cherokee Stream OKC U.S.A. 36.7 0.75 10 0.8409 7.614Coastal B-2 Mix Texas U.S.A. 35.8 0.11 25 0.8454 7.573Conroe Texas U.S.A. 37.4 0.06 5 0.8374 7.646Denver basin Col U.S.A. 37.2 0.30 55 0.8384 7.637Dover-Hennessey OKD U.S.A. 39.4 0.16 0 0.8276 7.736East Miss Mix Miss U.S.A. 38.8 0.89 45 0.8305 7.709East Texas Mix Texas U.S.A. 38.5 0.28 35 0.8320 7.696Gohlke Mix Texas U.S.A. 40.1 0.08 35 0.8242 7.768Gulf Coast Light Texas U.S.A. 40.6 0.11 15 0.8218 7.791Hawkins Mix Texas U.S.A. 27.1 2.22 55 0.8917 7.179Kuparuk U.S.A. 23.0 1.76 -54 0.9154 6.993La It Sweet LA U.S.A. 38.0 0.40


155/196




Yellow Creek Miss U.S.A. 37.7 1.09 75 0.8359 7.659Zulu Warrior Gotchah U.S.A. 10.0 100.00 0 0.9994 6.404Alaskan North Slope U.S.A. 27.0 1.06 1 0.8922 7.174Ship Shoal LA U.S.A. 34.1 0.34 5 0.8541 7.496So La Sweet HLS U.S.A. 39.6 0.12 0 0.8266 7.745 NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONSouth Line LA U.S.A. 34.1 0.27 15 0.8541 7.496Summerland Mix Miss U.S.A. 32.2 1.59 25 0.8639 7.410Sunset West Mix LA U.S.A. 38.6 0.10 25 0.8315 7.700Weeks Island Mix LA U.S.A. 34.1 0.19 10 0.8541 7.496West Central Texas U.S.A. 37.1 0.42 15 0.8389 7.632West Delta 30/41 LA U.S.A. 26.0 0.41 30 0.8979 7.129West Tx Lt Texas U.S.A. 44.4 0.25 70 0.8040 7.963West Tx Sour Texas U.S.A. 33.3 2.10 40 0.8582 7.460Ekhabinskaya Sakhalin U.S.S.R. 30.7 0.37 -17.5 0.8719 7.342Soviet Export Blend U.S.S.R. 32.5 1.70 -9 0.8623 7.424Tyumen U.S.S.R. 34.0 0.97 9 0.8546 7.492Urals U.S.S.R. 33.5 1.40 0.8572 7.469Anaco Wax Venezuel 40.0 1.15 0.8247 7.764Bachacero Venezuel 12.8 2.45 0 0.9800 6.531BCF-17 Venezuel 16.8 2.40 -9 0.9535 6.712BCF-24 Venezuel 24.2 1.70 60 0.9083 7.047Boscan Venezuel 10.2 5.40 79 0.9980 6.413Cabimus Venezuel 22.2 1.75 45 0.9201 6.957Ceuta Venezuel 30.0 1.40 -35 0.8757 7.310Colon Venezuel 34.9 1.00 0.8500 7.532Cretaceo Venezuel 42.0 0.38 -44 0.8152 7.854Lago 5 Venezuel 35.0 1.10 0.8494 7.537Lago Medio Venezuel 32.0 1.17 -15 0.8649 7.401Lagomar Venezuel 31.2 1.30 25 0.8692 7.365Lagotreco Shell Venezuel 32.4 1.32 6 0.8628 7.419Laguna Venezuel 11.1 2.80 0.9917 6.454Lagunillas Venezuel 15.0 2.30 0.9653 6.630Lagunillas Hvy Venezuel 17.0 2.19 -29 0.9524 6.721Larosa Medio Venezuel 24.5 1.79 -54 0.9066 7.061Leona Venezuel 21.0 1.50 -44 0.9274 6.902Mara Heavy Venezuel 16.7 5.00 0.9542 6.708Mara Light Venezuel 29.6 1.60 0.8778 7.292Menegrande Venezuel 18.5 1.70 0.9428 6.789Merey Venezuel 16.0 2.20 -9 0.9587 6.676Mesa Venezuel 30.0 0.8757 7.310

Morichal Venezuel 12.0 3.50 36 0.9855 6.495Oveja Venezuel 14.5 2.38 15 0.9686 6.608Pilon Venezuel 13.1 2.50 0.9780 6.544Santa Ana Venezuel 39.4 0.15 80 0.8276 7.736Santa Rosa Condensate Venezuel 49.4 0.04 50 0.7819 8.190Stream Venezuel 35.1 0.66 61 0.8489 7.541Tamare Venezuel 18.2 1.70 0.9447 6.775Tiajuana 102 Tiajuana 24 Venezuel 25.8 1.63 55 0.8991 7.120Tiajuana Doce Venezuel 12.3 2.59 30 0.9834 6.508


156/196




Tiajuana Heavy Venezuel 18.2 2.24 40 0.9944 6.775Tiajuana Light TH Venezuel 31.4 1.18 45 0.8681 7.374Tiajuana Light 2 T12 Venezuel 31.6 1.08 5 0.8671 7.383Tiajuana Lt Venezuel 31.4 1.90 -44 0.8681 7.374Tiajuana MD-26 Venezuel 26.9 1.54 50 0.8928 7.170Tiajuana Med Sour Venezuel 24.2 1.70 60 0.9083 7.047 NAME Synonym Origin API 60F SUL Pour PTF DENS.15C BBLS/TONTiajuana Pesado Venezuel 12.1 2.60 0.9848 6.499Tiajuana Treee Venezuel 13.0 2.65 20 0.9786 6.540Viet Export Vietnam 38.0 0.02 91 0.8344 7.673Marib Yemen 40.8 0.15 25 0.8208 7.800Masila Yemen 31.1Zaire Zaire 31.7 0.13 79 0.8665 7.387


157/196


Chapter 9 CARGO INFORMATION Revision: 0 Appr.by: OHW

Section 2 Product Cargoes Date: 31.10.94 Page 1 of 16

9.2 Product Cargoes

9.2.1 Introduction

The petroleum products carried in bulk by sea can be considered to fall within oneor two general categories - they are either white oils or black oils, and areshipping in clean tankers or dirty tankers respectively.

In general, clean oils are the distilled lighter fractions derived from the refinery process and black oils are the heavier residues, but there is a large middle groundcovered by gas oils. In addition there is a wide variety in the types of lubricating

oil, from very light and thin transformer and spindle oils to heavier and dark cylinder and gear oils.

Although lubricating oils generally have high specific gravities in line with mostof the black oils, the need to carry these refined cargoes in as pure a state as

possible has led them to be classed among the clean oils.

Problems arise when itemizing the cargoes within each of the above generalcategories Since there no standard nomenclature in the oil industry, a .largenumber of designations are used throughout the world to identify the various

product/feedstocks transported by sea. Some of the commonly listed names arelisted hereunder.

PETROLEUM PRODUCT CARGOES

WHITE OILS

Intermediate productsLight Distillate Feedstocks

Light distillate feedstocks (LDF) Natural gasoline (casingheadgasoline)Gas works feedstock Catalytic reformer feedstock Chemical feedstock PlatformateStraight run gasoline (SRG) Straight run benzine (SRB)

Naphtha (full range/light/heavy) Alkylate (iso-octane)Gas oil components (light/heavy) lso-pentane


158/196




Motor Gasoline Blending Components

Reformate Steam cracked gasolineCat cracked gasoline (full range/light/heavy)

Intermediate products

Light Distillate Feedstocks

Refined products

Motor Gasoline (MOGAS) Aviation Turbine FuelsSuper motor gasoline Aviation turbine gasoline (Avtag,

JP4)Premium motor gasoline Aviation turbine Kerosine (Avtur,

ATK)Regular motor gasoline AvcatClear motor gasoline JP5

Dual purpose Kerosine

Aviation Gasoline Kerosine

Premium aviation gasoline Regular KerosineAviation gasoline Premium KerosineLower aviation gasoline Superior KerosinePriming Fuel Lighting KerosineRocket Fuel Stove oil

Tractor vaporizing oil

Gas oil Special Boiling Point Solvents(SPPS)

Automotive gas oil SBPIndustrial gas oil Rubber solventDistillate marine diesel Unleaded cleaning spirit (pale)High speed diesel oil


159/196




Inferior Kerosine White Spirit Navy distillate White SpiritHeavy blended diesel Low automatic white spiritDERV High automatic white spirit

Mineral turpentine

BLACK OILS

lntermediate Products

Carbon black feedstocks Road oilFuel oil component Paraffin waxy distillateLong residue Bright stocks slack waxBitumen Heavy spindle oil slack waxHeavy fuel oil

Refined Products

Light fuel oil (no.4) Medium fuel oil (341-1500)Low -sulphur fuel oil Fuel oil ( more than 1500)

Distillate marine diesel (black) Marine diesel

LUBRICATING OIL

Intermediate Products

Waxy lub. Oil distillate (WLD) Naphthenic cylinder oil distillate Neutralised naphthenic distillate (NND) High Viscosity Index (HVI)Un-neutralised naphthenic distilliate Medium Viscosity Index (MVI)

(UND) 44Naphthenic SO raffinate (NSR) Low viscosity index (LVI)

Naphthenic Spindle oil distillate


160/196




9.2.2 White oil

White or clean oils are the lighter distilled fraction of the crude oil barrel andinclude such grades as motor gasoline , aviation spirit, benzene , white spirit ,aviation turbine fuel and majority of the gas oils including high speed diesel. Themost important consideration during bulk transport by sea is that anycontamination of white oils by residue of the heavier oils is avoided. For thisreason it is normal practice to have a vessel trading in either one grade or the other for an extended period because of the difficulty of cleaning for white oils after thecarriage of black oils. However, in recent years many ships have been designed asflexible clean/dirty traders.

9.2.2.1 AVIATION FUEL

This fuel is high-octane aviation spirit and is commonly known as aviationgasoline (Avgas). The higher performance grades, have to be almost tailor-madefrom three or four selected components using formulation that can vary little from

batch from batch. Typical components in such a blend would be iso-pentane,alkylate and catalytic.

9.2.2.2 AVIATION TURBINE FUELS

These grades, sometimes known as ATF, can roughly be divided into twoclasses:-

Turbine gasoline (Avtag-JP4)This product has a gasoline base and hence a flashpoint below 23C (73F)

Turbine kerosine (Avtur - JP1A, dual prupose kerosine and Avcat - JP5) Theseproducts have a kerosine base and have flash points around 38 0C (100 0F) andupwards.

The presence of water in petroleum cargoes is all times undesirable but, whereaviation turbine fuels are concerned, this is particularly so and it is very importantthat tanks, pumps and pipelines be thoroughly drained of water and tanks mopped

dry before loading commences.

Water haze in aviation turbine kerosine, which can lead to filter blockage by ice particles, will eventually settle out if left standing but this is impossible at mostshore installations. Care must also be taken, therefore, to ensure that ships linesand pumps be free from water before discharge is commenced.


161/196




Frequently, both before and after completing discharge ATF parcels, the shoreinstallation may expressly ask the ship to pump water to clear the shore pipelines.If this is done, the Master must not assume that any ATF remaining on board is nolonger water critical, since the installations usually divert the water contaminated

portion to motor spirit storage in the case of (a) an illuminating kerosine storage be drained black to an empty tank before further discharge of ATF is undertaken.

Anti-icing additives are sometimes added to ATF cargoes and any water presentwill leech out the additive. Hence, it is important that any residual water after draining must be reduced to a minimum. This may be achieved by the use of eductor equipment or, if such equipment is unavailable and pools of water areevident, by hand mopping.

9.2.2.3 GASOLINE (ALSO KNOWN AS MOTOR SPRIT ORPETROL)

The most important characteristic of the gasoline, is its anti-knock value or octane number. The boiling range of a motor spirit is generally from 300 toabout 2000C. Necessary attributes of a motor gasoline include an acceptableodour and a freedom from any tendency to leave gummy deposits in the manifoldsystem.

9.2.2.4 VAPORIZING OIL

This product, also known as power kerosine is, as the latter name implies, akerosine fraction as is specially manufactured for use as a fuel in certain spark-ignition engines.

9.2.2.5 KEROSINE

Kerosine, also known as paraffin in the U.K., is manufactured as a straight-runfraction from crude oil, generally in the boiling range 150 0 - 250 0C. As such, itcovers the same range as aviation turbine kerosine and ordinary kerosine (alsoknown as lamp kerosine) as a common grade. Kerosine is widely used in central -

heating installations, domestic heating stoves, incubators, blow-lamps andcamping stoves.

Tests for evaluation of kerosine are, therefore, primarily concerned with buringqualities, e.g. a standard wick-fed lamp is used to measure the height of the flamewhich can be attained before smoking commences (the smoke-point). Anessential difference between premium and regular grades of kerosine is that theformer has a high smoke-point. To achieve a high smoke-point it is necessary to


162/196




remove the aromatic compounds since these, because of their relatively highcarbon/hydrogen ratio (compared with paraffinic by hydrocarbons), tend to burnwith a smoky flame. This is done by a solvent extraction process using liquidsulphur dioxide as the solvent.

9.2.2.6 GAS OILS

By nature of their properties and usages, gas oils are shipped to less criticaltolerances than those of kerosine. Although lead-free, gas oils can tolerate smallamounts of lead. Contamination into other gas oil grades is acceptable providingits sulphur content and pour/cloud point is not lower and the flash point is not alimiting factor.

Water contamination is as critical a problem for gas oil as it is for kerosines andother product grades. Water haze produced by pumping fuel containing freewater, can redeposit a water layer in the tanks. When such water contains salt it

present a potential corrosion hazard if allowed to accumulate.

Whilst water haze in gas oil supplied as fuel for gas turbines is not in itself harmful to the operation of the engine, its presence nevertheless indicates thatsodium, which can cause severe pitting of the turbine blades, may be present inunacceptably high concentrations. Great care should therefore be taken to ensurethe absence of water throughout the ships cargo handling system, particularly in

lines and pumps.

If the oil is hazy on loading, water will tend to settle out during voyage. If water dips are found prior to discharge, after consultation with the receiving installation,efforts should be made to strip out the settled water before discharge of the bulk of the cargo. This will minimize any rehazing of the gas oil by the mixing of theships pumps. If it is not possible to strip to a shore line it will be necessary totransfer on board to a suitable empty tank, if available.

9.2.3 High Vapour Pressure Cargoes

Cargoes having high vapour pressure (HVP) characteristics are particularly liableto evaporation losses and to difficulty in draining. These difficulties occur in somegasolines (but not usually those shipped as finished products) such as casingheadgasoline and in certain crude oils, particularly where they are overheated or discharged in tropical climates after being loaded in the winter months in thePersian Gulf, A high vapour pressure cargo is considered as being one having atrue vapour pressure in excess of 10ld/sq. in at the temperature at which it ishandled. Cargoes with a RVP of over 16lb/sq. in, or with a true vapour pressure


163/196




expected to exceed 14.7lb/sq. in, at any time, are not usually carried in ordinarycargo tanks.

Before loading HVP cargoes, care should be taken that the pressure/vacuumvalves on the venting system are working efficiently and that the gland packingsand tank lid are properly fitted to minimise cargo loss through evaporation.Pumps, pipelines and valves must be in top class condition to ensure efficientdraining. Where the tanker is passing through an area where the temperatures aregreatly in excess of the temperatures of the cargo on loading, consideration should

be given to cooling the main deck by means of sprinklers or hoses.

9.2.4 Black Oils

In the past specifications for residual fuel oils were based on Redwood viscositiesand in Europe on Engler viscosities but today most oil companies determine theviscosity of residual fuels by the kinematic method at a temperature of 50 degreeC in line with the international engineering industrys move towards S. I. Units. Inmost cases the changeover means only a small change in the viscosity of the fueloil supplied and will not affect the fuel-burning plants operations.

9.2.4.1 FUEL OILS

The general description fuel oils includes a variety of products from the lowviscosity light fuel oils used in domestic furnaces to heavy bunker fuel. Inaddition, increasing environmental concern has meant that a number of thesegrades are now manufactured as low sulphur fuel oils. Wax has been known tocause serious problems with some of the low viscosity light fuel oil grades and,for this reason, fairly stringent tank preparations are needed to avoid the

possibility of contamination by wax from previous cargoes of fuel oil and crudeoil.

Low sulphur fuel oils have sulphur contents of one per cent or less and arefrequently manufactured with sulphur contents very close to the specification

limit. As a result only very minimum contaminations with other grades of fuel oilcan be tolerated.

Medium fuel oils of viscosity 35 0 to 150 0 secs. Redwood 1 (15-40 centistokes at80 degree C (175 degree F) generally have much lower pour points than lowsulphur fuel oils. In consequence, ships loading such products after the carriage of LSFO should be stringently cleaned. Pour point should be checked at load port.


164/196




Although tank cleaning routines for ships engaged solely in the heavy fuel oiltrades are probably the least critical of any product tanker, stringent cleaning mustnormally be carried out when loading these grades after crude oil.

9.2.5 Light Distillate Feedstocks

These cargoes which include naphtha, reformer feedstocks and natural gasolineare unleaded products and have flash point within or below the ambienttemperature range. They are very sensitive to lead and special precautions arenecessary when loading into tanks which have previously carried leaded spiritssuch as motors spirits and aviation gasolines. Lead is absorbed by rust and scaleand can be retained in the scale during the carriage of other products such as gasoil, if thorough tank cleaning is not carried out between cargoes. It will then leechout to an unacceptable level in the distillate feedstocks. To ensure freedom fromlead, hot washing must always be used in the preparation of uncoated tanks andall loose scale removed from the tank bottoms.

When loading catalytic reformer feedstock cargo samples are usually taken just before the liquid level in the tank reaches 0.5 metres and subsequently checked for lead. Sampling of these cargoes should only be necessary, however, when they arecarried as part-cargo with other leaded products.

Heavier distillate grades can tolerate small quantities of ATF, white spirit, SBPS,kerosene or lighter distillate grades. However since these cargoes tend to beunrefined they may put others off specification as regards odour, colour, corrosiontests etc.

9.2.6 Lead Critical Cargoes

Before any lead critical cargo can be loaded into a vessel the tanks (s) concernedand associated pumps and pipelines must be completely free from lead. Leadcritical cargoes include edible, animal and vegetable oils, molasses and naphthas.

To reach a lead free condition after the carriage of a leaded grade of product, it isrequired that at least three lead free cargoes be carried.

Water ballast cannot be counted as an unleaded cargo.


165/196




Depending on vessels trading pattern, it may take considerable amount of time toachieve the required status, particularly if advantage is not taken of everyunleaded load.

On all occasions when unleaded, non-lead critical cargo is loaded, if possible, thiscargo must be loaded in all spaces which previously carried leaded cargo. Thismay well mean that the cargo may have to be loaded into tanks which otherwisewould have been left empty. This will however, ensure that the vessel is broughtto a lead free condition as quickly as possible.

When loading Unleaded MOGAS it is important to ensure that the cargo is in factunleaded and not low-lead. Some terminals classify low-lead as unleaded.

9.2.7 Aromatic Solvents (SBPs, White Spirits)

These products are made to a strict specification and a high degree of purity isessential; no contamination by other types of products can be tolerated.Occasionally, product tankers are required to load parcels of these products whichcontain a very high percentage of aromatics of a type that gives a good solvent of asphaltic matter and, consequently, they may be readily down-graded if tanks, andespecially pipelines, contain any trace of black oil products.

If the ship concerned has always been in the cpp trades, there is no equivalentrisk. However, if the clean oil ship has carried black oils, the internal surfaces of the cargo pipelines become impregnated with oil, oxidised oil and asphalticmatter. On conversion back to the white oil trades, these residues are removed to adegree dependent on the solvent action of the normal white oil products.

Although the ship may have made a successful return to the cpp trades after thecarriage of black oils, these solvents, of which Super Benzex is the mostsignificant, are much more powerful and still able to extract residue, which in factis insoluble in, and therefore does not contaminate, normal clean grade.

Even after periods of thirty and forty days in clean cargoes following a changeover from black oil trading, aromatic solvents may suffer colour deterioration and,consequently, ever effort is made not to commit them to recent black oil traders

before these have carried an appreciable number of cargoes like gasoline.

Whenever aromatic solvents are first carried after black oil trading, the tank(s)and pipeline(s) (especially dead ends) to be used should be thoroughly washedand, additionally, the system flushed with, say, 30-40 tons of the solvent to be


166/196




loaded. This product will be subsequently discharged ashore for down-grading if laboratory tests prove it to be necessary. As an additional precaution the tank should be loaded to a level of approximately two-thirds of a metre and the producttested for quality before normal loading commences.

9.2.8 High Pour Point (Waxy) Cargoes

Of particular interest here are brightstock and distillate slack waxes and waxy lub.oil distillates and residues. The essential requirement for successful carriage anddischarge for these cargoes is that temperatures be strictly maintained at least 6 0C. (10 0F) higher than their pour points to facilitate pumping and draining. Heatshould be maintained on the cargo during discharge and, once the heating coils

become uncovered, draining should be completed without delay. If the cargo isunder-heated at this point, or if draining is delayed, the waxy products willquickly solidify and a poor discharge with dirty tanks will result.

The slack wax should be loaded overall, whenever possible, to minimise the risk of lines becoming solid on passage. When the balance of the cargo consists of oneof the naphthalenic lub. oil distillates, great care must be taken to ensure that thesefeedstocks are not contaminated by wax. This is best achieved by arriving at theloading terminal with all tanks gas-free and loading the slack wax overall and the

balance of the cargo through the ships lines, ensuring, whenever possible, that itis discharged before the slack wax. Unless the centre tanks used have indpendentsuctions, the adjacent wing tanks should, whenever possible, be left empty.

If the procedure described above is not possible, the slack wax should be loadedfirst, and before loading the balance of cargo, the whole pipeline system should bethoroughly washed round with a quantity of another grade, slopping this into theship or shore tankage.

Similarly, if it is necessary to discharge the slack wax first, the ships lines should

be cleared by slopping into a suitable shore tank before commencing to dischargethe balance of the cargo.

Brightstock slack wax, or crude petrolatum, has a very high congealing point,necessitating exceptionally high carriage temperatures and special precautionsduring handling and carriage. Middle East product can be carried in producttankers with grid coils capable of heating to 75 0C (170 0F) but Caribbean

brightstock which congeals at that temperature, must be carried in ships equipped


167/196




with more than the normal heating capabilities. Whatever the heating potential,the coils must be well tested before loading commences. To ensure againstheating coil breakdown and to reduce wax deposits on tank walls to a minimum.Adjacent wing tanks should be loaded with a grade of oil that can be heated ashigh as possible.

On completing the discharge of the higher pour point grades, Lines/ pumps shouldimmediately be cleared, preferably with hot water which has previously beenintroduced into and heated in an empty tank, or, alternatively, f circumstancesrender this impossible, other prior arrangements should be made with the shoreinstallation to clear the lines, such s bowing back into the tanks with compressedair from the shore.

Cleaning after waxy cargoes, when this is necessary for quality purposes or other reasons, is invariably more difficult than after other cargoes but, if the foregoing

procedures are compiled with, this should be reduced to a minimum. Machinewashing as the maximum permissible temperature and pressure should beundertaken and, in vessels fitted with bottom grid coils, it is a good idea to floodthe tank bottoms with about half a metre of water and heat this to the maximumtemperature possible so that the wax washed off by the machines falls on to a hot

base instead of a cold tank bottom. This procedure will enable the bulk of the waxto be removed by pumping, leaving only a small amount to be removed manually.

9.2.9 Lubricating Oils

This terms covers a diverse ranges of products specially blended to meet therequirements of every conceivable type of machinery, be it large or small, andunder a variety of conditions of temperature, loading, operating speed andconstruction materials. The products thus vary from light, thin oils of very lowviscosity such as required for delicate instruments (transformer and spindle oils)to heavier, darker and highly viscous lubricants used on open gears or wire ropes.Typical classifications of lubircating oils, gear and transmission lubricants, metal-

working lubricants, i.e. cutting oils, rolling oils (for metal working) andcompressor oils. Other types include the so called high-temperature syntheticlubricants (for aero-turbine engines) and lubricating greases.

For lubricating oils used in internal combustion engines, the starting point is aseries of waxy distillates obtained by distilling, under vacuum, the residue leftover from the crude oil after gasoline, kerosine and gas oil have been removed.


168/196




These basic lubricating oil cuts are purified, in stages, by solvent processes toremvoe wax, aromatics and unstable materials which under service conditionscould lead to corrosion.

A lubricating oil is normally classified in terms of its viscosity at some standardtemperature, but equally important is its viscosity index (VI). The VI is anempirical number giving a measure of the extent to which an oil thins out, i.e.decreases in viscosity, as the temperature is raised. A crankcase oil, for example,must have a viscosity low enough to permit ready starting on a cold morning butthen not become so thin when the engine gets hot that it loses its lubricatingability. An oil which meets the above requirements is said to have a high VI. This

property can be controlled to some extent by refining, but the modern trend

towards multi-grade oils of extremely high VI relies on the assistance of certain polymer compounds which function as VI improvers.

Lubricating oils are transported in large quantities by sea, usually as base-oilstocks which still have to be blended and/or mixed with additives. The base-oilstocks can be divided into two main groups (a) light neutral stocks and (b) brightstocks. The light neutral stocks, which are the lighter fractions obtain after distillation, and bright stocks, the heavier lub. oil fractions, together form the

basic components for the manufacture of lubricating oils of various viscosities. Atthe blending unit, additives of either chemical or vegetable origin are included togive the lubricating oil the specific characteristics required. Additives are also

regularly carried in bulk by sea and are often tough, strongly-adhesive, syrupyliquids.

A certain number of general purpose type product tankers are engaged permanently or for prolonged periods in the carriage of lubricating oils. This practice allows contamination risks to be minimized and tank cleaningrequirements to be reduced. No special equipment is necessary for vesselsengaged in this trade although certain minor modifications are usually made tofacilitate the draining of pipelines and pumps.

Again, water is a serious contamination of this petroleum product; large

quanitities of lub. oil can be seriously degraded by admixture with a smallquantity of water. Prior to loading all pipelines should be cleared of water bytrimming the ship and draining from the lowest points, after which the drain plugsin pipelines, valves, expansion joints, etc. should be removed to allow any water to drain out. All valves of the gas venting system should be opened fully to allowany condensed vapour or moisture that may have collected in the pipes to bedrained off into the tanks. The tanks must then be thoroughly mopped up and alltraces of water removed. The pumproom pipelines and valves should be given


169/196




similar attention, whilst water in the discharge side of the cargo pumps should not be overlooked.

Lub. oils are often carried on multi-point discharge voyages and, increasingly parcels are on-carried over what would normally be a ballast voyages and,occasionally it is necessary, to clean tanks, with cargo still on board. In suchcircumstances, every precaution, even at the expense of some delay, must betaken to ensure that lub. oil are not contaminated by water. Procedures such asreserving one pump and line exclusively for water or balasting overall via the tank cleaning system should be resorted to whenever possible. Pumps and lines usedfor ballasting should be dealt with as described above before subsequent use withlub. oils.

Since some of the more viscous lub. oils are required to be heated to ensure asatisfactory pump rate during discharge, heating coils in the tanker must be inthoroughly efficient condition prior to loading as leakages with lub. oil cargoesare particularly undesirable. Lub oils should always be heated slowly and never abvoe the maximum permissible temperature as local overheating may result in agrade being damaged.

Lub. oil cargoes comprise many different grades, 10 to 20 on a single voyage arenot uncommon. Bulkheads separating the grades should therefore be liquid-tightwhiel the pipeline valves should be in good order. Since the characteristics of lub.

oil are such that they can be loaded overall, this procedure should be adoptedwhenever possible. This allows the loading of several grades simultaneouslywithout risk of admixture while the piping system remains empty, thusfacilitating, when the time comes to discharge, the decision regarding the mostsuitable sequence to adopt with a view to avoiding admixture in the pipeline.

When practicable, it is advisable to load grades of similar characteristics in similar line grouping so that, if required, it will be possible to follow up one grade withthe one adjoining without serious admixture when discharging.

On occasions lub. oil parcels are shipped with white oils and, less frequently,

black oils. This practice is avoided whenever possible since the many and costlyrefining processes required to produce suitable lubricants makes contamination

between these different grades during transit a particularly serious matter. Caremust be taken if these cargoes are shipped together to reserve a pump and pipelinefor either the lub. oils or other grades, whichever are in minority.

When other petroleum products are to be loaded after the carriage of lub. oils,cleaning procedures must be just as stringent as those required for the loading of


170/196




lub. oils. This is due to the fact that greasy residues which remain adhering to thetank structure following the discharge of lubricating oils have a deleterious effecton some other products. For coated tanks which have carried lighter lub. oils, thestandard tank washing procedure is adequate provided careful attention to thewashing machine drops is maintained. For the heavier grades and for all lub. oilgrades carried in uncoated tanks, hot washing water together with additional carein the procedure is essential.

9.2.9.1 Wax-Free Lubricating Oil Feedstocks

These cargoes, neutralised and un-neutralised naphthenic distillate (NND andUND) are partly refined feedstocks used exclusively for lub. oil manufacture.Since even the slightest contamination by wax will render them unsuitable andresult in heavy claims, it is essential that they be loaded into wax-free tanks. Theyare also highly susceptible to salt contamination and therefore, on completion of discharge of ballast and before loading, particular attention should be paid to theefficient draining of tanks, pipelines, etc. to ensure that the salt content remainingis reduced to a minimum.

Unless the tank previously contained the identical grade to be loaded, efficientmachine washing should be carried out, followed by the lifting of any loose scaleor sediment. When preparing tanks for subsequent cargoes after discharging thesegrades, the same cleaning as required after blending diesels should be applied.

9.2.10 Carbon Black Feedstock

Carbon Black Feedstock (Aromatic Concentrate or Aromatic Tar) is carried at atemperature of about 135 0F (57 0C) and is similar in consistency to a very heavyfuel oil. It is a very dirty cargo.

It is water critical with a specific gravity slightly above 1,000 and is thereforeliable to emulsification.

With Carbon Black being very sensitive to water contamination, especially saltwater, full precautions must be taken to ensure that tanks, strainers, pumps, etc.are completely dry prior to loading.

To remove traces of salt in the cargo tank the tank should be fresh water rinsed.

Heating coils should be thoroughly tested before arrival at the load port and anydeficiencies rectified.


171/196




Should a coil leakage be detected during carriage then the Mangers should beadvised immediately.

Ballast taken immediately after discharge should if possible only be loaded intotanks which have not contained Carbon Black Feedstock.

If ballasting to tanks having contained Carbon Black is unavoidable then the dirty ballast should be discharged as soon as possible and the tank cleaned.

Carbon Black Feedstock should be regarded as a Marpol Annex 1 cargo.

9.2.11 Waxes

Wax, although regarded as an undesirable material when manufacturinglubricating oils, is nevertheless of intrinsic value as a separate product. The waxwhich is removed from the lighter lubricating oil stocks has relatively largecrystals and is known as paraffin was; that from the heavier fractions has muchsmaller crystals and is usually referred to as micro-crystalline wax. Paraffinwaxes are normally marketed on the basis of a melting point test. Control of thischaracteristic is necessary in connection with the products primary uses, i.e. themanufacture of candles and tapers, the impregnation of paper (for food cartons),in polishes, for electrical insulation and as water-proofing agent. This latter usealso provides a major outlet for micro-crystalline wax.

9.2.12 Properties of Petroleum Products

9.2.12.1 Specific Gravity

Of fundamental importance to ship design is the cargos specific gravity (S.G._ S.G.s for a range of petroleum products are given in Table 8. The Table alsogives an idea of the number of grades of each type of cargo a product tanker iscalled upon to handle. Black oils tend to be heavier than clean oils and hence dirty

products tankers are considered to be deadweight carriers whereas clean productstankers are capacity or volume vessels. Since crude oils contain both clean anddirty products, the S. G.s of crude oils usually fall somewhere within the S. G.range of the various dirty products. The S. G.s of clean oils usually fallsomewhere between 0.63 and 0.90 while those of black oils fall between 0.78 and1.00.


172/196




SPECIFIC GRAVITIES OF PETROLEUM PRODUCTS

Products No. of Grades Specific GravityMotor GasolineAviation Fuels :

GasolineKerosine

KerosinesVapourising oilsWhite SpiritsFeedstocksGas OilsDiesel OilsLubricating Oils

33

86

234

3618441118

0.713 - 0.741

0.699 - 0.7120.744 - 0.790

0.791 - 0.8080.774 - 0.790

0.630 - 0.9000.640 - 0.785

0.827 - 0.8450.828 - 0.8450.870 - 0.930

9.2.12.2 Volatility

The volatility of various petroleum products presents hazards requiring carefulconsideration in the ship design process as well as during cargo handling andcleaning operations. A property particular interest in this respect is the cargosflammability, an assessment of which can be made by means of its flash point andvapour pressure together.

Static electricity is a problem of considerable consequence on board tankers.Generally, cargoes containing some residual material such as black oils and crudeoils are non-static accumulators, while the opposite is true to clean petroleumcargoes. Ships carrying cpp must exercise care with fluid exit velocities, single

point contacts and bonding. Related properties such as toxicity and gas density arealso a major consideration in developing and products hazard analysis profile.

9.2.12.3 Pumpability

This term is used to describe the ease with which a cargo may be pumped and isdependent mainly on its viscosity and pour point, both of which are related totemperature.

In general, dirty cargoes require some form of heating to facilitate pumping in theambient conditions of N. W. Europe, whereas clean products do not. Theexception to this general rule are lubricating oils which due to their high viscosity,do require some form of heating.


173/196



Section 3 Vegetable Oils Date: 31.10.94 Page 1 of 6

9.3 Vegetable Oils

9.3.1 Temperatures during Discharging

Solid and semi-solid vegetable oil products in cargo tanks should be heated slowly sothat they are liquid and completely homogeneous before transfer. For optimum resultsthe various products may be heated up to the temperature as shown hereunder. Theseare as a guidance only and vessels shall be guided by the Shippers / charterersspecific instructions when loading these cargoes.

UNLOADING TEMPERATURE

Products Minimum Maximumdegrees C degrees C

Palm Oil (processed or crude) 50 55Palm Stearin* (processed or crude) 55 60* 65 70*Palm Olein (processed or crude) 30 35Palm Oil Mid Fraction 40 45Palm Kernel and Coconut Oil 30 35Palm Kernel Olein 30 35

Palm kernel Stearin 40 45Tallow 55 60Groundnut and Cottonseed Oil 20 25Other Liquid Oils Ambient 25Palm Acid Oil and Palm FattyAcid Distillate 55 70Specified Fatty Acids 5 10 0C

above Titre point The lower temperatures apply to soft grades, while the higher temperatures apply to both

crude and processed oils in each grade.

9.3.2 Temperatures During Storage and Transport

To prevent excessive crystallisation during carriage, oil in tanks are usuallymaintained within the temperature ranges given below.

TEMPERATURE DURING STORAGE AND TRANSIT

Products Minimum Maximum 0 C 0 C

Palm Oil 32 40Palm Olein 25 30Palm Stearin 40 45


174/196




Tallow 44 49

Palm Kernel/Coconut Oil 27 32Liquid Vegetable Oils AmbientPalm Acid Oil and PalmFatty Acids Distillate 52 55

The temperatures are chosen to minimise damage to the oil. Some crystallisation willoccur, but not so much as to require excessively long heating before delivery. Thus

palm oil stored at 32 0 - 40 0C will require about three days heating at 5 0C / day to bringit to discharge temperatures.

9.3.3 Loading and Unloading Sequence

Where a number of products are unloaded through a common pipeline system thesystem must be cleared between different products or grades. The order of loading or discharge must be carefully chosen to minimise the consequence of contamination.

The following principles should be observed :-

Fully refined oils before partly refined. Partly refined oils before crude oils. Edible oils before technical grades.

Fatty acids or acid oils should be pumped last. Special care should be taken to prevent contamination between lauric and non lauric oils.

If possible the first 3 - 5 tonnes of each grade should be collected in separate tanks for quality checks.

When empty, tanks, pipelines and pumps should be drained and all heating tuned off.

9.3.4 Deterioration of Cargo

9.3.4.1 General

Three types of deterioration can occur in oils and fats during the operations dealt withhere.

OxidationOxidation of oils results in chemical changes leading to rancidity. While the oilrefinery can put right some of the effects of oxidation, processing of oxidised oils ismore expensive, and rectification may be incomplete.

Oxidation requires the presence of oxygen which is a universal component of theatmosphere. While it would be possible to protect oils totally from contact with air, itwould be uneconomical. Much can be gained by reducing contract and this principleis the basis of several of the recommendations. Oxidation proceeds more rapidly at


175/196




containing alloys, and these must be excluded from the systems. Other metals such as

iron also have a catalytic effect though it is less than that of copper. There is thereforean advantage in providing storage tanks with an inert coating, and ensuring theabsence of rust.

HydrolysisThe breakdown of fats to fatty acids is promoted by the presence of water and higher temperatures. Hydrolysis is also promoted by the growth of microorganisms in the

presence of water. Tanks should always be clean and dry before use. Free fatty acidsalso promote hydrolysis and therefore crude oils in particular will increase in acidityduring transport. In the case of fully refined palm oil it has been found that oils

shipped with an initial acidity of 0.05% (as oleic acid) or less change very little,whereas oils shipped with acidity above 0.05% show increases.

ContaminationContamination may be from residues of a previous material handled in the equipmentfrom dirt, rain or sea water, or through the accidental addition of a different product.In storage installations and ships, particular difficulty may be experienced ensuringcleanliness of valves and pipelines, particularly, where they are common for differenttanks. Contamination is avoided by good pipeline / tank design, adequate cleaningroutines and effective inspection.

9.3.5 Palm Acid Oils (PAO)Palm Fatty Acid Distillates (PFAD)

PAO and PFAD are both very aggressive towards tank coating due to the high percentage of Free Fatty Acid (FFA) that they contain. Reference must be made to thetank coating manufacturers Tank Coating Resistance List before loading thesecargoes.

PFAD has a wide range of cargo specifications an hence care has to be taken to

determine the actual FFA of the grade to be carried.

The general condition to be observed when carrying PFAD, are as follows: - Tanks used for PFAD should be completely dry and the Master should ensure that the

original water content of the cargo is not increased during carriage by any outsideadditions, e.g. leakings heating coils, ingress of water through tank openings etc.

Representative load and discharge samples must be taken and retained on board. Cargo heating is to be carried out fully in line with the Charterers instructions and due

caution taken to prevent overheating during carriage.Normal carriage temperature : 40 0C - 50 0CNormal discharge temperature : 65 0C - 70 0C

Maximum water content of PFAD should not exceed 0.5% Mineral acid content (Sulphuric and/or Phosphoric acids) should always be nil. Tank


176/196




GENERAL SPECIFICATIONS FOR PALM OIL PRODUCTS

1. Neutralised Palm Oil *FFA (As Palmitic) 0,25% max.M & I 0,1% max.I.V. (Wijs) 51 - 56S.Pt. C (AOCS Cc 3-25) 33 - 39Colour Natural Palm Oil

2. Neutralised *FFA (As Palmitic) 0,25% max.Bleached Palm Oil M & I 0,1% max.

I.V. (Wijs) 51 - 56

S.Pt. C (AOCS Cc 3-25) 33 - 39Lovibond Colour Red = 20 max.(5 cell)

3. Neutralised, Bleached * *FFA (As Palmitic) 0,25% max.Deodorised Palm Oil or M & I 0,1% max.Physical (Steam) Refined I.V. (Wijs) 51 - 56Palm Oil S.Pt. C (AOCS Cc3-25) 33 - 39

Colour (5 cell) 3 R. 30 Y max.Taste Bland

4. Crude Palm Oil *FFA (As Palmitic) 5,0% max.M & I 0,25%max.I.V. (Wijs) 55 min.S.Pt. C (AOCS Cc3-25) 24 max.C. Pt. (AOCS Cc 6 - 25) 10 max.Colour Natural Palm Oil

5. Neutralised Palm Olein *FFA (As Palmitic) 0,25% max.M & I 0,1% max.I.V. (Wijs) 55 min.S.Pt. C (AOCS Cc3-25) 24 max.C. Pt. (AOCS Cc 6 - 25) 10 max.Colour Natural Palm Oil

6. Neutralised *FFA (As Palmitic) 0,25% max.M & I 0,1% max.I.V. (Wijs) 55 min.S.Pt. C (AOCS Cc3-25) 24 max.C. Pt. (AOCS Cc 6 - 25) 10 max.Lovibond Colour 20 Red max.(5 cell)

7. Neutralised, Bleached & *FFA (As Palmitic) 5,0% max.Deodorised Palm Olein or M & I 0,25%max.


177/196

INTERNATIONAL TANKER MANAGEMENTOPERATION

manual(oil tanker).doc

Documents