Bulk Best Practice

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: [email protected] Australia Telephone +61 (0)861025880 Email [email protected]

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

2

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 [email protected].

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

3

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

4

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 Ship’s 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

5

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 manufacturer’s 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

6

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

7

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

8

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

9

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 it’s 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 tank’s 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, that’s the “elephant’s 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 mud’s (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 mud’s 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 striping’s 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 mud’s 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 mud’s 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 mud’s 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 crew’s 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, Mud’s, Noxious liquids. Ships Manifold

Facilities Hose

A

Female Camlock

Male Camlock

B

Female Weco Hammerlock

Male Weco Hammerlock

C

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

x

3.2808

=

FEET

U.S GALLONS

x

=

CUBIC METRES

x

0.003785 33 321

METRES

x

39.37

=

INCHES

U.S GALLONS

=

CUBIC INCHES

METRES

x

1.0936

=

YARDS

YARDS

x

0.9144

=

METRES

U.S GALLONS

x

3.78533

=

LITRES

U.S GALLONS

x

0.83268

=

METRES

U.S GALLONS

x

0.133681

=

IMPERIAL GALLONS CUBIC FEET

FEET

x

0.3048

=

SQUARE METRES SQUARE FEET INCHES

x

10.76

=

SQUARE FEET

U.S GALLONS

x

=

U.S BARRELS

0.093

=

U.S BARRELS

x

=

U.S GALLONS

x

2.54

=

SQUARE METRES CENTIMETRES

0.023809 5 42

x

U.S BARRELS

x

0.158984

=

CUBIC METRES

LONG TONS

x

=

METRIC TONS

U.S BARRELS

x

34.9726

=

LONG TONS

x

1.0160 5 1.12

=

SHORT TONS

U.S BARRELS

x

5.6146

=

IMPERIAL GALLONS CUBIC FEET

METRIC TONS

x

=

LONG TONS

U.S BARRELS

x

9702

=

CUBIC INCHES

METRIC TONS

x

0.9842 1 2204.6

=

POUNDS

U.S BARRELS

x

158.984

=

LITRES

METRIC TONS

x

=

SHORT TONS

1.20094

=

U.S GALLONS

x

=

LONG TONS

x

0.028594

=

U.S BARRELS

SHORT TONS

x

=

METRIC TONS

x

4.54596

=

LITRES

KILOGRAMS

x

=

POUNDS

x

0.160544

=

CUBIC FEET

POUNDS

x

=

KILOGRAMS

x

0.12

=

CUBIC METRES CUBIC METRES CUBIC METRES CUBIC METRES CUBIC FEET

x

=

U.S GALLONS

x

7.489

=

SPECIFIC GRAVITY LBS/ CU FEET

x

=

U.S BARRELS

x

51.941

=

LBS/ SQ INCH

x

35.315

=

CUBIC FEET

x

LBS/ SQ INCH

219.97

=

=

LBS/ CU FEET

x

=

=

CUBIC FEET

x

0.0283 17 7.4805

IMPERIAL GALLONS CUBIC METRES

432.8416 6 62.40833 3 8.333333

=

x

=

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

x

SHORT TONS

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

=

CUBIC FEET

x

=

U.S BARRELS

LBS/ SQ INCH

x

CUBIC FEET

x

0.1781 1 6.2288

=

IMPERIAL GALLONS

LBS/ SQ INCH

x

LBS/ CU FEET

x

LBS/ CU FEET

x

LBS/ CU FEET

x

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

8

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

9

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

3”

4”

5”

Male

Adapter

Male

3”

4”

5”

Male

Reducer

Female

6”-5”

5”-4”

4”-3”

Male

Reducer

Male

6”-5”

5”-4”

4”-3”

Male

Adapter

Hose

3”

4”

5”

Male

Reducer

Male-Hose

6”-5”

5”-4”

4”-3”

Male

Dust

Plug

3”

4”

5”

Female

Coupler

Male

3”

4”

5”

Female

Coupler

Female

3”

4”

5”

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

3”

4”

5”

Female

Dust

Cap

3”

4”

5”

Male

Adapter

Pipe thread

“

“

“

Female

Coupler

Pipe thread

“

“

“

3”

4”

5”

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

4”

5”

6”

Female/Femail

Adapter

4”

5”

6”

Female/Mail

Adapter

4”

5”

6”

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

4”

5”

6”

Male Weco

Pipe Flange

4”

5”

6”

Female Weco

Pipe Flange

4”

5”

6”

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

3”

4”

5”

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.