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Email captain@offshoreresources.com.au
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
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.
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
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.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
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.
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
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.
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 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
13
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
14
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.
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
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
16
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.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.
17
18
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.
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.
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
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.
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.
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
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.
.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.
23
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
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.
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.
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)
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
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.
27
28
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.
29
carry that product should have a procedure and operations manual which details the legal and
safety requirements for handling the product.
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
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.
31
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
32
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
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.
33
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
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.
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
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.
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.
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.
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.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
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
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
P2
Mechanical
thermally
generated
particulates
P3
Mechanical
thermally
generated
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
MATERIAL CONVERSIONS
(You can copy this sheet and use it to work out your tank capacities)
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
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
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
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
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
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.
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
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.
vii)
47
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.
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved
48
Author Captain Peter Corbett MNI MRIN April 2009 Peter Corbett. All rights reserved.