Bulk Best Practice

Bulk Best Practise for Offshore Vessels 1
2009
Captain Peter Corbett MNI MRIN
Bulk Best Practise for Offshore Vessels
Bulk Best Practice for Offshore Vessels is a practical and

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

Resources
United Kingdom
Telephone +44(0)2088167289
Email: captain@offshoremarine.co.uk
Australia
Telephone +61 (0)861025880
Email captain@offshoreresources.com.au
Author Captain Peter Corbett MNI MRIN April 2009 © Peter Corbett. All rights reserved
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 publications@offshoremarine.co.uk.
Copyright © Captain Peter Corbett MNI MRIN 2009
All rights are reserved. Apart from any fair dealing for the purpose of, private study, research, or review. No part of
this publication may be reproduced stored in a retrieval system, or transmitted in any form by any means, electronic,
mechanical, and photocopying or by any other means without expressed and written permission of the author or
under multiple copy licence agreement. Enquiries should be made through the publisher, Offshore and Marine
Publications.
publications@offshoremarine,co.uk
ISBN 978-0-9562107-1-5
.
This publication has been designed to address some of the issues in handling bulk products on Pipe Supply Vessels and
Anchor Handling Tug Supply Vessels. It does not however claim to be fully comprehensive or exhaustive in the subject
matter. The opinions expressed are those of the author/authors and not necessarily of the organisations they have
connections with.
Reader should make themselves aware of any changes with regards to policy and regulations, national and
international jurisdiction, and changes or amendments to administrative and statutory requirements that are in force
at the time of publication or that are introduced into force since the time of publication.
Inclusions and photographs reproduced by permission or from common or public sources remain the copyright of the
owner. The author extends his gratitude to all those who have contributed.
Author Captain Peter Corbett MNI MRIN April 2009 © Peter Corbett. All rights reserved.
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
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
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
illustration of typical bulk systems a practical guide Safety is every bodies responsibility. Every
to their operation and an insight on some of the person on board the vessel has a duty of
problems that may be encountered by a ships care towards themselves and to all other
officer or operator new to offshore vessels and persons either on the vessel or on shore
the joys of bulk handling. irrespective of whether they are involved in
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.
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.
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.
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.
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.
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.
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.
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 (cross-
over 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.
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.
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.
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 It is good practice to test the
visual display screen which allows the operator to emergency stop from time to time
monitor the working pressure and control jet purge before loading cargo operations to
air supply to the discharge line during discharge of ensure that all the valve function
the tanks.
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.
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 Caution
disconnected and no water can enter the system.
Ensure that all pressure is
The length of the hose line between the shore facility or released before opening any
offshore platform and the vessel must be as kept as short as hatches. The hatches should only
practical. If supplementary air is necessary to assist the flow be opened on the instruction and
over a long line then this can be introduced by the operator under supervision from the officer
on the platform or at the facility from the loading station or who is in overall control of the
the deck. 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
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
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.
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
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.
9. Open the fill valve and vent line valve for the bulk tank to be loaded.
10. Ensure free circulation through the line by opening the purge valve.
11. Check that the tank to be loaded is venting over the side.
12. Open the air inlet valve to the tank which is to be discharged to maintain pressure.
13. Start the transfer by opening the discharge valve from the tank to be discharged.
14. 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 is becoming
clogged with product.
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.
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.
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 It is recommended that all fabric

screens on the aeration unit in tank
1. Blow the lines through with purge air. are replaced from time to time 5-10
2. Open the tanks and check if there is more years
product than just residue left. If so go
through the trouble shooting list.
3. During operation, open a drain valve of bulk tanks if water or bulk material comes
out with air.
4. Check oil level of the oil receiver tank on a compressor unit.
5. Check auto-drain valves on the drain trap on air inlet lines and compressor units if
they are in good condition during operation.
6. During operation if applicable, check a pressure difference between inlet and outlet
air for air line filters.
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.
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.
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.
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.
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.
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.
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
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. Check all the correct valves including the manual deck valves are open.
2. Check with the facility that their valves are fully open.
3. Check for kinks and sharp bends in the hose.
4. Check the dry break fitting is properly seated.
5. Check the dry break valve is opening and operating correctly.
6. Check the agitators are running and the circulation schedule has been maintained.
7. Check the pump pressure and suction.
8. 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.
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
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
particular product and should be
New hose assemblies should be hydro tested to 1.5 colour coded accordingly. Colour
times their anticipated maximum working pressure coding is applied to the fitting or the
when they are assembled to test for any leaks. 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.
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
Camlock
5 "inch.
ORANGE Barite Hammerlock
127mm.
Weco
Camlock
Dry Bulk 5 "inch
YELLOW Hammerlock
Cement 127mm.
Weco
Camlock
Potable 4" inch
BLUE Hammerlock
Water 101.6mm.
Weco
Camlock
4" inch
GREEN Drill Water Hammerlock
101.6mm.
Weco
Dry Break
4" inch
BROWN Diesel Oil FO Avery Hardol
101.6mm.
TODO
Dry Break
Oil Based 4" inch
BLACK Avery Hardol
Muds 101.6mm.
TODO
Dry Break
4" inch Avery Hardol
WHITE Base Oils
101.6mm. TODO
Dry Break
Drilling 4" inch
RED Avery Hardol
Brines 101.6mm.
TODO
Dry Break
4" inch
PUPLE Glycol Avery Hardol
101.6mm.
TODO
Dry Break
4" inch
NEUTRAL De-scaler Avery Hardol
101.6mm.
TODO
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 break-
TODO 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 Male
Camlock Camlock
B Female Weco Male Weco

Hammerlock Hammerlock
C Male Female
Dry Break Dry Break
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.
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
been badly worn. If so remove one. Best practice and good
2. Check that there is no build up of product seamanship requires that after
either inside the female fitting on top or under every operation the seal ring is
the seal ring. Remove the seal ring and clean it removed from fitting and that the
and the seating inside the female. seal ring and the seating inside
3. Check that there is no build up of product the fitting is thoroughly cleaned
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
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
One of the problems with customary dry
TODO Dry Break Fittings: break couplings is that they are not truly
dry break. There will always be the chance
Avery-Hardoll & TODO are two makes of Dry of a little spillage if the line is not blown
Break Fittings. These fittings of a male and female back thoroughly and product remains in the
union of self sealing couplings and are designed for chamber. Always make sure there is a save
use where it is necessary to connect and disconnect oil or receptacle under the manifold before
hoses and pipelines under pressure, quickly and with
disconnecting a dry break
minimal spillage. They are designed primarily for use
in the petroleum, chemical aviation and marine
industries where reliability, safety and protection of
the environment are of prime concern.
The hose end units incorporate the female connector and a swivel for hose connection. The
manifold end units are flanged and incorporate the male connector. Offshore version has
stainless steel internals and a special bush.
.
Operation is single action, using a straightforward turning motion to connect the couplings and
open a flow path. The initial push and turning action of the hose end unit engages with the
vessels manifold unit, locking and sealing the two units together. A further rotation causes the
internal valves to open, allowing flow with the minimum of pressure drop.
Once coupled the valve mechanism is interlocked so that the valve can only be opened by fully
engaging and sealing the female hose end unit to its matching male unit on the ships manifold.
On disconnection, the valves will automatically close fully before the couplings separate avoiding
spillage.
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

Torque values for bolts are
construction with two machined
based on” dry bolts” Note
bolts and hex nuts. The clamps
the use of lubricants on
should be plated to prevent
bolts will adversely affect
corrosion and with the bolt lugs
reinforced to prevent distortion. The the clamp performance.
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 clamp should be of the
saddle type. (shown left)
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’’ 40 lb.

4-18/64’’ 6-32/64’’ 60 lb.
Clamps should not be over tightened.
WEL Quarts
Health
Tons TWA Eco- Silica
Product Type EC No Hazard
Mtr 3 8 Hours toxicity 238-878-
ID
LT-mg/m3 4
Barite Powder 1.92 231-784-4 4mg/m3 r Nil PLONOR 1-10% Yes P3 Yes Yes Yes
Grey-Tan 2.4
Bentonite Powder 0.83 2i5-108 4mg/m3 Nil PLONOR 2-15% Yes P3 Yes Yes Yes
MI Gel Cream/Gr
ey
Calcium Powder 2.9.g 2087-439- 4mg/m3 Nil PLONOR 0.3mg/m3 Yes P3 Yes Yes Yes
Carbonate 9
All grades
Calcium Granuals 0.80 233-140-8 4mg/m3 r Irritant PLONOR Nil Yes P3 Yes Yes Yes
Chloride Powder
Flakes
White/gre
y
Caustic Pellets 215-185-5 ST C;R35 High Nil Yes P3 Yes Yes Yes
Soda White 2mg/m3 Corrosive
IMDG 8
Cement Yes P3 Yes Yes Yes
Citic Acid Crystals 0.85 201-069-1 Irritant Yes P3 Yes Yes Yes
White
Potasium Powder Rd 231=211- Nil Yes P3 Yes Yes Yes
Chloride White 1.98 8
Potasium Yes P3 Yes Yes Yes

Iodide
Sodium Yes P3 Yes Yes Yes

Bicarbonate
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 When to

Explanation Change Filters
P1 Mechanical 0.3 to 0.6 micron Increased

generated 8001a efficiency breathing
particulates resistance
P2 Mechanical and 0.3 to 0.6 micron Increased

thermally 9401a efficiency breathing
generated resistance
particulates
P3 Mechanical and 0.3 to 0.6 micron Increased

thermally 99.95010 breathing
generated efficiency resistance
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______________________________________
90%Tank 90% Capacity

Product Abreviate Lbs/Cu.ft Cu.ft per Mtr S.G Volume Cu.ft Metric Tons
Barite BAR 135.00 16.35 2.16
Barocarb BAROCARB 70.00 31.53 1.12
Bentonite GEL 60.00 36.79 0.96
Biozan BIO 39.00 56.96 0.62
Cement LFG"G" 94.00 23.39 1.51
Cement DENSECRETE 173.50 12.70 2.78
Cemsafe CEM 65.00 33.96 1.04
CMT H.M.R. 62.42 35.32 1.00
CMT Blend X-Lite 62.00 35.67 0.99
Flow Stop D.W.F.S 73.50 29.93 1.18
G+35% Silica Flour G+35% 86.30 25.59 1.38
Metcarb FORDICAL 169.00 13.03 2.71
Rugby Rapid Hard RRH 84.80 25.97 1.36
Rugby rhc + 5% litefill RRH +5% 68.66 32.11 1.10
Silica Flour SSA1 70.00 31.53 1.12
Spherlite SPH 25.00 88.29 0.40
Spinor A12 65.00 33.96 1.04
Convertion Table
CONVERSION TABLES
METRES x 3.2808 = FEET U.S GALLONS x 0.003785 = CUBIC METRES

33
METRES x 39.37 = INCHES U.S GALLONS x 321 = CUBIC INCHES
METRES x 1.0936 = YARDS U.S GALLONS x 3.78533 = LITRES
YARDS x 0.9144 = METRES U.S GALLONS x 0.83268 = IMPERIAL
GALLONS
FEET x 0.3048 = METRES U.S GALLONS x 0.133681 = CUBIC FEET
SQUARE x 10.76 = SQUARE FEET U.S GALLONS x 0.023809 = U.S BARRELS
METRES 5
SQUARE x 0.093 = SQUARE U.S BARRELS x 42 = U.S GALLONS
FEET METRES
INCHES x 2.54 = CENTIMETRES U.S BARRELS x 0.158984 = CUBIC METRES
LONG TONS x 1.0160 = METRIC TONS U.S BARRELS x 34.9726 = IMPERIAL
5 GALLONS
LONG TONS x 1.12 = SHORT TONS U.S BARRELS x 5.6146 = CUBIC FEET
METRIC TONS x 0.9842 = LONG TONS U.S BARRELS x 9702 = CUBIC INCHES
1
METRIC TONS x 2204.6 = POUNDS U.S BARRELS x 158.984 = LITRES
METRIC TONS x 1.1023 = SHORT TONS IMPERIAL x 1.20094 = U.S GALLONS
1 GALLONS
SHORT TONS x 0.8928 = LONG TONS IMPERIAL x 0.028594 = U.S BARRELS
57 GALLONS
SHORT TONS x 0.9071 = METRIC TONS IMPERIAL x 4.54596 = LITRES
85 GALLONS
KILOGRAMS x 2.2046 = POUNDS IMPERIAL x 0.160544 = CUBIC FEET
2 GALLONS
POUNDS x 0.4535 = KILOGRAMS POUNDS/GALL x 0.12 = SPECIFIC
92 ON GRAVITY
CUBIC x 264.17 = U.S GALLONS POUNDS/GALL x 7.489 = LBS/ CU FEET
METRES 8 ON
CUBIC x 6.2898 = U.S BARRELS POUNDS/GALL x 51.941 = LBS/ SQ INCH
METRES ON
CUBIC x 35.315 = CUBIC FEET SPECIFIC x 432.8416 = LBS/ SQ INCH
METRES GRAVITY 6
CUBIC x 219.97 = IMPERIAL SPECIFIC x 62.40833 = LBS/ CU FEET
METRES GALLONS GRAVITY 3
CUBIC FEET x 0.0283 = CUBIC METRES SPECIFIC x 8.333333 = POUNDS/GALL
17 GRAVITY ON
CUBIC FEET x 7.4805 = U.S GALLONS LBS/ SQ INCH x 0.144182 = LBS/ CU FEET
82
CUBIC FEET x 0.1781 = U.S BARRELS LBS/ SQ INCH x 0.019252 = POUNDS/GALL
1 61 ON
CUBIC FEET x 6.2288 = IMPERIAL LBS/ SQ INCH x 0.002310 = SPECIFIC
GALLONS 31 GRAVITY
LBS/ CU FEET x 6.935638 = LBS/ SQ INCH
93
LBS/ CU FEET x 0.133529 = POUNDS/GALL
17 ON
LBS/ CU FEET x 0.016023 = SPECIFIC
5 GRAVITY
Mud & Brine Conversion Tables

LB/ SQ LB/ SQ
PPG SG LB/CU.FT IN. PPG SG LB/CU.FT IN.
7.1 0.852 53.172 368.781 12.1 1.452 90.617 628.486
7.2 0.864 53.921 373.975 12.2 1.464 91.366 633.680
7.3 0.876 54.670 379.169 12.3 1.476 92.115 638.874
7.4 0.888 55.419 384.363 12.4 1.488 92.864 644.068
7.5 0.900 56.168 389.558 12.5 1.500 93.613 649.263
7.6 0.912 56.916 394.752 12.6 1.512 94.361 654.457
7.7 0.924 57.665 399.946 12.7 1.524 95.110 659.651
7.8 0.936 58.414 405.140 12.8 1.536 95.859 664.845
7.9 0.948 59.163 410.334 12.9 1.548 96.608 670.039
8 0.960 59.912 415.528 13 1.560 97.357 675.233
8.1 0.972 60.661 420.722 13.1 1.572 98.106 680.427
8.2 0.984 61.410 425.916 13.2 1.584 98.855 685.621
8.3 0.996 62.159 431.110 13.3 1.596 99.604 690.815
8.4 1.008 62.908 436.304 13.4 1.608 100.353 696.009
8.5 1.020 63.657 441.499 13.5 1.620 101.102 701.204
8.6 1.032 64.405 446.693 13.6 1.632 101.850 706.398
8.7 1.044 65.154 451.887 13.7 1.644 102.599 711.592
8.8 1.056 65.903 457.081 13.8 1.656 103.348 716.786
8.9 1.068 66.652 462.275 13.9 1.668 104.097 721.980
9 1.080 67.401 467.469 14 1.680 104.846 727.174
9.1 1.092 68.150 472.663 14.1 1.692 105.595 732.368
9.2 1.104 68.899 477.857 14.2 1.704 106.344 737.562
9.3 1.116 69.648 483.051 14.3 1.716 107.093 742.756
9.4 1.128 70.397 488.245 14.4 1.728 107.842 747.950
9.5 1.140 71.145 493.440 14.5 1.740 108.591 753.145
9.6 1.152 71.894 498.634 14.6 1.752 109.339 758.339
9.7 1.164 72.643 503.828 14.7 1.764 110.088 763.533
9.8 1.176 73.392 509.022 14.8 1.776 110.837 768.727
9.9 1.188 74.141 514.216 14.9 1.788 111.586 773.921
10 1.200 74.890 519.410 15 1.800 112.335 779.115
10.1 1.212 75.639 524.604 15.1 1.812 113.084 784.309
10.2 1.224 76.388 529.798 15.2 1.824 113.833 789.503
10.3 1.236 77.137 534.992 15.3 1.836 114.582 794.697
10.4 1.248 77.886 540.186 15.4 1.848 115.331 799.891
10.5 1.260 78.634 545.380 15.5 1.860 116.080 805.085
10.6 1.272 79.383 550.575 15.6 1.872 116.828 810.280
10.7 1.284 80.132 555.769 15.7 1.884 117.577 815.474
10.8 1.296 80.881 560.963 15.8 1.896 118.326 820.668
10.9 1.308 81.630 566.157 15.9 1.908 119.075 825.862
11 1.320 82.379 571.351 16 1.920 119.824 831.056
11.1 1.332 83.128 576.545 16.1 1.932 120.573 836.250
11.2 1.344 83.877 581.739 16.2 1.944 121.322 841.444
11.3 1.356 84.626 586.933 16.3 1.956 122.071 846.638
11.4 1.368 85.375 592.127 16.4 1.968 122.820 851.832
11.5 1.380 86.123 597.321 16.5 1.980 123.569 857.027
11.6 1.392 86.872 602.516 16.6 1.992 124.317 862.221
11.7 1.404 87.621 607.710 16.7 2.004 125.066 867.415
11.8 1.416 88.370 612.904 16.8 2.016 125.815 872.609
11.9 1.428 89.119 618.098 16.9 2.028 126.564 877.803
12 1.440 89.868 623.292 17 2.040 127.313 882.997
On board Inventory
Use this page to inventory your fittings
Camlock Fittings
Gender Thread Size Qty Size Qty. Size Qty.
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 “ “ “
Gaskets 3” 4” 5”
Cam levers Pins Rings Chain
On board Inventory
Use this page to inventory your fittings
Weco Fittings
Gender Gender Size Qty 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
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.
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;
vi) installation under deck lighting is adequate for the work to be done;
vii) dry bulk vent line positions are identified.
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.

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Bulk Best Practise for Offshore Vessels.

Offshore and Marine Publications.

2 Shop Lane, East Mersea, Essex. CO58TR.

Tel UK +44 (0)2033181697.

Copyright © Captain Peter Corbett MNI MRIN 2009

Basic Principles of Pressure Tank Operations ............................................................................................................................................................ 7

About the Author

Captain Peter Corbett MNI MRIN

Prior to starting a career in the Merchant Navy

Peters other publications include “A Modern

Warning & Precautions

Pneumatic Bulk Cement and Mud Handling Systems

The general configuration may vary from one

Usually segregated pipelines are employed to

Basic Principles of Pressure Tank Operations

The operating pressure ranges are generally

The loading is achieved by pumping the product

During the loading procedure a mixture of bulk

Once this mixture is on board and in the tanks

The internal cone slope design of the tank is

When the ships compressors are started a

The sump is central and the lowest point in

Loading Dry Bulk

Discharging Dry Bulk

To discharge the tank,

If ever there is a holy grail in bulk operations it is the purge air.

Keep a watchful eye on both the transfer hose on

Note. The pressure which is built up in the ships bulk

One advantage of using a single compressor is that if

Any two storage tanks within different material

For Example: No.1 compressor is used for either

Note: As most systems are basically designed to

Aeration & Screens

Without the vibration and aeration of the

Once the screens fluidise the product it

The picture below shows a cement tank

This tank is fit to be loaded with another

A good tight screen should sound like a

On most systems there will be at least

This control console will be either on a

In both systems all controls, indicators and

The remotely controlled valves in the system

The pressure in the tanks is indicated by pressure

Compressors can be started and stopped from the

When filling bulk storage tanks a High Level alarm will

The emergency shut-down system will be on, or very

Typical Operational Procedures

On completion double check everything is shut discharge and

Procedures and Check Lists

Typical Filling Procedure: (Rolls Royce)

Typical Discharge Procedure: (Rolls Royce)

Typical Internal Bulk Transfer.

The product or other material is plugging the discharge line,

1. Check the working pressure is in the normal range.

Tank is not pressurized up to maximum working pressure.

1. Run a comparison check to compare the performance of each compressor

After every operation It is recommended that all fabric

When bulk compressors are not used for long periods

Mud Systems SBM OBM

Slope Plates and Sumps.

This process of recirculation is imperative to