DPP to CPP Tank Cleaning

TANK CLEANING FROM DIRTY PETROLEUM PRODUCTS TO CLEAN PETROLEUM PRODUCTS

Carry out following steps:

1. Butterworth for 2-3 hours with sea water close to and max. temp 50 DegC (Not more). Do not wash with hot temperature because product can change characteristic.(High boiling residues)
2. Butterworth for 2 hours with sea water close to 60 to 70 DegC in second time.
3. Create a mixture (5%) of a chemical such as Superdegreaser in a slop tank, keep water mixture temp around 80 DegC and use this water for recirculation inside the cargo tanks. Each tank recirculation for about 2 hours. You may need to change this / create new solution, when the water inside slop tank becomes very black.
4. Butterworth for 1-2 hours with hot (80DegC) sea water.
5. Check the tank for sludge. If sludge is present, you may need to vent and gas-free and then manually demuck the cargo tank, prior giving another 1 hour of hot sea water wash.
6. Rinse with Fresh water for 30 minutes at ambient temperature.
7. Vent / mop / dry and demuck as required. Basis the quantity of sludge remnant in the tank, you may have to do some part of tank cleaning again.

Another option is to carry out the re-circulation process using Gas-oil, however, this could be very dangerous as the flammability is unknown and slightest error or source of ignition can cause a problem. In this case, all free-water must be removed prior re-circulating Gas Oil and also tank must be inerted to <5% Oxygen.

CP-Superdegreaser (CTC)

Characteristics & applications 

• Emulsifying agent based on aromatic solvents
• Contains anionic and non-ionic surface agent
• Specific solvent with high boiling and flash point
• Ideally suitable for the removal of crude oil, bitumen, paraffin and other high melting point stains
• Can be used undiluted up to 65°C
• Safe for use on epoxy, polyurethane, zinc-silicate coatings and stainless steel.

Properties
Basic components: Aromatic & aliphatic solvents, emulsifiers, anionic and non-ionic surface active agents 

Characteristic
PH 1%:	7.0
Phys. properties :	light amber liquid
Spec. gravity:	0.90
Flashpoint :	65°C - 10% solution in water 95°C
Solubility in H2O :	emulsifying with water
Application for use:
Concentration :	2-10% recirculation or direct manual spraying
Temperature:	cold - 95°C

Afterwards rinse thoroughly with fresh water.
Safety Aspects 

• avoid contact with eyes and skin
• in case of irritation rinse with plenty of water

Wastewater 

• Dispose according to regulation.
• Persistention: product is fully biodegradable

CARECLEAN DEGREASER (By Marine Care)
HEAVY DUTY SPLIT
A cleaning agent with excellent separating properties for the removal of mineral oils and
similar residual sediments.

• Suitable for removal of mineral oils.
• Strong emulsifying cleaning agent.
• Suitable for cleaning of engine rooms.
• safe on most common metals and polyurethane, epoxy and zinc silicate coatings.
• After 24 hours without circulation the emulsion splits into water and oil containing Careclean Degreaser Heavy Duty Split.

Application

• Ideal tankcleaning product for removal of mineral oils and fats.
• May be used full strength in spraying application method.
• Excellent for removal of residues from engine room floor plates and decks.

Directions for use

1. Degreasing
1. General cleaning Dependant upon the degree of contamination Careclean Degreaser Heavy Duty Split can be used pure, or diluted with water as a 2 to 20% emulsion at temperatures of 20 - 50 °C. After cleaning rinse with water. 

Note: When making up an emulsion always add the product to the water in that order, whilst stirring constantly. 

2. Floorplate maintenance. Careclean Degreaser Heavy Duty Split should be used undiluted when cleaning decks and floorplates. Spray the area to be cleaned with full strength product and allow to soak for between 10 to 30 minutes. Brush the treated surface occasionally and finally rinse with water.
Important note: Before commencing any cleaning all rubber type sealing rings etc. should be tested for compability with the cleaning solution.

Gulf of Aden - HRA Allowance

Following is my interpretation of the Gulf of Aden transitting vessels crew HRA Allowance. This is only my personal thought, and does not really mean that I'm correct in this regard. This will need to be clarified by ITF directly, which as I understand, no company is wanting to.

The wordings of the ITF declaration in this regard is as follows:
///////

Given continuing pirate attacks on merchant ships despite the presence of a number of international navies, the Joint Negotiating Group (JNG) and the International Transport Workers Federation (ITF) agreed in London, United Kingdom to extend the geographical coverage of the IBF High Risk Area and terms and conditions applying in said area as follows:

1. With effect from 0001Z on 1st April 2011 the Extended Risk Zone is as follows:

“The western border of the Zone runs from the coastline at the border of Djibouti and Somalia to position 11 48 N, 45 E; from 12 00 N, 45 E to Mayyun Island in the Bab El Mandeb Straits.
The eastern border is set at 78 E, the southern border is set at 10 S and the Northern Border set at 26 N.”

The IBF Extended Risk Zone Map is attached in Annex.

2. The IBF constituents have agreed that during a vessel’s transit of the Extended Risk Zone protection of seafarers through the provision of increased security measures should be adopted. Such measures must be above the latest Best Management Practice level and may include the provision of personnel or systems which appropriately reduce the vulnerability of a vessel. The sufficiency of such extra security measures should be determined depending on vessel type, size, freeboard during transit and speed, with consulting and seeking advice of respective ITF union(s) where necessary.

3. The IBF constituents confirm that the adoption of Best Management Practice is required of all vessels operating under IBF agreements as a minimum standard of protection.

4. Within the Extended Risk Zone the IBF constituents agree to retain the previously designated IBF High Risk Area as it is recognised that the pirate attacks emanate mainly from bases in this region. The Western Border of this High Risk Area runs from the coastline at the border of Djibouti and Somalia to position 11 48 N, 45 E; from 12 00 N, 45 E to Mayyun Island in the Bab El Mandeb Straits. The Eastern Border runs from Rhiy di-Irisal on Suqutra Island to position 14 18 N, 53 E; from 14 30 N, 53 E to the coastline at the border between Yemen and Oman, together with a 400 mile zone off the eastern coast of Somalia, i.e. from Suqutra Island down to the Kenian border in the South.

5. During the period of transit of the area designated as the IBF High Risk Area seafarers shall be entitled to compensation amounting to 100% of the basic wage and a doubled compensation payable in case of death and disability. This entitlement should apply on each day of the vessel’s stay in the High Risk Area.

6. In the case of vessels that will transit the IBF High Risk Area outside of the east bound and west bound lanes created under the International Recommended Transit Corridor (IRTC), seafarers have the right not to proceed with the passage. In such an event, the seafarer concerned shall be repatriated at the company’s cost with benefits accrued until date of return to the port of engagement. This entitlement shall only apply in respect of vessels which are bound to enter the IBF High Risk Area, and will not apply in case of crossing the rest of the Extended Risk Zone.

7. Vessels may deviate from the International Recommended Transit Corridor (IRTC) lanes without affecting the terms and conditions for the seafarers onboard for collision avoidance purposes only, as long as they are returned to the original lanes as soon as it is safe and practicable to do so.

8. During the period of transit of the IBF Extended Risk Zone, outside the area which is designated as High Risk Area, each seafarer shall be entitled to a bonus equal to 100% of the basic wage [the entire interpretation would change here and be absolutely clear if there was a comma or a full stop here, the hyphen in the next clause should be read only applicable to doubled compensation during attack in case of injury or death] and a doubled compensation in case of injury or death - on any day during which the vessel he serving on is attacked. The proof of these entitlements shall be subject to a confirmed entry into the ship’s log book and a report of attack being lodged with recognised international reporting authorities, such as UK MTO. The maximum period when these entitlements may apply shall not exceed the number of days of the vessel’s transit of the IBF Extended Risk Zone outside the area designated as High Risk Area. For the purpose of this article an attack means any unauthorised and obvious action taken by a third party in a wilful attempt to board or damage the vessel or to harm the crew which leads to the activation of the relevant vessel contingency plans including the alerting of the whole crew.

9. The IBF constituents believe that, in order to assist the military efforts to counter piracy in this region, all vessels that are subject to a confirmed attack should report to international navies present in the area or other relevant authority, to assist in the deployment of naval resources to appropriate areas, where piracy attacks are occurring.


10. Within all of the IBF Extended Risk Zone, including the High Risk Area, the above identified entitlements to double basic pay and double compensation for injury or death will not apply while vessels are alongside a berth, at anchor in secure anchorages off ports or attached to SBM facilities - with exception of Somali waters and ports. It is understood that vessels will have to transit the high risk area in order to proceed to certain ports and as such the bonuses mentioned in above should cease when a vessel is either all secure alongside, brought up to her anchor or fully coupled to a SBM in any port of the IBF Extended Risk Zone, excluding Somalia. Likewise when sailing, the applicability of bonuses etc. should commence when the vessel is “all gone”, i.e. the last line is let go from a berth, when the anchor is aweigh or a vessel has de-coupled from a SBM.

11. This Revision of the IBF High Risk Area remains in force from 0001Z on 1st April until any further revision or amendment is adopted by the constituents of the International Bargaining Forum.
/////////////

If the above text is taken by the law of implied terms, and the principle of consistency, the points 8 and 10 automatically would suggest that the allowance of basic wages is applicable for a vessel when sailing through the HRA / IRTC and then entering the Extended Risk zone. Point 10 will have no meaning otherwise, because it is obvious that in the Extended Risk Zone (excluding Somalia) there would be no allowance applicable unless a pirate attack takes place at the port of departure immediately following "all gone and clear".

The context of Points 5 and 8 and all the relevant points above dealing with seafarer rights and compensation can work in three ways:

1) Vessel transitting only the HRA / IRTC.

2) Vessel transitting only the Extended Risk Area and not entering the HRA. No compensation, unless attacked.

3) Vessel transitting the HRA as well as the Extended Risk Area. In such case, basis point 10 and the required legal consistency, the entire period should be covered.

Therefore the companies that are only paying 2 or 3 days basic allowance need to be woken up. The crew onboard should not be cheaply compromised for a short allowance of 50-200 dollars, when, they are the ones that are actually facing the raging bullets and the terror. But then, I'm no legal expert and I still maintain that the Piracy issue will not cease until the World stops looking at solutions like Naval Patrols and Armed Guards.

Everyone is profiting from it, except the poor seafarer, who is left facing the actual danger and agony for peanuts. Be it the Insurance companies, be it the Armed Guards or be it the Pirates. Oh and yes, Flag and Class are profiting too, because they're making money by writing dispensations and issuing short term certificates. So who do you think is actually wanting to let go of this money making racket!

Portable Level Gauging Devices

Limitations of presently available Cargo Tank Portable Level gauging devices:


During a recent correspondence with the makers of Portable tank gauging instruments, it has been highlighted that so far no UTI's are available on the market for use on corrosive liquids, such as Sulphuric acid. Majority of the UTI's are IIB classified, while for gauging acids, IIC classified products are required.

Enraf Honeywell GTEX UTImeter have come up with a specific sensot, called Ultra sensor, which can withstand specific chemicals, such as acids. This special sensor would be able to stand sulphuric acid without any comparison with the standard sensor considering however that this part as the rest of the device shall be cleaned with an appropriate solution after every measuring campaign to neutralize the corrosive effect of this acid. However, this sensor is still IIB certified.

Below from the makers of Enraf:

Quote----

Lastly, I would like to highlight that:
     - our STANDARD SENSORS DO NOT WITHSTAND and MUST NOT BE USED TO GAUGE SULPHURIC ACID. Only specific sensors equipped with a beige sensor head equipped with a metallic cap can withstand sulphuric acid (difference between standard Ultra sensors and specific sensors for specific chemicals).
     - Referring to IBC Code, Section 11.5 Acids, our units shall not be used to gauge sulphuric acid. I recommend anybody to assess the suitability of our devices before using it to gauge acids and more specifically sulphuric acid. See attached letter.
     - The units must be cleaned after every measurement campaign with an appropriate solution to neutralize the acids

----- Unquote


On a seperate issue, for Bitumen / Asphalt carriers, vessel's carrying cargoes at higher temperatures, like 150 DegC +, it is important to understand that all UTI's presently available in the market are only capable of measuring upto 90 DegC.

In short, there are no gas-tight device available off the shelf, as yet for using for measuring ullage / temperatures at high temperature. Asphalt temperatures could be as high as 180 Deg C.

In such case, it will be better to have onboard a Closed Sounding tape for ullaging only.

Further, for temperature measurement, that is where the real problem lies. For this, the best possibilities are (unless the UTI maker can provide an alternative solution – awaiting the details) to take a sample of the cargo, using the closed sampler and use a Marine Thermometer of range of 200 DegC to measure temperature, if need arises, with Risk Assessment done prior to usage. However, mostly in such cases, the tank fixed thermometers are always preferred and predominantly used, and thus it is imperative that the system is kept calibrated and serviced as soon as a problem is discovered.

Hope you’ve some spare temperature sensors for the system on board. If not, it may be prudent to request for a few standby sensors.


All I can think of is a modified system made of a normal brass marine thermometer of range upto 200DegC connecting to a normal sounding tape (minus the bob / weight) and inserted in the tank, if required, on each occasion through the vapor locks.

Further, understand, these thermometers will require to be yearly calibrated, preferably ashore or by a calibrated standard temperature device onboard to cover up SIRE / cargo surveyor requirements.

Good luck guys.

For Himanshu and others who may be interested

Dear all,
I finally found that someone does follow me - well this gentleman did and he asked me some questions, to which I've tried to answer. For others to think over, I'm reproducing them here.

1) Can U give a note(guidance) on making loading plan for an aframax/vlcc,Where loading rate is fast (10,000 m3/hr.)


My Ans:

Loading or discharging plans for smaller / bigger vessels is the same. Most important is for you to know the limitations of the vessel. Check your stability booklet for such. If you’ve U-shaped ballast tanks etc.

Every vessel’s pumping / loading arrangements are made basis the same consideration or ratio; rate of loading / discharge vis-à-vis the tank capacities. Accordingly, if you go on a small tanker of 30000T DWT, the max. pumping rate for homogeneous cargo will be about 3000 m3/hr, while if you go to a 100000 T DWT tanker, the pumping rates will be 10000 M3/hr.

This is always designed keeping in mind the filling rate and/or so the vapour displacement rate (P/V valve throughput etc.).

For developing any cargo plan, the most practical approach will be, in my opinion, as this is what I used to do –

1)    Work out your initial (ballast, no-cargo) stowage and stability and the final (all cargo) stowage and stability conditions.
2)    Your job is half done, once you’ve the above two conditions in hand.
3)    Next, assuming your question is for VLCC / Suezmax etc., means homogeneous cargo, start first foot loading in all tanks, that is work out a stage, where all your tanks or the first set of cargo tanks are filled about 0.5 – 1 m innage. During this time, you can start the loading at slow rate as per your ship’s design and shore agreement. Also you’ll start deballasting by gravity. Work out this condition on loadicator and compute the result, always keeping stern trim and maintaining vessel stability. Drafts should always agree with MARPOL criteria of max trim and minimum propeller immersion draft.
4)    At the next stage, you can start filling up tanks and reducing ballast slowly, always approaching your final condition, which you’ve already worked out earlier in stage 1. Continue deballasting keeping in mind the draft / favourable trim and stability.
5)    Always keep the amidships tanks slackest, available for the end. This would ensure that your ship does not develop sag, and towards the end, when you’re completing cargo loading, you’ll not have to keep resolving unusual trim.
6)    Multiple conditions will have to be worked for intermediate stages of loading, and this has nothing to do with time. As you work out, each stage will tell you, how much cargo has been taken in, and you’ll find that you have the time for each stage in hand, basis the available rates.
7)    At each stage, you’ll have to be careful about de-ballasting rates, since that has to be kept up with loading condition / stage too.
8)    In case, if you find that de-ballasting may be a problem, the best solution is to commence de-ballasting as soon as possible and prolong the initial slow loading rate stage and gradually increasing the rate of loading to max. Also towards the end, you can ask for decrease of rate in view of topping off.
9)    Keep an eye on the IG rates etc. to ensure it is coping up.
10) Actual topping off can be done towards the end. From my experience of stage loading, I’ve found its relatively easy to top-off tanks without having to reduce rate right until the end. What you have to do is plan your loading in such a way that each tank has a different level towards completion. This means on a bar graph if you see, you’ll have the cargo tanks filled with max. cargo on the extreme end (foremost and last) tanks, and gradually reducing to the centre. As you start topping off the end tanks, you can continue loading in the next set of tanks, changing over as you continue topping off, and as you reach closer to the last set of tanks, ask terminal to reduce rate. However, try this only if you are sure you are able to do this.

I’ve attached the cargo plan documents that I’d made during my own service as Chief Officer and now incorporated as company docs in my present company. You’ll have to amend the wordings, as these are more suitable in the present form for the chemical tankers.

Further questions:

Pls clarify on following pts-

1)Ford most & aft most tank will have least ullage,in case of heavy wx,during pitching oil/vapours may come out from ford tanks.

2) At discharge port,I can discharge those set of tanks which are nearly same,till all the tanks have come to nearly same level.

My Answers:

1)Ford most & aft most tank will have least ullage,in case of heavy wx,during pitching oil/vapours may come out from ford tanks.

The simplest explanation for this in layman terms is the principle of moments. Consider the fact that when a vessel is making way, its centre is the pivot point. Right? Now this Pivot point gets displaced or basically you can say that the loads along the scale passing through the pivot point keeps changing, causing the vessel to roll, pitch etc. Now the closer you are to this imaginery centre of the vessel, during her movement, you’ll feel less force of movement. However, the furthermost you are from this, the higher will be the resultant motion, with smallest exertion of force (think of Leverage). This would surely explain you, why?

However, it is important for you to understand also, that this is more importantly observed on vessels, where the Cargo tank PV valve orifice is on deck plating (remember normally it should not be constructed this way; it must be in the tank dome above the level of deck plate). With a trim in heavy pitching , cargo from forward will enter the PV pipes with orifice on deck platings and cause splashing on to deck. This would also cause rapid movement of vapours, being forced out of the P/V Valves.

Due to the same leverage, it is probable, in case of poorly maintained manholes on deck, that cargo or vapours may seep through it on deck.

2) At discharge port, I can discharge those set of tanks which are nearly same, till all the tanks have come to nearly same level.

What do you think, will happen (typical of vessels with pumproom ships and COPs in pumproom), when you commence discharge from tanks with different ullage level of cargo? You always commence discharge slowly, and increase it slowly too. Assume you started discharge from two tanks with ullages 3.6m and 1.4m. You will find that most of the cargo is being discharged from the second tank, while the 1^st tank may actually not change or may show an increase only. This is because cargo is getting transferred internally. Your expectations go for a toss.

It is always prudent to discharge the more filled cargo tanks until you are able to achieve a level lower than 88% in all tanks. This gives a safety margin too, in order to act, should there be internal inadvertent transfer of cargo.

Next question:

I noted that' There are numerous blogs, nautical institute site, various flag of registry sites, which provide you a lot of information.' Can you please name some of them for which I will be very grateful to you.

My Answer:

For Nautical Institute try www.nautinst.org

Various Classification societies have their own news feed, check them on their websites BV/LR/DNV/ABS etc.

For various Flag news, check

http://www.mantamaritime.com/

Marshall Islands: http://www.register-iri.com/

Liberia: http://www.liscr.com/liscr/

Panama: http://www.segumar.com/

Other sites:

http://www.safety4sea.com/

http://shipsbusiness.com/

http://gisis.imo.org/Public/

http://www.shipinspection.eu/

http://gcaptain.com/

http://pinoymaritime.com/blog/

http://mymaritimeblog.wordpress.com/

Blogs check as follows:

http://barratry.blogs.lloydslist.com/

http://ajitvadakayil.blogspot.com/

http://internationalshippingnews.blogspot.com/

http://theworldofshipping.wordpress.com/

http://kennebeccaptain.blogspot.com

http://www.lawandsea.net/maritime

http://www.themaritimesite.com/the-best-nautical-and-maritime-blogs/

Finally, anything you wish to get the knowledge on, just do a google search on it. I personally believe people blog for the reason of sharing the knowledge and experience. 

Remain objective in your search for a query, do not be judgmental, and you'll find the answers you are looking for.