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2009

Captain Peter Corbett MNI MRIN

Bulk Best Practise for Offshore Vessels

Bulk Best Practise for Offshore Vessels 1

Bulk Best Practice for Offshore Vessels is a practical and


informative guide designed specifically for ships officers and crew
who are involved with both dry and liquid bulk operations on
offshore PSV and AHTS vessels

Offshore & Marine


Resources

United Kingdom
Telephone +44(0)2088167289
Email: captain@offshoremarine.co.uk
Australia
Telephone +61 (0)861025880
Email captain@offshoreresources.com.au

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels


Bulk Best Practise for Offshore Vessels.
Dry bulk and oil based mud cargo systems and their operation.
Published by
Offshore and Marine Publications.
2 Shop Lane, East Mersea, Essex. CO58TR.
Tel UK +44 (0)2033181697.
www.offshoremarine.co.uk
Email publications@offshoremarine.co.uk.

Copyright Captain Peter Corbett MNI MRIN 2009

All rights are reserved. Apart from any fair dealing for the purpose of, private study, research, or review. No part of
this publication may be reproduced stored in a retrieval system, or transmitted in any form by any means, electronic,
mechanical, and photocopying or by any other means without expressed and written permission of the author or
under multiple copy licence agreement. Enquiries should be made through the publisher, Offshore and Marine
Publications.
publications@offshoremarine,co.uk

ISBN 978-0-9562107-1-5
.
This publication has been designed to address some of the issues in handling bulk products on Pipe Supply Vessels and
Anchor Handling Tug Supply Vessels. It does not however claim to be fully comprehensive or exhaustive in the subject
matter. The opinions expressed are those of the author/authors and not necessarily of the organisations they have
connections with.
Reader should make themselves aware of any changes with regards to policy and regulations, national and
international jurisdiction, and changes or amendments to administrative and statutory requirements that are in force
at the time of publication or that are introduced into force since the time of publication.

Inclusions and photographs reproduced by permission or from common or public sources remain the copyright of the
owner. The author extends his gratitude to all those who have contributed.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

Table of Contents
About the Author ............................................................................................................................................................................................................. 4
Warning & Precautions.................................................................................................................................................................................................... 5
Pneumatic Bulk Cement and Mud Handling Systems ................................................................................................................................................. 6
General ......................................................................................................................................................................................................................... 6
Basic Principles of Pressure Tank Operations ............................................................................................................................................................ 7
Loading Dry Bulk .............................................................................................................................................................................................................. 9
Discharging Dry Bulk .....................................................................................................................................................................................................10
To discharge the tank, .............................................................................................................................................................................................10
Purge Air ..........................................................................................................................................................................................................................11
Bulk Compressors ..........................................................................................................................................................................................................12
Aeration & Screens ........................................................................................................................................................................................................13
Control Panels.................................................................................................................................................................................................................14
Typical Operational Procedures ..................................................................................................................................................................................16
A Word of Advice. ...................................................................................................................................................................................................16
Procedures and Check Lists ...................................................................................................................................................................................16
Typical Filling Procedure .........................................................................................................................................................................................17
Typical Discharge Procedure:.................................................................................................................................................................................17
Typical Internal Bulk Transfer. ...............................................................................................................................................................................18
Trouble Shooting ............................................................................................................................................................................................................19
Routine Maintenance......................................................................................................................................................................................................21
After every operation ..............................................................................................................................................................................................21
Periodical ....................................................................................................................................................................................................................22
When bulk compressors are not used for long periods .........................................................................................................................................22
Mud Systems SBM OBM ................................................................................................................................................................................................23
Slope Plates and Sumps. ..........................................................................................................................................................................................24
Re-circulation System. .............................................................................................................................................................................................24
Agitators .....................................................................................................................................................................................................................25
Mud Pump Suitability................................................................................................................................................................................................25
Cargo Strainers .........................................................................................................................................................................................................25
Loading and Discharging Mud.......................................................................................................................................................................................27
Procedures and Check Lists: ..................................................................................................................................................................................27
Typical Filling Procedure from Shore: ..................................................................................................................................................................27
Typical Discharge Procedure:.................................................................................................................................................................................28
Discharging Brines. ...................................................................................................................................................................................................28
Trouble Shooting the Mud System. .......................................................................................................................................................................29
Valves and Pipe Work....................................................................................................................................................................................................30
Bulk Hoses and Fittings..................................................................................................................................................................................................31
Bulk Hose Colour Code Matrix ..................................................................................................................................................................................32
Bulk Hose End Fittings ...................................................................................................................................................................................................33
Presentation...............................................................................................................................................................................................................33
Camlock Fittings .......................................................................................................................................................................................................34
WECO or Hammer Lock Fittings: ........................................................................................................................................................................36
Avery Hardoll TODO Dry Break Fittings ...........................................................................................................................................................36
Hose Clamps and Ferrules ............................................................................................................................................................................................37
Repertory Protection.....................................................................................................................................................................................................39
Specific Gravity of Common Bulk Products ..............................................................................................................................................................40
Ships Name______________________________________ ...................................................................................................................40
Convertion Table............................................................................................................................................................................................................41
On board Inventory .......................................................................................................................................................................................................43
Camlock Fittings .......................................................................................................................................................................................................43
Annex One.......................................................................................................................................................................................................................45
UKOOA- Safe Management and Operation of Offshore Support Vessels ...................................................................................................45

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels

About the Author

Captain Peter Corbett MNI MRIN

Captain Peter Corbett is a Ships Master and Senior Dynamic Positioning Officer. He is English
and lives in the United Kingdom. He took command of his first vessel in 1983 in the Gulf of Suez
and apart from two years spent ashore since 1974 and continues sailing as a Ships Master to the
present day. He has worked offshore on anchor handling, multipurpose vessels, pipe supply
vessels crane and construction vessels. Areas of operations include areas such as South East
Asia, Nigeria, Angola, the Congo, the South China Sea, the Gulf of Aden and the Arabian Gulf.
Peter is a Member of The Nautical Institute, Royal Institute of Navigation and an Associate
Member of the Honourable Company of
Master Mariners.
Prior to starting a career in the Merchant Navy
Peter served in the Royal Marine Commandos
for seven years as an Assault Engineer and in
the Raiding Squadron. He served in the Far
East, Ethiopia and on internal security duties in
Northern Ireland.
At present he is working in the developing oil
fields off Australia and South Timor Sea.
Peters other publications include A Modern
Plague of Pirates A contemporary guide on
modern day piracy tactics and countermeasures.

Peter also runs a marine training company Offshore & Marine Resources and is a registered
trainer and moderator with the Institute of Occupational Health and the Chartered Institute of
Environmental Health as well as an associate of the Institute of Environmental Management and
Assessors

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

Warning & Precautions


Undertaking any work involving high pressure vessels and systems are by nature dangerous and
may either directly or indirectly create risks to the health and safety of the individuals engaged
with the work including third party contractors and casual passersby.
In previous years there have been a disturbing number of serious accidents using pressurised
bulk systems particularly when connecting and disconnecting hoses. However it is not the
purpose of this paper to be prescriptive in safety practices and procedures. Knowledge of a
subject is the most solid foundation on which to build a safety culture. In this paper I have
attempted nothing more than to offer an
Safety is every bodies responsibility. Every
illustration of typical bulk systems a practical guide
person on board the vessel has a duty of
to their operation and an insight on some of the
care towards themselves and to all other
problems that may be encountered by a ships
persons either on the vessel or on shore
officer or operator new to offshore vessels and
irrespective of whether they are involved in
the joys of bulk handling.
the operation or not.
Best practices in all spheres of human endeavour
come from pride professionalism vigilance and
knowledge.
It remains the responsibility of the operator/user to ensure that all risks have been properly
assessed and adequate and appropriate controls and precautions are identified applied and
maintained at all times. It is also the user/operators responsibility and duty of care to ensure the
equipment is operated properly in accordance with the manufacturers instructions to protect
the bulk handling system and its components from the risk of damage during throughout the
operation.
It is always user's responsibility to make all relevant hazard identifications and risk assessments
of all the activities associated with the use of the equipment they are going to use and to refer to
the manufacturers recommendations and procedures and to comply with any statutory
regulations, HSE guidance notes or company procedures which will always take precedence over
the non specific guidelines of this document.
A user without relevant experience of working with any bulk systems or with any bulk
products, or any similar products should seek appropriate advice to enable them to identify the
appropriate health and safety controls and precautions to protect themselves and other persons
against risks and to protect the system and/or its components whilst work is being undertaken.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels

Pneumatic Bulk Cement and Mud Handling Systems


General
As a general rule there are usually four bulk storage tanks or pods on board the average PSV
AHTS, however it is not uncommon for a modern and larger PSV,s to accommodate 6 tanks.
A typical dimension for each tank would be 4,400mm diameter by 4,550 mm overall height
providing a net capacity of 1650 cubic foot 46.7 cubic meters per tank or pod.
Modern systems are fitted with remote control and monitoring equipment controlled from a
remote control panel on the bridge in addition to those in the ER control room.
Compressed air for both the control system and the cargo air system is provided by two air
compressor units through an air drying system.
Typical
pressures/rate
is13.0m3/min.
at
5.6kg/cm2 (80 PSI).
The general configuration may vary from one
vessel to another. The most common
arrangement is four tanks installed either as a
block (two sets of two tanks side by side) or in a
single row fore and aft in a common bulk tank
compartment alternatively two tanks may be
installed in a foreword bulk tank compartment
and two tanks
installed in an after
compartment.
Usually segregated pipelines are employed to
avoid cross contamination, one line dedicated to
two tanks for cement and the other pipeline
dedicated to other bulk products such as
Bentonite Barites and Gel. However this is not
carved in stone and a prudent officer will ensure that they are familiar with the systems they will
be operating.
A good pipeline system will be arranged so that product can be discharged from either the port
or starboard side at the amidships discharge manifolds and from manifolds arrangements at the
stern of the vessel.
The discharge lines and manifolds are also used as filling lines for loading bulk material from
ashore or from other vessels.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

Basic Principles of Pressure Tank Operations


The pneumatic bulk cement and mud handling system are specially designed for installation
onboard offshore support/ supply vessels and suitable for loading and discharging product by
pneumatic transfer.
These tanks are cylindrical in shape and can
be fabricated for vertical or horizontal
installation. These bulk tanks are pneumatically
operated pressure vessels designed primarily
for carrying dry pulverized material such as
barite, cement, bentonite and other materials
used in drilling operations.
The operating pressure ranges are generally
low, from 3.0 kg/cm2 to 6.0 kg/cm2 (5.5
kg/cm2 being typical) with the air volumes
required to operate in the range from 1.2 m3/
min. to 40 m3/min.
The bulk handling system consists of cargo
tanks, compressors, remote control panel,
valves, interconnecting pipes and cables.

The loading is achieved by pumping the product


from the shore or from another vessel directly
into the top of the bulk tanks on board.
During the loading procedure a mixture of bulk
material and pressurized air which has been
fluidised will be transferred from the shore
facilities to the bulk tanks on board your vessel.
Once this mixture is on board and in the tanks
the product separates out and settles in the
bottom tanks, and the cargo air escapes
through the vent line at the top of the tank and
then over the side through a dedicated vent
line.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels

The discharging of the products from the ships bulk tanks is achieved by means of the ship's
compressor.
The special design of the tanks and the aeration unit and any cleaning device, if fitted should
enable the tank to be completely emptied. In order to discharge material from these tanks; it is
necessary to aerate (fluff up) and fluidize the product. In order to achieve this aeration jets, air
slides or other types of aeration devices are installed at the bottom of the tank.
The internal cone slope design of the tank is
such that all the product will flow to the
centre where it can be discharged The angle
of this slope sheet is sufficient so that the
product when aerated will flow by gravity
onto the aeration slides which also slope from
the bottom of the cone slope sheet towards
the central sump.
When the ships compressors are started a
high volume of air is introduced into the dry
product through aeration units, this aerated
product now acquires fluid like properties.
Similar to a liquid in characteristics the
fluidized product will seek its own level and
flow to a low point in the tank.
The sump is central and the lowest point in
the tank and it is here where the discharge
pipe termination and Venturi (elephants foot)
are situated. The increase pressure in the tank forces the product into and through the
discharge line to its destination the reception facility.
The speed or rate of transfer depends on many factors including the density of materials,
pressure maintained in the tank, air volume, line sizes and number and radius of bends in the line
the height of the installation and the head of the hose.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

Loading Dry Bulk


The actual operation of these pneumatically operated pressure vessels is relatively simple when
observing the following procedures. Ensure that the company SMS safety procedures for bulk
are carried out and the operations check lists are completed before starting operations. (see
Annex One)

For filling the tanks no air is introduced into the tank through the aeration unit as the material
entering the tank will already be fluidized by aeration at the pumping location (on shore).

All the valves on the tank should be closed. except for the deck fill valve (1), tank filling valve,
(2) tank vent valve (3), overboard vent valve (4), before pumping the of material is started.

When the tank is nearly full the material discharge valve at the pumping station is closed and
purge air is opened for a few minutes to allow all remaining material in the filling line to be
purged into the storage tank, and then both tank and deck filling valve and the tank and deck
vent valve are closed.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

10

Bulk Best Practise for Offshore Vessels

Discharging Dry Bulk


To discharge the tank,
Ensure that the company SMS safety procedures for bulk are carried out and the operations
check lists are completed before starting operations. (see Annex One) Check that all tank closings
are shut and that all the tank valves are closed and the discharge hose is connected to the
correct manifold and the compressors are started.

The deck discharge valve (1) is opened. The air inlet valves (2-3) to the tank are then opened
and the pressure inside the tank is allowed to build up to the normal operating pressure, this is
normally in the region of (5.6 kg/ cm 2 0.56 MPa). However check the manufacturers operating
instructions as pressure may vary from system to system. (Check with the facility that their
tanks are lined up and valves open)
Once the recommended pressure in the bulk tanks has been achieved the discharge line jet
purge air valve (4-5) is opened to maximum to blow through and prove the discharge line. The
jet purge air valve is then adjusted (usually around 35%-55%) to stabilize the pressure in the
storage tank prior to and during the discharge process. When a steady purge vent is observed
from the facility the transfer can commence. The tank discharge valve (6) is now fully opened
from the control panel and the product transfer will start.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

11

Purge Air
If ever there is a holy grail in bulk operations it is the purge air.
The jet purge air will determine the back pressure in the discharge line, and this back pressure
together with the air entering the tank through the aeration unit controls the pressure in the
ships bulk tank itself.
Keep a watchful eye on both the transfer hose on
the deck and the vent hose on the facility to gauge
just how the product flows. If the hose is swinging
and jumping rapidly, too much air is included in the
material being transferred. If the hose is only vibrating
slowly, the material being transferred is too dense. In
either situation, the purge air valve must be adjusted
to ensure the most effective aeration and the
maximum flow.
Note. The pressure which is built up in the ships bulk
tank prior to the discharge valve being opened is
maintained by the back pressure from the product in
the discharge line during discharge operation. It is this
back pressure that forces the product to its final
destination. However, as the distance from the
onboard bulk tanks to the ultimate destination can be
relatively long or high, the flow of the product can be
restricted by the relative friction of the hose run,
bends or the back pressure caused by the head (height) so may need to be assisted by additional
purge air introduced into the discharge lines at the facilities manifold.
When the level of the fluidized product in the ships bulk tank drops below the level of the
discharge opening (elephants foot) on the end discharge pipe there will be nothing to maintain
the back pressure and the pressure in the tank will suddenly drop to approximately 0.5 kg/ cm2
(0.05 MPa) showing that the tank is empty. This can also be observed by the increase in the
product and air exhaust from the facilities vent hose and the increased hose activity.
Most operators will repeat the discharge cycle at least two or three times to thoroughly clean
the tank of all pulverized material, especially if the tank is to be surveyed or used for a different
material on next voyage.
In the Unislip system a tank cleaning device is incorporated with the aeration unit.
The cleaning device is used at the end stage of discharge or after discharge; this cleaning
procedure is recommended if it is necessary to thoroughly strip the tank of bulk material for
survey or for loading another material on next voyage.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels 12

Bulk Compressors
Dedicated bulk compressors on board the vessel provide the air supply for discharge and
transfer operations as well the purge system and pneumatic valves. Air is compressed and then
passed through the air dryer and air receiver to ensure that no moisture is introduced to the
dry bulk product at any stage.
One compressor only is normally used to unload material from each individual tank. When a
higher discharge rate is required for discharging particularly heavy materials such as Barites, both
compressors may be used to discharge a single tank. Unless you are operating a specially
designed system do not attempt to discharge two tanks simultaneously using only one
compressor as each compressor unit is usually rated for the discharge of a single tank or pod at
any one time.
One advantage of using a single compressor is that if
one
compressor
malfunctions,
the
other
compressor can be used to discharge any tank.
Any two storage tanks within different material
systems can usually be loaded or discharged
simultaneously, however it is necessary to use two
compressors to achieve this. Each compressor feeds
into each systems common air inlet line.
For Example: No.1 compressor is used for either
the No. I or No.2 Cement tanks in system A and
the No.2 compressor is for either the No.3 or No.4
Barite tanks in system B (the air by-pass valve must
be closed)
Note: As most systems are basically designed to
discharge only one cargo at a time there may be
significant differences in the discharge rate due to the different specific gravity of the particular
product being discharged from each of the tanks.
Whenever one compressor is used for the discharge of all tanks, the air by-pass valve (crossover valve) must be always opened.
The pressure in the tanks is indicated by pressure gauges on the bridge panel, which allows the
operator to monitor the working pressure of the tanks and control the jet purge air supply to
the discharge line during the discharge operation. Compressors are controlled from the bridge
panel by means of stop and start buttons or touch screen display.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels

13

Aeration & Screens


Like purge air, the aeration screens are vital in keeping the product fluidised and mobile while in
the tank.
Without the vibration and aeration of the
product by the screens the air pressure
alone would achieve very little in the way
of discharge efficiency. Without good
aeration screens the product would
compact and compress and plug the foot
of the discharge line and cause back
pressure. The figure on the left shows a
plan view of a typical tank with the six
segments of the cone slopes and the six
screens in between.
Once the screens fluidise the product it
flows down the screen to the discharge
pipe. The product on the cone slopes on
each side of the screen is gravity fed down into the vacated space and on to the aeration screen
in a continuous process to be fluidised and discharged until the tank is empty.
The picture below shows a cement tank
that has been discharged blown through and
stripped. Good screens, clean systems, dry
air, and the experience and the skills of the
operator are evident.
This tank is fit to be loaded with another
cargo immediately and without the need for
a tank entry by crew to manually clean it.
When inspecting screens for damage pay
particular attention for wear and ripping
along the edges where the bolts and clamp
bars are.
A good tight screen should sound like a
drum when you tap it if it does not the
fabric could be fatigued or distressed. If the screen sounds with a dull thump when tapped there
is a good chance that the product has clogged or compacted underneath. This will restrict
airflow and reduce efficiency. If this is indeed the case it is better to sort the problem out now
and renew all the fabric screens in the tank rather than having to dig the tank out at a later date
because the system failed.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

14

Bulk Best Practise for Offshore Vessels

Control Panels
Although bulk operations can be controlled from the engine room there are obvious advantages
to controlling the scope of operations from the bridge particularly when it comes to both
communications and being able to observe the character of the operation in progress i.e. hose
activity, vent and purge to say the least.
On most systems there will be at least
one remote control console for the bulk
system installed in the wheel house
from where the discharge of product
from the bulk storage tanks to facility
can be directed and controlled via
manifolds on the port and starboard
sides of the on deck amidships, or from
manifolds at the stern of the vessel
This control console will be either on a
visual display unit, (screen) possibly with
touch screen control showing all the
components of the system pipe lines and
valves and values as a digital schematic
or of the MIMIC diagram type panel
showing simplified disposition of all components of the system and pipe lines in different colors
according to their purpose but with manual switching systems for the valves and compressor
start.
In both systems all controls, indicators and
monitoring displays and alarms are situated on
the display panel with exception of the
emergency shutdown which in the digital
mimic will be the only manual control on the
console and will usually be situated next to
the visual display unit on the console panel
The remotely controlled valves in the system
are butterfly valves operated by control air at
4.0 to 6.0 kg/cm2 from bulk air compressors.
The control air is distributed to open or close
actuators by electric solenoid valves that in
turn are controlled by switches on the MIMIC diagram panel. All valves except the jet purge air
valves have only one step control that is they are either fully closed or fully open.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

15

On visual display units valves will blink green when activated to open or close and will change to
a solid green colour when fully open and to a solid grey or white when closed. On the MIMIC
diagram panel Indicator lamps next to the manual switches on the control panel show if the
valve is open or closed, a red lamp for closed position and, a green lamp for open position. In
the case of the jet purge air valves, these are capable of variable opening control and are
provided with variable controls and analogue type opening indicators on the control panel.
The pressure in the tanks is indicated by pressure
gauges on the panel, or by indicator bars on the
visual display screen which allows the operator to
monitor the working pressure and control jet purge
air supply to the discharge line during discharge of
the tanks.

It is good practice
emergency stop from
before loading cargo
ensure that all the

to test the
time to time
operations to
valve function

efficiently

Compressors can be started and stopped from the


remote control
If a compressor should stop automatically in response to
an alarm condition; an alarm buzzer will sound at the
control station and the condition causing the automatic
stop will be indicated on the starter panel on the
compressor unit or in the alarm panel on the VDU
screen.
When filling bulk storage tanks a High Level alarm will
sound and the compressor will shut down automatically
once the tank has reached its working capacity. Note
This is not 100% of the volume of the tanks volume. A
void space must be reserved to take the purged line
contents when blown through and the initial working
cargo air.
The emergency shut-down system will be on, or very
near the display or console. Pressing the emergency stop
button will stop all compressors instantly and all valves
will revert to the closed position immediately with the
exception of manual valves on deck at the load/discharge
manifolds and the vent line manifolds in use (all other
manual valves should be closed at all times by default). The condition will be indicated by a red
lamp at the emergency stop button and an alarm buzzer will sound. After an emergency stop is
released, the reset button must be pressed.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

16

Bulk Best Practise for Offshore Vessels

Typical Operational Procedures


A Word of Advice.
To ensure successful loading and discharging operations please pay attention to the following
points: It must be stressed that attention to detail is all important. At the end of the day its the
ships officers who will look foolish when an operation is held up because there is a plug in the
line.
It is absolutely essential that the dry bulk products you intend to transfer load or discharge are
dry. If you see anything that causes concern such as the shore side facility manually loading bulk
into hoppers in the open during inclement weather, stop the loading operation.
On completion double check everything is shut discharge and
load lines capped/plugged that the vent hose is inboard and
disconnected and no water can enter the system.
The length of the hose line between the shore facility or
offshore platform and the vessel must be as kept as short as
practical. If supplementary air is necessary to assist the flow
over a long line then this can be introduced by the operator
on the platform or at the facility from the loading station or
the deck.

Caution
Ensure that all pressure is
released before opening any
hatches. The hatches should only
be opened on the instruction and
under supervision from the officer
who is in overall control of the
operations.

Check with the destination facility that this is the case before
you start transferring bulk.
Make sure you have the correct fitting or adapters to connect to the reception facility. If
necessary contact the mud engineer at the reception facility before departing to confirm what
configuration you will need. This will save considerable time and frustration when setting up on
location.

Procedures and Check Lists


It is not the purpose of this paper to set out procedures and check lists for bulk operations. The
ground has already been well ploughed. There will be specific checklists and operating
procedures for handling/transferring bulk as part of the Ships Safety Management System,
Manufacturers Operating Instructions and Advice. See also Annex One UKOOA Safe
Management and Operation of Offshore Support Vessels Issue 4 November 2002 BULK
TRANSFER OPERATIONS

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

17

Typical Filling Procedure: (Rolls Royce)


1. Safety checks and procedures, risk assessments and SJA/Toolbox talks are carried out as
required by the SMS and recognised practice.
2. The loading operation will only take place on the instruction and under supervision from the
officer who is in overall control of the operations.
3. Do not start to fill tanks before making sure that all hatches are securely fastened.
4. Ensure that all valves in the bulk handling system are closed.
5. Ensure that the supply hose has been connected to the correct inlet.
6. Connect the vent line hose and drop the free end
into the sea.
Loading of the bulk system will
7. Open the correct valves on the vent and fill lines and
only take place on the instruction
make sure that all other valves are closed.
and under supervision from the
8. To ensure free circulation through the system, the
officer who is in overall control of
supplier first has to blow air only through the line
the operations.
before start filling.
9. Start filling and make sure that the supplier is
informed of the volume of each tank to avoid
overfilling. Stop filling when the high level indicator is activated. Close fill and vent. line valves
for the tank. Continue the same procedure until filling of the tanks is completed.
10. Remember to clean the filling line after filling operation is completed by blowing air only
through the line.
11. Disconnect all hoses and ensure that no pressure remains in the tanks.
12. Close all valves in the bulk handling system and cap the vent- and fill line connections on
deck to prevent condensation.

Typical Discharge Procedure: (Rolls Royce)


1. Safety checks and procedures risk assessments and SJA s/Toolbox talks are carried out as
required by the SMS and recognised practice.
2. Start the compressor(s) in order to pressurise the tanks in due time before discharge
operation shall take place.
3. Before starting ensure that air outlet valves from compressor(s) are fully open. Start the
compressor(s) in accordance with starting procedure for these.
4. Open the air inlet valves to those tanks which are to be pressurised (discharged). When
correct tank pressure is achieved, close the air inlet valves.
5. Connect the discharge hose and open the discharge valve on deck to fully open.
6. Ensure free circulation through the discharge line/hose by opening the purge valve in the
tank room.
7. Open the air inlet valve to the tank which is to be discharged and ensure that full working
pressure is obtained. Adjust the purge valve in the tank room to approximately 50% (this
may vary depending on different counter pressures). Starts discharging by opening the
discharge valve from the tank to fully open.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

18

Bulk Best Practise for Offshore Vessels

8. As the discharging of bulk material starts (you will get a good indication of this by placing
your hand on the pipe and feeling the pulsation movement as well as observing that the hose
is pulsating regularly) adjust the purge valve in the tank room until a continuous pulsating
flow is obtained.
9. A slowly drop in tank pressure will normally be observed during the discharge operation.
This pressure drop will increase when the tank is nearly empty, and when the pressure has
dropped to about 50% below the working pressure, close the discharge valve and allow the
pressure to rise to working pressure again before re-starting discharge. Repeat this until the
tank is empty, and then close the air inlet and discharge valves.
10. If the tank is complete empty, evacuate the
tank pressure through the discharge line by
Do not start to pressurise tanks before
opening the discharge valve. If the tank
making sure that all hatches are securely
contains cargo it is recommended to
fastened, and valves in fill, vent, and
evacuate the tank pressure through the vent
discharge line are in closed position and
line in order to avoid clogging of the
the appropriate check list completed,
discharge line.
11. Keep the purge valve fully open in order to
clean the discharge line.
12. Close all valves in the bulk handling system disconnect the hose and cap all the hose
connections. (If necessary, an extra cleaning of the discharge line may be provided by using
the purge valve on deck). Stop the compressor(s) and make sure that no pressure remains in
the system.

Typical Internal Bulk Transfer.

When bulk material is to be transferred from either system A. No.1 or No.2 tanks to System B.
No.1 or No.2 tanks or vice-versa, a typical procedure between systems is as follows: However
always check your systems manual.
1. Safety checks and procedures, risk assessments and SJA s/Toolbox talks are carried out as
required by the SMS and recognised practice.
2. Ensure all valves in system are closed by checking indicator lamps of valve switches on the
panel or by a physical check at site.
3. Connect the transfer hose on deck between the discharge and filling manifolds of the bulk
tanks to be transferred.
4. Before starting ensure that air outlet valves from compressor(s) are fully open.
5. Start the compressor(s) in accordance with starting procedure One compressor should be
adequate for an internal transfer.
6. Open the air inlet valves to those tanks which are to be pressurised (discharged)
7. When correct tank pressure is achieved, close the air inlet valves. Note: Working pressure
of the tank for internal transfer will be maintained between 2.5 - 3.5 kg/cm2 (0.25 - 0.35 MPa
It is not necessary to raise the pressure to at the manufacturers recommended operational
setting
8. Open appropriate deck valves at the manifold for fill and discharge lines.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

19

9.
10.
11.
12.
13.
14.

Open the fill valve and vent line valve for the bulk tank to be loaded.
Ensure free circulation through the line by opening the purge valve.
Check that the tank to be loaded is venting over the side.
Open the air inlet valve to the tank which is to be discharged to maintain pressure.
Start the transfer by opening the discharge valve from the tank to be discharged.
Adjust the purge valve in the line as appropriate during the operation by keeping an eye on
the vent line.
15. When the tank is complete empty, evacuate the tank pressure through the vent. line in
order to avoid clogging of the discharge line.
16. Keep the purge valve fully open in order to clean the discharge and fill lines.
17. Close all valves in the bulk handling
system disconnect the hose and cap all
NOTE. Never attempt to disconnect a hose from
the hose connections. (If necessary, an
the bulk system during an operation or at the
extra cleaning of the discharge line may
end of an operation until it has been confirmed
be provided by using the purge valve on
that the line is depressurised and then only after
deck). Stop the compressor(s) and
you have shut the deck valve and opened the
make sure that no pressure remains in
deck bleed valve to vent any residual pressure in
the system.
the line. Do not stand over a hose when
disconnecting it. Stand to one side or on the pipe
manifold side when disconnecting so that if the
hose is pressurised it blows away from you.
Trouble Shooting
A little dust in your mouth is preferable to a five
inch Weco.
The discharge line
clogged with product.

is

becoming

1. If the discharge is becoming clogged with bulk product, close the discharge valve
on the tank immediately and open the purge valve to 100%.
2. If the line is still clogged, close the purge valve in the tank room and open the
purge valve on deck 100%. After a short time open the purge valve in the tank
room again and leave it open until the line is cleared.
The product or other material is plugging the discharge line,
1. Check the working pressure is in the normal range.
2. Check the transfer hose between rig and boat is the same size and not causing a
bottle neck
3. Check the transfer hose between rig and boat is not kinked or bent sharply
4. If the problem persists, open the pressurised tanks fill line valve to introduce a
high volume of air from the tank top void space into and through the
load/discharge line.
5. If after trying step 4 above the line blows through it should be evident from the
discharge from the facilities vent hose. Close the tank fill valve pressurise the
tank and open the discharge valve and start the discharge process.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

20

Bulk Best Practise for Offshore Vessels


6. If there is no success after steps trying step 5 the common load/discharge pipe
has become blocked with product somewhere along its length. Hit the pipe
along the full length with a hammer to loosen compacted product. If some of the
product has set or solidified it can often be found by sounding the pipe along its
length with a hammer.
7. If step 5 was successful but the product will not discharge the blockage is in the
discharge line between the he discharge pipe mouth, thats the elephants foot
at the bottom of the tank and where the branch joins the common
load/discharge line.
8. Remove the tank discharge valve and check it is operating properly. Rod the
pipe to find which side of the valve the blockage is.
9. It may be possible to clear the discharge pipe using a worm. Failing that the
tank will need to be dug out then the following steps taken.
10. Remove any solid material that is blocking the pipe or reducing the clearance
between tank bottom and discharge mouth.
11. Check the aeration unit in the tank if they are solid or compacted with materials
remove and clean them.

Tank is not pressurized up to maximum working pressure.


1. Check suction filters on compressors. If the filters are clogged with dirt clean or
replace.
2. The suction unloader valve on compressors is not working or in poor condition.
3. Check the pressure sensor for the auto-unloader on the compressor and adjust
the set point properly.
4. Check the suction unloader valve is not stuck.
5. Check all the valves on the tanks for leaks, especially safety valve.
6. Check the pressure gauges on the tank on the control panel if both gauges
indicate the same figure.
7. Check air leakage on air inlet line to the tank, if any.

The time spent pressurising a tank to its recommended working pressure takes
longer than normal.
1. Run a comparison check to compare the performance of each compressor
against the other.
2. Check the compressor if it is in operation frequently.
3. Check for air leakage on air inlet line.
4. Check the air-slide fabric in the tank for cuts and tears or if the fabric is
compacted with material.
5. Check all the valves on the tank for leaks.
6. Check suction filters on the compressors. If the filters are clogged with dirt
clean or replace with new filters.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

21

When a drain valve of the tank is opened during discharge, material or water comes
out with the air.
1. If product comes out then check the fabric or nozzles on the aeration unit in the
tank.
2. If water come out from the lower drain pipe, check the auto-drain valves on the
water separator as water is coming from somewhere within the compressed air
line.(Some water may come out from upper drain pipe, this is normal)
3. If the auto drain valves are working in good condition but the water level is
always full test the water to determine if it is salty or not. If the water is salty,
sea water may be leaking from the cooling tube in the air after-cooler.
The quantity of material left behind in the tank after discharge becomes larger than
normal volume.
1. Check that the aeration screens are not compacted or solid with product or if
the system is fitted with cleaners the rubber tubes on the aeration nozzles are
not clogged or broken. If so replace them with new one.
2. The amount of product remaining on the screens will vary depending on the
procedure used for stripping the tank during or after discharge.

Routine Maintenance
After every operation
1. Blow the lines through with purge air.
2. Open the tanks and check if there is more
product than just residue left. If so go
through the trouble shooting list.

It is recommended that all fabric


screens on the aeration unit in tank
are replaced from time to time 5-10
years

3. During operation, open a drain valve of bulk tanks if water or bulk material comes
out with air.
4. Check oil level of the oil receiver tank on a compressor unit.
5. Check auto-drain valves on the drain trap on air inlet lines and compressor units if
they are in good condition during operation.
6. During operation if applicable, check a pressure difference between inlet and outlet
air for air line filters.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

22

Bulk Best Practise for Offshore Vessels

Periodical
1. Check aeration nozzles in bulk tanks if the rubber tubes are not broken.
2. Check the aeration fabric on the screens in all bulk tanks for damage and tears.
3. Check the screen securing bolts are not broken and the screens are not deformed or
damaged.
4. Check zinc anodes fitted on covers of heat exchangers (oil and air after-coolers) on
compressor units, if any and replace with new one, if corroded.
5. Clean the vent line. Check the vent line by hitting with a hammer If clear the line should
sound with a ring If it is a dull sound the line is becoming restricted.

6. It is recommended that all fabric screens on the aeration unit in tank are replaced from
time to time. At least every 5 years
7. This period will very depending on quality of the materials used in the manufacture of
the screen, the work load and product type, and the geographical area the vessel is
working in. i.e. humidity
8. The larger the moisture contents in the product or the compressed cargo air, then the
shorter the life expectancy of the fabric screens.
9. When the fabrics screens are to be replaced all of fabric screens in that tank must be
replaced at the same time.
10. Before fitting new fabric screens take the opportunity to thoroughly clean the aeration
chambers and examine and overhaul the air valves.
.

When bulk compressors are not used for long periods


Always close both inlet and outlet valves for cooling sea water line and drain the sea water from
both form L.O. cooler and air after-cooler. Coolers should not be kept for a long period of time
with stagnant sea water in them as his gives rise to growths which could severely restrict the
operation of the cooler.
It is recommended to run compressors once a month for a few minutes, if they are not in use
for a long time.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

23

Mud Systems SBM OBM


Typical OBM Tank Configuration will usually consist of six tanks and at least two discharge
pumps and possibly an independent circulating pump. Mud systems are not pressurised systems
so the mud tanks do not need to be pressurised vessels. Mud tanks are not dissimilar to other
fuel or oil tanks on board and are loaded and discharged in much the same way with following
exceptions listed below.

Liquid mud systems or OBM oil based mud systems as they are sometimes called are used to
carry drilling fluids to offshore installations. These fluids can be Base oils ((BO), Oil based muds
(OBM), (SBM). Due to the special nature and requirements of these fluids the system tanks are
treated with a high quality epoxy coating. Note: Brines are carried in designated brine tanks
with their own pumps and piping arrangements.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

24

Bulk Best Practise for Offshore Vessels

These oil based muds are a mixture of heavy solids such as barite and oils which may be
vegetable or mineral based and additional ingredients that may be added as required by the Mud
Engineers at the reception facility. These solids have a very high SG and if left for any length of
time will soon start to settle out from their suspension in the oil and fall to the bottom of the
cargo tank forming a solid cake. This is undesirable in the extreme. In order to keep the solids in
suspension a number of engineering controls are fitted. These are.

Slope Plates and Sumps.


Slope plates and sumps are fitted to the tank bottom to ensure that the product always flows to
the discharge outlets and that none of the product settles in the corners or become trapped
behind the bottom frames. It also ensures that the maximum product can be stripped from the
tank during the discharge process. This not only makes tank cleaning or cross contamination of
subsequent cargoes less of a problem but also makes good commercial sense as some of these
mud products are high cost commodities so the client will be keen to minimise any losses
through waste. There will also be additional savings when it comes to tank cleaning, as the
reduced amounts of residue will mean less stripings to be disposed of as special waste saving
money and impact less on the environment.

Re-circulation System.
Recirculation systems are fitted in every tank. These systems pump the suspended product out
through the discharge line from the bottom of the tank, through the discharge or recirculation
pump and back in to the tank from the loading pipe at the top of the tank via a branch line and
valve which can be remotely operated from the engine room or bridge cargo management
system. In most systems it is possible to
circulate to the same tank or a different tank
within the system.
This process of recirculation is imperative to
keep the solids in the mud suspended.
Instructions on the amount of time for
recirculation and frequency in a 24 hour period
will be given to you by the drilling fluids
representative who is loading the fluids along
with (SG) specific gravity of the oil, (RD)
relative density of the solids and the Bulk Cargo
Density in tonnes per meter cubed as well as
the appropriate and (MSDS) Material Safety
Data Sheets for the products and additives.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

25

Agitators
One of the mechanical controls in liquid mud system tanks are agitators. These agitators are
fitted near the base of the tank where the product is the densest and assist in suspending the
solids with a paddle wheel or stirring motion. Each tank will have between one and three
agitators depending on type and each tanks agitators will have its own motor driving the
agitators.. It is usual to have the agitators running most of the time when cargo is in the tanks
unless it is just pure Base Oil (BO)

Mud Pump Suitability


The discharge and circulating pumps for a mud system need some clout. They not only have to
contend with discharging a heavy product to the reception facility but may be required to run
continuously over a twenty four hour period for days or weeks at a time circulating the product.
It is essential that you have both discharge and circulating pumps in good condition. It is
foolhardy to accept a cargo with only one pump operational. If that pump should break down
you will not be able to circulate the product neither will you be able to discharge it. The
commercial implications and costs both in revenue and reputation do not bear thinking about. If
you have six tanks settle out on you could be looking at 2500 barrels of spoilt product at
possibly $100 per BBL. 12 days of specialist tank cleaning operations, at least a dozen special
waste tankers and a couple of weeks down time if you are lucky not to be off charter.

Cargo Strainers
Drilling fluids are expensive and muds and brines are no
exception. However they are also reusable and recyclable
so it is not unusual for a rig to request that you back load
mud or brine for shipping to the base or to store on board
the vessel for use or reuse at a later date.
Back loaded mud and brine has invariably been used down
hole and will contain debris. (cuttings)
This debris consists of shards shale and rock and
sometimes other unpleasant items. Even if the facility tells
you the product to be back loaded is clean or filtered it is
advisable to err on the safe side and treat all back loaded
drilling fluids as contaminated with cuttings. Once they are
in the tank the only way they are going to come out is
through the pump with the product when it is discharged.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

26

Bulk Best Practise for Offshore Vessels

Needless to say this is not the best option for the pump and will cause damage. In order to
prevent these cuttings from entering the ships tanks there are mechanical safeguards in the way
of cutting filters or strum boxes fitted to the loading line. The arrangement is quite simple but
effective, when drilling fluids are back
loaded they are diverted from the main line
by the use of a manual valve through a
short branch line, through the strainer that
catches the cuttings then returned to the
main fill line and to the designated tank. If
the product has a lot of cuttings it may be
necessary to stop the operation and clean
the strainers. Strainers will need to be
cleaned as a matter of course after every
operation.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

27

Loading and Discharging Mud


Procedures and Check Lists:
Once again I should reiterate that It is not the purpose of this paper to set out procedures and
check lists for bulk operations. There will be specific checklists and operating procedures for
handling/transferring drilling muds and fluids as part of the Ships Safety Management System,
Manufacturers Operating Instructions and Advice. See also Annex One UKOOA Safe
Management and Operation of Offshore Support Vessels Issue 4 November 2002 BULK
TRANSFER OPERATIONS
NOTE: Loading procedures for loading mud brine and base oil are similar to taking bunkers.
Base Oils are suitable products for storage and carriage in Mud Tanks. Brines are not. Very often
a pair of brine tanks is marked Base Oil/Brine tanks. It is not a good practice to put base oil in
brine tanks. Brine systems have their designated tanks pipes and pumps for a particular reason.

Typical Filling Procedure from Shore:


1. Safety checks and procedures risk assessments and SJA s/Toolbox talks are carried out
as required by the SMS and recognised practice.
2. Ensure that all valves in the bulk handling system are closed.
3. Ensure that that all the save oils are drained and plugged and that scuppers are closed.
4. Sounding pipes should be proved clear before loading
begins.
5. Tank volume sensors and hi tank alarms should be tested
before loading.
6. Ensure that the load discharge connection is an approved
dry break fitting
7. A designated watchman should be at the loading station at
all times..
8. Ensure that the supply hose has been connected to the
correct inlet.
9. Open the correct valves on the fill lines and make sure that
all other valves are closed.
10. Open the manual deck valve
11. Start filling at a slow rate and make sure that the supplier is
informed of the volume of each tank to avoid overfilling.
12. Stop filling when the required amount is received in the
tank or the high level indicator is activated.
13. Close fill line valves for that tank.
14. Start the agitators for the tank
15. Continue the same procedure until filling of all the tanks is completed.
16. Remember to clean the filling line after filling operation is completed by blowing air only
through the line.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

28

Bulk Best Practise for Offshore Vessels


17. Close all valves in the mud system. Disconnect all hoses and ensure the cap or cover is
shipped and secured on the dry break

Typical Discharge Procedure:


1. Safety checks and procedures risk assessments and SJA s/Toolbox talks are carried out
as required by the SMS and recognised practice.
2. Ensure that that all the save oils are drained and plugged and that scuppers are closed.
3. Agitators should be running continuously.
4. A few hours before the discharge start the mud/circulating pumps if not already running
and start to re-circulate the product to warm it up.
5. Ensure that the connection on the discharge hose passed down is an approved dry break
fitting
6. Connect the discharge hose ensuring that the discharge
Zinc
Bromide
is
one
hose has been connected to the correct inlet.
particularly noxious and
7. Open the manual discharge valve on deck to fully open.
corrosive heavy drilling brine.
8. A designated watchman should be at the loading
station at all times..
9. Open the valve from the tank to be discharged to the
discharge line.
10. Close the valve on the recirculation line
11. As the discharging of the product starts (you will get a good indication of this by placing
your hand on the pipe and feeling the pulsation movement as well as observing that the
hose is pulsating regularly)
12. When the tank is complete empty close the valve on the discharge line.
13. Stop the agitators in the empty tank.
14. Repeat the process for each tank to be discharged until the operation is completed.
15. Close all valves in the system. Shut the manual valve on the deck and disconnect the
hose and cap all the hose connections.
16. Do not stop the agitators in any tanks that have product remaining in them and maintain
the required recirculation cycle.

Discharging Brines.
Discharging and loading Brines follows the same procedure as liquid mud but there is no need to
re-circulate or agitate unless there is a specific requirement. However Brines due to their very
corrosive nature should only be carried in designated brine tanks with its own cargo pump and
pipe work. Mud tanks that have coatings suitable for carrying drilling muds stand the risk of
having their coatings stripped if used to carry Brine.
There may also be issues of cross contamination so separate systems should be used where
ever possible. Zinc Bromide is one particularly noxious and corrosive heavy drilling brine.
Protection of personnel against injury from spillage is most important and vessels certified to
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

29

carry that product should have a procedure and operations manual which details the legal and
safety requirements for handling the product.

Trouble Shooting the Mud System.


A discharge pump fails or breaks down.
1. Start the second mud pump.
2. It may be possible to use the brine pump if fitted.
3. Make sure all agitators in the tanks with product in them are running to take some of
the load off the remaining pump.
4. Attempt to discharge the product to the facility as soon as possible.
An agitator motor fails or breaks down.
1. Start the re-circulation cycle as soon as possible.
2. Transfer the product to another tank as soon as possible
3. Discharge the product to the facility as soon as possible

The product will not circulate


1. Check the re circulation valve is open and the discharge valves is shut.
2. Check the pump is running and check the suction and pressure is correct.
3. Check that the agitators are running. If they have tripped restart them run for several
hours.
4. Transfer some of the product to another tank to prove the discharge section of the line.
5. Check the contents of the tank to ensure that it has not been transferred into another
tank by mistake.
The product discharges very slowly or not at all.
1.
2.
3.
4.
5.
6.
7.
8.

Check all the correct valves including the manual deck valves are open.
Check with the facility that their valves are fully open.
Check for kinks and sharp bends in the hose.
Check the dry break fitting is properly seated.
Check the dry break valve is opening and operating correctly.
Check the agitators are running and the circulation schedule has been maintained.
Check the pump pressure and suction.
Try to circulate the one tank. If the product circulates the problem is further along the
discharge line.
9. Try discharging from another tank on the same discharge line to prove it is not blocked.
10. If the re circulation and the discharge lines are proved clear the problem is the discharge
valve sticking shut even though it is indicating open.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

30

Bulk Best Practise for Offshore Vessels


11. Remove the Dry break from the deck manifold and connect a hose from the discharge
to a save oil or waste tank and see if any product or air is discharged from the line when
the pump is started.
12. It may be possible to blow back air through the system to and try and free it.
13. Start Praying.

Valves and Pipe Work

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

31

Bulk Hoses and Fittings


All hoses hose fittings and hose assemblies that are supplied to any offshore vessel should be
Type Approved. Type Approved hose are identified by a unique identification. This identification
will consist of a unique serial number, that relates to that individual hose and the hose type, the
manufacturer stamp, working pressure and the mm/yyyy that the hose was assembled. This
information will be stamped into the swage or end fitting of the hose.
The colour of the hose itself or coloured lines in the composition are for manufacturers ID and
a spiral colour code is not necessarily an indication of
the product the hose is designed to be used for
A hose once in use is dedicated to a
New hose assemblies should be hydro tested to 1.5
times their anticipated maximum working pressure
when they are assembled to test for any leaks.

particular product and should be


colour coded accordingly. Colour
coding is applied to the fitting or the
swage at the ends of hoses not to the
hose itself.

Hoses are normally supplied from the manufacturer in


18.3 meter lengths, these will be tightly rolled and
shrink wrapped and should be flat on a pallet when
receiving new hoses that are not going to be put into service immediately the shrink wrap
should be removed or loosened to relieve some of the stress in the coil.
Hoses not in use should be stored flat in a dry airy environment out of direct sunlight. End on
storage of coils, bending and kinking, ultra violet light, exposure to chemicals oils paint and
grease will shorten the useful life of a hose. Hoses that are in use should be stowed in single
lengths along either side of the deck lashed or stowed in brackets on the inside of the barriers
to avoid damage during cargo ops.
Cargo hoses including vent lines should be disconnected from the manifolds when operations
are completed. Leaving hoses connected is not good practice. The hose plugs or end caps should
be shipped in the manifold outlets and the hose ends to prevent seawater entering the bulk
hoses possibly spoiling the product or causing a plug on the next transfer, tainting pot water or
oils leaching from FO and OBM hoses.
The majority off hoses in common use are 4 inch (100mm) and 5 inch (150mm) soft wall
construction hoses. However 3 hoses are still used for FO on many US rigs. Hard wall and
Heavy Duty hoses are used for certain special fluids. Potable water hoses should incorporate a
synthetic rubber lining to meet health standards.
.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

32

Bulk Best Practise for Offshore Vessels

Bulk Hose Colour Code Matrix

UKOOA RECOMENDED BULK HOSE COLOUR CODING


(Generally accepted as an international standard)
Note Product Colour Code is on the fitting collar and not the hose itself.
Hose colours may vary depending on region or manufacturer.
Colour Code
Colour
Product
Size

Fitting Type

ORANGE

Barite

5 "inch.
127mm.

Camlock
Hammerlock
Weco

YELLOW

Dry
Bulk 5 "inch
127mm.
Cement

Camlock
Hammerlock
Weco

BLUE

Potable
Water

4" inch
101.6mm.

Camlock
Hammerlock
Weco

GREEN

Drill Water

4" inch
101.6mm.

Camlock
Hammerlock
Weco

BROWN

Diesel Oil FO

4" inch
101.6mm.

Dry Break
Avery Hardol
TODO

BLACK

Oil
Muds

Based 4" inch


101.6mm.

Dry Break
Avery Hardol
TODO
Dry Break
Avery Hardol
TODO

WHITE

Base Oils

4" inch
101.6mm.

RED

Drilling
Brines

4" inch
101.6mm.

Dry Break
Avery Hardol
TODO

PUPLE

Glycol

4" inch
101.6mm.

Dry Break
Avery Hardol
TODO

De-scaler

4" inch
101.6mm.

Dry Break
Avery Hardol
TODO

NEUTRAL

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

33

Bulk Hose End Fittings


In theory connecting bulk systems should be a relatively simple
process. However in practice more time is often spent or lost in
trying to connect or adapt hoses and connections to fit the
purpose than transferring the product. (See picture on the right)
Inappropriate, damaged and dirty fittings and poor training and
lack of knowledge on the operators and crews part are the
most common causes of frustration and impact on both the
safety and commercial aspects of the operation.
There are three types of fittings commonly used and considered
standard in the offshore and marine industry. They are the
Camlock fitting, Weco fitting or Hammerlock and the Dry breakTODO or Avery Hardoll fitting

Presentation
As a rule of thumb you will be presented with one of the following configurations that are
commonly used between offshore vessels and facilities on or offshore.
A. Camlock 4 inch Pot Water, Drill Water, Cement, Barites, Bentonite, Gels
B. Weco/Hammerlock 5 inch for Dry Bulk i.e Cement, Barites, Bentonite, Gels
C. Dry Break Fittings TODO/Avery 4 inch- for Fuel, Base Oil, Brine, Muds, Noxious
liquids.
Ships Manifold

Facilities Hose

Female
Camlock

Male
Camlock

Female Weco
Hammerlock

Male Weco
Hammerlock

Male
Dry Break

Female
Dry Break

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

34

Bulk Best Practise for Offshore Vessels

Camlock Fittings
Camlock fittings are usually constructed from Brass or Aluminium. Brass fittings are the most
common found offshore. The advantages of Camlock
fittings over Hammerlock fittings is that they are lighter
to use and quicker to connect Auto Locking' arms are
now available on Intrico 'Cam and Groove' couplers. This
feature is useful in safety conscious environments,
applications where excess vibration is present or where
the hose is dragged across cargo and obstructions.
Operation is simple operate the lock coupling in the
normal way as the coupler by depressing the cams and
then press the button with your thumb.
The disadvantages of Camlock fittings is that they are
not as robust as the Weco hammerlock fittings. Due to
the nature of the material used in their construction and
the fact that they are precision items, they are prone to
damage by incorrect handling by inexperienced or
unprofessional handlers.
The majority of problems that are likely to be encountered are easily avoided by correct
handling and good seamanship practice. The following are some of the most common problems.
The male fitting will not fit in the female fittings
Apart from the incorrect size which should be pretty obvious this problem is usually due to one
of two things.
1. The female fitting being slightly egocentric this usually caused by the fittings being
hammered or dropped. There is not much in the way of solutions to this problem
except to change the fitting.
2. The other common cause is a bur or deformity on the male Camlock also caused by had
handling. Fortunately this can often be filed or polished off if the damage is not severe.
The male fitting is loose in the female fitting or the fittings are leaking
1. Check to see that there is a ring seal in the female coupling and that it is in good repair.
2. Check to see if the cams on the cam levers are word if so replace them
3. Check to see if the groove that receives the cam on the male fitting is not worn or been
ground out to far if the male fitting has been re dressed. If so replace the fitting.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

35

The male is in the female but the fitting will not go fully home and the cams will not
depress.

Do not hit them with a hammer, it does not work you will only break the cam levers.
Camlock fittings are engineered- if the male will not go home then there will be a reason
for it.
1. Check inside the female fitting that there is only one ring seal in place. It is not unknown
for two seals to be seated, either by mistake or to take up the slack on a previous
connection where the male cam groove has
Best practice and good
been badly worn. If so remove one.
seamanship requires that after
2. Check that there is no build up of product
every operation the seal ring is
either inside the female fitting on top or under
removed from fitting and that the
the seal ring. Remove the seal ring and clean it
seal ring and the seating inside
and the seating inside the female.
the fitting is thoroughly cleaned
3. Check that there is no build up of product
particularly cement on or in the mail cam
groove and there are no burrs. Clean the
fitting and file or polish off the burrs.
The Cam levers are depressed as far as they will go but the coupling will not lock.
Or the cam-levers spring loose
1. Check that the cam-levers are not bent, this often happens when they get hit with a
hammer. Try to straighten them if possible if not replace them and the cam-lever pins
and rings.
2. If the cam-levers frequently spring loose, the problem could be caused by excess wear
on the cams themselves or worn cam groove on the male fitting. Solution change the
cam-levers and pins. Check if the seal ring is missing, if so replace it.
3. If the cams spring loose due to excessive vibration make sure that the levers are secured
by tying a light lashing around the fitting and through the cam lever rings. Alternatively if
the opportunity arises order fittings with an auto locking device. It is always good
practice to lash the cam-levers if the hoses are being moved or dragged around or if
there is likelihood that they may get accidentally snagged or released.
After every operation the seal ring is removed from the female Camlock fitting and that the seal
ring and the seating inside the fitting is thoroughly wiped or brushed clean of any product and
that the seal is replaced before a proper Camlock dust plug is inserted. If the dust plug is missing
remove the seal to the deck locker and secure Camlock with a canvas or plastic cover.
Periodically the cams should be removed wire brush of any product, checked for wear and
lubricate

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

36

Bulk Best Practise for Offshore Vessels

WECO or Hammer Lock Fittings:


Weco hammerlocks are a good solid general purpose fitting which are or should be idiot proof.
They are constructed from heavy duty casting and are designed for a metal to metal interface
between fittings with no gasket or ring seal required. They are designed to be flogged up tight
enough to form a seal with a club hammer or mallet. They are easy to maintain and difficult to
damage.
The disadvantages of Weco fittings are that they are heavy and take longer to connect than
Camlock or Dry break fittings. They are heavy so the risk and
the probable severity of injury will be higher.
A common problem with that many handlers is identifying which
is the male and female Weco connection. The male is the fitting
inside the screw collar. (Left)

Avery Hardoll
TODO Dry Break Fittings:
Avery-Hardoll & TODO are two makes of Dry
Break Fittings. These fittings of a male and female
union of self sealing couplings and are designed for
use where it is necessary to connect and disconnect
hoses and pipelines under pressure, quickly and with
minimal spillage. They are designed primarily for use
in the petroleum, chemical aviation and marine
industries where reliability, safety and protection of
the environment are of prime concern.

One of the problems with customary dry


break couplings is that they are not truly
dry break. There will always be the chance
of a little spillage if the line is not blown
back thoroughly and product remains in the
chamber. Always make sure there is a save
oil or receptacle under the manifold before
disconnecting a dry break

The hose end units incorporate the female connector and a swivel for hose connection. The
manifold end units are flanged and incorporate the male connector. Offshore version has
stainless steel internals and a special bush.
.
Operation is single action, using a straightforward turning motion to connect the couplings and
open a flow path. The initial push and turning action of the hose end unit engages with the
vessels manifold unit, locking and sealing the two units together. A further rotation causes the
internal valves to open, allowing flow with the minimum of pressure drop.
Once coupled the valve mechanism is interlocked so that the valve can only be opened by fully
engaging and sealing the female hose end unit to its matching male unit on the ships manifold.
On disconnection, the valves will automatically close fully before the couplings separate avoiding
spillage.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels

37

Dry break fittings are a requirement on all fuel, oil, mud, brine methanol and other flammable or
noxious liquid transfer hoses.
Although expensive these fittings are very effective an give a high degree of protection for the
crew.

Hose Clamps and Ferrules


Hoses coming from the manufacturer may basic hoses or pre swaged with fittings. Swaging is
done in the factory where the ferrule is crimped in a press at high pressure. Swaging will be
beyond the scope of an average offshore vessel
Hose clamps should be of malleable iron two bolt and clamp
construction with two machined
bolts and hex nuts. The clamps
should be plated to prevent
corrosion and with the bolt lugs
reinforced to prevent distortion. The
inner surface of the clamps should be
ribbed during casting to give a
permanent grip on the hose. For
hoses from 3.5 inches upwards the hose
saddle type. (shown left)

Torque values for bolts are


based on dry bolts Note
the use of lubricants on
bolts will adversely affect
the clamp performance.

clamp should be of the

Recommended torque for hoses with the following outside diameter rated in Foot.LBS
From OD inches

To OD inches

Torque
Ft.Lbs

3-32/64
4-18/64

4-18/64
6-32/64

40 lb.
60 lb.

Clamps should not be over tightened.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels 38

Product

Type

Tons
Mtr 3

EC No

WEL
TWA
8 Hours

LT-mg/m3

Barite
Bentonite
MI Gel
Calcium
Carbonate
All grades
Calcium
Chloride

Caustic
Soda

Health
Hazard
ID

Ecotoxicity

Powder
Grey-Tan
Powder
Cream/Gr
ey
Powder

1.92
2.4
0.83

231-784-4

4mg/m3 r

Nil

PLONOR

1-10%

Yes

P3

Yes

Yes

Yes

2i5-108

4mg/m3

Nil

PLONOR

2-15%

Yes

P3

Yes

Yes

Yes

2.9.g

2087-4399

4mg/m3

Nil

PLONOR

0.3mg/m3

Yes

P3

Yes

Yes

Yes

Granuals
Powder
Flakes
White/gre
y
Pellets
White

0.80

233-140-8

4mg/m3 r

Irritant

PLONOR

Nil

Yes

P3

Yes

Yes

Yes

215-185-5

ST
2mg/m3

C;R35
Corrosive
IMDG 8

High

Nil

Yes

P3

Yes

Yes

Yes

Yes

P3

Yes

Yes

Yes

Cement
Citic Acid

Quarts
Silica
238-8784

0.85

201-069-1

Irritant

Yes

P3

Yes

Yes

Yes

Rd
1.98

231=2118

Nil

Yes

P3

Yes

Yes

Yes

Potasium
Iodide

Yes

P3

Yes

Yes

Yes

Sodium
Bicarbonate

Yes

P3

Yes

Yes

Yes

Potasium
Chloride

Crystals
White
Powder
White

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels 39

Respertory Protection
In Australia and New Zealand a 'Duty of Care' requires all stake holders to be able to identify
hazards in the work environment, quantify the risk and formally (in writing and action) put into
place training and controls for the proper selection and ongoing use of respirators.AS/NZS 1715
provides a basis, after higher hierarchy controls have been explored, to select the correct and
approved (tested) respirators, and train in use, care and maintenance to help ensure an effective
respiratory program is in place. This Standard provides for a classification/capacity method filters
considered for selection.
The Standard also guides the selection of the correct respiratory device to fit the person,
provide the level of protection required with regard to the type and concentration of the
contaminant, match the task, other personal protective equipment (PPE) being worn, and
atmospheric conditions (heat) and duration.
In general terms, respiratory protection levels increase as you progress from half-face masks to
full-face masks, through to Powered Air Purifying respirators.
As a rule of thumb, where the contaminant is able to be purified as per the Standard, use of a
respirator for longer periods than two hours should be upgraded to power assisted units such as
the Protector T-Power.

Class System

Type of Filter

Rating
Explanation

When
to
Change Filters

P1

Mechanical
generated
particulates

0.3 to 0.6 micron Increased


8001a efficiency
breathing
resistance

P2

Mechanical
thermally
generated
particulates

and 0.3 to 0.6 micron Increased


9401a efficiency
breathing
resistance

P3

Mechanical
thermally
generated

and 0.3 to 0.6 micron Increased


99.95010
breathing
efficiency
resistance

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Bulk Best Practise for Offshore Vessels 40

Specific Gravity of Common Bulk Products

MATERIAL CONVERSIONS

(You can copy this sheet and use it to work out your tank capacities)

S.G x 62.42 = lbs/cuft


Meters cubed X SG = MT
1M3 = 35.316 Cubic feet

Ships Name______________________________________
Product
Barite
Barocarb
Bentonite
Biozan
Cement
Cement
Cemsafe
CMT
CMT Blend
Flow Stop
G+35% Silica Flour
Metcarb
Rugby Rapid Hard
Rugby rhc + 5% litefill

Silica Flour
Spherlite
Spinor

Abreviate
BAR
BAROCARB
GEL
BIO
LFG"G"
DENSECRETE
CEM
H.M.R.
X-Lite
D.W.F.S
G+35%
FORDICAL
RRH
RRH +5%
SSA1
SPH
A12

Lbs/Cu.ft

Cu.ft per Mtr

S.G

135.00

16.35

2.16

70.00

31.53

1.12

60.00

36.79

0.96

39.00

56.96

0.62

94.00

23.39

1.51

173.50

12.70

2.78

65.00

33.96

1.04

62.42

35.32

1.00

62.00

35.67

0.99

73.50

29.93

1.18

86.30

25.59

1.38

169.00

13.03

2.71

84.80

25.97

1.36

68.66

32.11

1.10

70.00

31.53

1.12

25.00

88.29

0.40

65.00

33.96

1.04

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

90%Tank
Volume Cu.ft

90% Capacity
Metric Tons

Bulk Best Practise for Offshore Vessels 41

Convertion Table
CONVERSION TABLES
METRES

3.2808

FEET

U.S GALLONS

CUBIC METRES

0.003785
33
321

METRES

39.37

INCHES

U.S GALLONS

CUBIC INCHES

METRES

1.0936

YARDS

YARDS

0.9144

METRES

U.S GALLONS

3.78533

LITRES

U.S GALLONS

0.83268

METRES

U.S GALLONS

0.133681

IMPERIAL
GALLONS
CUBIC FEET

FEET

0.3048

SQUARE
METRES
SQUARE
FEET
INCHES

10.76

SQUARE FEET

U.S GALLONS

U.S BARRELS

0.093

U.S BARRELS

U.S GALLONS

2.54

SQUARE
METRES
CENTIMETRES

0.023809
5
42

U.S BARRELS

0.158984

CUBIC METRES

LONG TONS

METRIC TONS

U.S BARRELS

34.9726

LONG TONS

1.0160
5
1.12

SHORT TONS

U.S BARRELS

5.6146

IMPERIAL
GALLONS
CUBIC FEET

METRIC TONS

LONG TONS

U.S BARRELS

9702

CUBIC INCHES

METRIC TONS

0.9842
1
2204.6

POUNDS

U.S BARRELS

158.984

LITRES

METRIC TONS

SHORT TONS

1.20094

U.S GALLONS

LONG TONS

0.028594

U.S BARRELS

SHORT TONS

METRIC TONS

4.54596

LITRES

KILOGRAMS

POUNDS

0.160544

CUBIC FEET

POUNDS

KILOGRAMS

0.12

CUBIC
METRES
CUBIC
METRES
CUBIC
METRES
CUBIC
METRES
CUBIC FEET

U.S GALLONS

7.489

SPECIFIC
GRAVITY
LBS/ CU FEET

U.S BARRELS

51.941

LBS/ SQ INCH

35.315

CUBIC FEET

LBS/ SQ INCH

219.97

LBS/ CU FEET

CUBIC FEET

0.0283
17
7.4805

IMPERIAL
GALLONS
CUBIC METRES

432.8416
6
62.40833
3
8.333333

U.S GALLONS

IMPERIAL
GALLONS
IMPERIAL
GALLONS
IMPERIAL
GALLONS
IMPERIAL
GALLONS
POUNDS/GALL
ON
POUNDS/GALL
ON
POUNDS/GALL
ON
SPECIFIC
GRAVITY
SPECIFIC
GRAVITY
SPECIFIC
GRAVITY
LBS/ SQ INCH

SHORT TONS

1.1023
1
0.8928
57
0.9071
85
2.2046
2
0.4535
92
264.17
8
6.2898

CUBIC FEET

U.S BARRELS

LBS/ SQ INCH

CUBIC FEET

0.1781
1
6.2288

IMPERIAL
GALLONS

LBS/ SQ INCH

LBS/ CU FEET

LBS/ CU FEET

LBS/ CU FEET

0.144182
82
0.019252
61
0.002310
31
6.935638
93
0.133529
17
0.016023
5

POUNDS/GALL
ON
LBS/ CU FEET

x
x
x

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

=
=
=
=
=

POUNDS/GALL
ON
SPECIFIC
GRAVITY
LBS/ SQ INCH
POUNDS/GALL
ON
SPECIFIC
GRAVITY

42

Bulk Best Practise for Offshore Vessels

Mud & Brine Conversion Tables


PPG

SG

LB/CU.FT

LB/ SQ
IN.

PPG

SG

LB/CU.FT

7.1

0.852

53.172

368.781

12.1

1.452

90.617

7.2

0.864

53.921

373.975

12.2

1.464

91.366

7.3

0.876

54.670

379.169

12.3

1.476

92.115

7.4

0.888

55.419

384.363

12.4

1.488

92.864

7.5

0.900

56.168

389.558

12.5

1.500

93.613

7.6

0.912

56.916

394.752

12.6

1.512

94.361

7.7

0.924

57.665

399.946

12.7

1.524

95.110

7.8

0.936

58.414

405.140

12.8

1.536

95.859

7.9

0.948

59.163

410.334

12.9

1.548

96.608

0.960

59.912

415.528

13

1.560

97.357

8.1

0.972

60.661

420.722

13.1

1.572

98.106

8.2

0.984

61.410

425.916

13.2

1.584

98.855

8.3

0.996

62.159

431.110

13.3

1.596

99.604

8.4

1.008

62.908

436.304

13.4

1.608

100.353

8.5

1.020

63.657

441.499

13.5

1.620

101.102

8.6

1.032

64.405

446.693

13.6

1.632

101.850

8.7

1.044

65.154

451.887

13.7

1.644

102.599

8.8

1.056

65.903

457.081

13.8

1.656

103.348

8.9

1.068

66.652

462.275

13.9

1.668

104.097

1.080

67.401

467.469

14

1.680

104.846

9.1

1.092

68.150

472.663

14.1

1.692

105.595

9.2

1.104

68.899

477.857

14.2

1.704

106.344

9.3

1.116

69.648

483.051

14.3

1.716

107.093

9.4

1.128

70.397

488.245

14.4

1.728

107.842

9.5

1.140

71.145

493.440

14.5

1.740

108.591

9.6

1.152

71.894

498.634

14.6

1.752

109.339

9.7

1.164

72.643

503.828

14.7

1.764

110.088

9.8

1.176

73.392

509.022

14.8

1.776

110.837

9.9

1.188

74.141

514.216

14.9

1.788

111.586

10

1.200

74.890

519.410

15

1.800

112.335

10.1

1.212

75.639

524.604

15.1

1.812

113.084

10.2

1.224

76.388

529.798

15.2

1.824

113.833

10.3

1.236

77.137

534.992

15.3

1.836

114.582

10.4

1.248

77.886

540.186

15.4

1.848

115.331

10.5

1.260

78.634

545.380

15.5

1.860

116.080

10.6

1.272

79.383

550.575

15.6

1.872

116.828

10.7

1.284

80.132

555.769

15.7

1.884

117.577

10.8

1.296

80.881

560.963

15.8

1.896

118.326

10.9

1.308

81.630

566.157

15.9

1.908

119.075

11

1.320

82.379

571.351

16

1.920

119.824

11.1

1.332

83.128

576.545

16.1

1.932

120.573

11.2

1.344

83.877

581.739

16.2

1.944

121.322

11.3

1.356

84.626

586.933

16.3

1.956

122.071

11.4

1.368

85.375

592.127

16.4

1.968

122.820

11.5

1.380

86.123

597.321

16.5

1.980

123.569

11.6

1.392

86.872

602.516

16.6

1.992

124.317

11.7

1.404

87.621

607.710

16.7

2.004

125.066

11.8

1.416

88.370

612.904

16.8

2.016

125.815

11.9

1.428

89.119

618.098

16.9

2.028

126.564

12

1.440

89.868

623.292

17

2.040

127.313

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

LB/ SQ
IN.
628.486
633.680
638.874
644.068
649.263
654.457
659.651
664.845
670.039
675.233
680.427
685.621
690.815
696.009
701.204
706.398
711.592
716.786
721.980
727.174
732.368
737.562
742.756
747.950
753.145
758.339
763.533
768.727
773.921
779.115
784.309
789.503
794.697
799.891
805.085
810.280
815.474
820.668
825.862
831.056
836.250
841.444
846.638
851.832
857.027
862.221
867.415
872.609
877.803
882.997

Bulk Best Practise for Offshore Vessels

43

On board Inventory
Use this page to inventory your fittings

Camlock Fittings
Gender

Thread

Size

Qty

Size

Qty.

Size

Male

Adapter

Female

Male

Adapter

Male

Male

Reducer

Female

6-5

5-4

4-3

Male

Reducer

Male

6-5

5-4

4-3

Male

Adapter

Hose

Male

Reducer

Male-Hose

6-5

5-4

4-3

Male

Dust

Plug

Female

Coupler

Male

Female

Coupler

Female

Female

Reducer

Female

6-5

5-4

4-3

Female

Reducer

Male

6-5

5-4

4-3

Female

Reducer

Male-Hose

6-5

5-4

4-3

Female

Coupler

Hose

Female

Dust

Cap

Male

Adapter

Pipe thread

Female

Coupler

Pipe thread

Gaskets
Cam levers

Pins

Rings

Chain

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

Qty.

44

Bulk Best Practise for Offshore Vessels

On board Inventory
Use this page to inventory your fittings
Weco Fittings
Gender

Gender

Size

Qty

Size

Qty.

Male/Male

Adapter

Female/Femail

Adapter

Female/Mail

Adapter

Male/Male

Reducer

6-5

5-4

4-3

Female/Female

Reducer

6-5

5-4

4-3

Male /Female

Reducer

6-5

5-4

4-3

Female Male

Reducer

6-5

5-4

4-3

Male Weco

Fitting

6-5

5-4

4-3

Female Weco

Fitting

Male Weco

Pipe Flange

Female Weco

Pipe Flange

Male Weco

Camlock Fem

6-5

5-4

4-3

Male Weco

Camlock Male

6-5

5-4

4-3

Female Weco

Camlock Fem

6-5

5-4

4-3

Female Weco

Camlock Male

6-5

5-4

4-3

Male

Dust

Weco
Weco

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Size

Qty.

Bulk Best Practise for Offshore Vessels

45

Annex One
UKOOA- Safe Management and Operation of Offshore Support Vessels Issue 4 November 2002
13. BULK TRANSFER OPERATIONS
13.1 General Requirements
13.1.1 The transfer of bulk cargo in port and particularly offshore, is a potentially hazardous operation and must be
conducted in a safe and controlled manner. Offshore bulk cargo operations require a vessel to maintain position
alongside an installation, sometimes for extended periods. The attachment of one or more hoses to the vessel
restricts its availability to manoeuvre. Planning is therefore essential to minimise time alongside and to ensure a safe
and efficient operation (see Appendices 9 and 10).
13.1.2 The following information should be requested by the receiver of the products:
i) confirm type and quantity of product to be discharged and order of discharge;
ii) estimated pumping rate for each product;
iii) length of warning/estimate of time required to stop;
iv) whether stop will be initiated from vessel or installation;
v) emergency stop procedure established;
vi) confirmation that the liquid bulk lines can be drained back to the vessel's tanks where necessary, by gravity only;
vii) Material Safety Data Sheets (MSDS) for the product to be loaded must be made available to the Master prior to
commencement of operations.
13.1.3 When the hose is connected and lines are set, the provider should be directed to start pumping at a slow rate.
All system manifold connections should be checked for leaks at this time. For dry bulk transfers, purge air should be
utilised prior to bulk transfer to clear lines and to prove connections.
13.1.4 If all is well, cargo is confirmed as entering the correct tanks, no leaks are observed and a good vent has been
obtained (dry bulk), the provider should be advised to increase pumping, up to the full delivery rate. The venting of
dry bulk tanks is governed by the Control of Pollution Act 1974 and the Environment Act 1995 Section 30F.
13.1.5 During bulk cargo operations the following points should be observed:
i) the Master or person appointed for the task must ensure that he can see the bulk hose(s) at all times and he should
not allow other operations to distract his attention away from the hose(s);
ii) the vessel bridge and OIM or provider should confirm quantities discharged and received, at regular intervals, to
ensure that there are no leaks within the respective systems;
iii) the vessel deck crew, installation crane driver or provider must be readily available and close at hand throughout
any transfer operation;
iv) sufficient warning shall be given by each party prior to changing over tanks;
v) installation, provider or vessel valves should not be closed against a cargo pump;
vi) If at any stage in the operation the vessel Master, provider or OIM are in any doubt as to the integrity of the
operation then that operation should be terminated;
vii) The loading rate should be reduced to a manageable level to allow the receiver to top off tanks safely.
13.1.6 When pumping has finished, both the receiver and the provider should set their lines to allow the hose to be
drained back to the vessel's tank. If the installation has a vacuum breaker fitted to the line, this should be used to aid
draining. In suitable conditions the crane should also be used to lift the hose to aid draining. In the case of dry bulk,
purge air should be used to clear the line.
Compressed air must not be used to clear a wet bulk line, due to the possibility of damage to the vessel's tanks by
overpressure.
13.1.7 When the hose is disconnected, the end should be fitted with a suitable cap or blank.
13.1.8 Product remaining in the line following transfer should be drained back into one of the vessel's tanks prior to
disconnecting the hose. This does not apply to potable water.
13.1.9 Hoses used for potable water must not be used for transferring other bulk liquids, including drill water. Potable
water lines should be flushed through prior to transferring water to avoid any residues within the lines contaminating
the installation's supplies.
13.1.10 During periods of darkness, adequate illumination must be available over the hose and support vessel
throughout the operation. To facilitate identification, hoses should be fitted with high visibility bands, high visibility
tape or alternative means to mark the product.
13.1.11 Hoses are colour coded for manufacturers' identification and approval, frequently by use of spiral coloured
bands within the hose structure.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

46

Bulk Best Practise for Offshore Vessels

i) It is recommended that hose terminations should be identified by the use of a coloured band or alternative means
to mark the product and all receivers should adopt a universal colour and connection scheme similar to the chart in
Appendix 3. The colour band at the termination should be broad and distinctive to avoid confusion with spiral band
colours within the hose structure. The manufacturers' colour coding identification in the hose should not be confused
with the colour band at the termination;
ii) all bulk hoses used offshore are to be of sufficient length for safe operation and have internally swaged or other
approved clamp fittings. Unapproved repairs should not be made.
Use of heavy sections of reducers/connections at hose ends should be avoided.
13.1.12 In the transfer of bulk products, consideration should be given to the fitting of self-sealing weak link couplings
in the hose string.
13.2 Bulk Transfer Operations In Port
Prior to the start of any bulk transfer operations, a cargo transfer plan should be formulated and agreed with the
other persons responsible for the pumping or reception of the product. This should include:
i)
product to be loaded;
ii)
tanks to be used;
iii)
load/discharge rates required/possible;
iv)
procedures for topping off tanks;
v)
procedure for emergency stops;
vi)
all external hot work must be stopped and hot work permits revoked if a hydrocarbon based product is to
be loaded;
vii)
check loading/discharge line and tank valves are correctly set;
viii)
if more than one product is to be loaded/discharged simultaneously, ensure that correct hose is fitted to
appropriate coupling;
ix)
check condition of loading/discharging hoses;
x)
ensure moorings are maintained such that no strain is imposed on the hose(s) by vessel movements;
xi)
ensure there is sufficient scope of hose deployed to cope with any ranging of the vessel on the quay;
xii)
establish communications routine with other party;
xiii)
prove vessel's tank level monitoring system. Manual verification checks of the level monitoring system
should take place during loading of liquids, especially when loading to near capacity of individual tanks;
xiv)
ensure a watchman, with suitable communication equipment, is on duty at the deck manifold;
xv)
complete and sign off any relevant company safety check list or dangerous goods safety checklist (DSHAR
reg 21);
xvi)
if fuel or oil based fluids are to be loaded, ensure that Avery Hardoll connections are fitted. Fuel should not
normally be loaded using screw couplings of the Weco type;
xvii)
ensure all pollution prevention equipment is in place as per vessel's SOPEP;
xviii) provide at vessel hose/manifold/reception site drip trays, fire hoses, fire extinguishers, test equipment for gas
concentrations, explosimeter;
xix)
impose "No Smoking" conditions;
xx)
harbour/base operator's emergency pollution procedures on display (Dangerous Substances in Harbour
Areas Regulations 1987).
Safe Management and Operation of Offshore Support Vessels Issue 4 November 2002
13.3 Bulk Transfer Operations at Sea
The following procedure should be used prior to and during any transfer offshore of bulk cargo to or from the vessel:
Installations should ensure that:
i)
hoses are visually inspected and doubtful lengths replaced;
ii)
slings and lifting points are visually checked and replaced if required;
iii)
hoses are lifted by a certified wire strop on a certified hook eye fitting;
iv)
underdeck lighting is provided and adequate.
Vessels should ensure that:
i)
all pollution prevention equipment is in place, as per vessel's SOPEP;
if a connection other than a self sealing quick release coupling is used, particular care must be exercised when
disconnecting the loading hose and a drip tray must be in place;
iii)
all manifold valves are in good condition;
iv)
correct couplings have been identified for the product(s) to be transferred;
v)
the person in charge of the operation performs no other duties;
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

Bulk Best Practise for Offshore Vessels


vi)

installation under deck lighting is adequate for the work to be done;

vii)

dry bulk vent line positions are identified.

47

13.4 Bulk Transfers of Particular Concern


13.4.1 Bulk Transfer Operations Methanol
Methanol is a highly flammable, toxic substance which burns with no visible flame in daylight conditions and is readily
miscible in water. Special care must be exercised when loading and discharging this product and the instructions in
vessels' procedures or marine operations must be adhered to. In addition, the following points should be observed
(Merchant Shipping Notice M1458):
i)
Material Safety Data Sheet (MSDS) for the product to be loaded must be made available to the Master prior
to commencement of operations;
ii)
Charterer/base operator will nominate berth after liaising with harbour authority, fire brigade and the
harbour police/security;
iii)

Base operator to ensure sufficient water supply available for cooling/drenching, as appropriate;

iv)

Base/harbour area used is cordoned-off, with appropriate signs posted to indicate a hazardous area;

v)
the Master of the vessel and the authorised MARPOL surveyor should complete a ship to shore safety
check with provider;
vi)

approval for loading is given by the vessel Master and authorised MARPOL surveyor;

vii)

all loading operations to be conducted under a permit to work raised by vessel Master;

Safe Management and Operation of Offshore Support Vessels Issue 4 November 2002
viii)
supplier's staff to be on site at all times to advise on pumping, handling, earthing and discharge of tanks.
Supplier to provide dry powder and water fire extinguishers, large buckets of water and 25 litre containers in case of
small spillages;
ix)

vessel deck should be clear and fire hoses rigged, ready for action, prior to commencement of loading.

13.4.2 Bulk Transfer Operations Zinc Bromide


Zinc Bromide is a particularly corrosive, heavy drilling brine which is subject to the "Control of Pollution by Noxious
Liquid Substances in Bulk" regulations. All vessels involved in the carriage of this cargo must hold a valid "Certificate of
Fitness for the Carriage of Dangerous Chemicals in Bulk" or an "International Pollution Prevention Certificate for the
Carriage of Noxious Liquid Substances in Bulk" (INLS) Certificate, covering carriage of the appropriate substance.
Due to the brine's very corrosive nature, protection of personnel against injury from spillage is most important and
certificated vessels should have a procedure and operations manual which details the legal and safety requirements for
handling the product. In any event, the following points should also be observed:
i)
Material Safety Data Sheet (MSDS) for the product to be loaded must be made available to the Master, and a
full risk assessment carried out, prior to commencement of operations;
ii)
the loading/discharge hose should be checked for damage prior to use and should be fitted with a self sealing
coupling, such as an Avery Hardoll or similar, to minimise spillage during connection and disconnection;
iii)
chemical suits must be provided for and worn by all personnel handling the hose and making the
connection/disconnection;
iv)
zinc bromide may only be considered for carriage in those tanks specifically detailed for the purpose in the
vessel's INLS certificate;
v)
tanks which have carried Zinc Bromide cannot carry any other product until they have been properly
cleaned and all washings disposed of as per regulations, otherwise any cargo accidentally loaded on top is to be
treated as special waste;
vi)
tanks that have contained Zinc Bromide should be drained as much as possible prior to washing. If a vessel's
cargo pump cannot remove all but the smallest amount of brine, then consideration should be given to the use of
portable pumps to ensure as little residue as possible remains;
vii)
tank cleaning and the discharge of tank washings can only be carried out under the surveillance of an
approved MARPOL Surveyor, as the tank washings are classed as special waste.

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved

48

Bulk Best Practise for Offshore Vessels

Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.

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