Lobster, smoked salmon and suckling pig ...
E-mail highlights from Rob:
12 December
Sorry have been busy the last couple of days so not had much time to type! It is now 2100 on the 12th. We arrived at Benchamas at 1500 today and anchored near to where we will be loading the crude. It's a weird place, miles from land off the coast of Thailand. The water is calm as a duck pond and it's very hot. Considering it's winter here goodness knows what it is like in the summer! The whole area is a mass of oil rigs and then there is the ship we will be loading from. It's a huge retired tanker permanently moored here and converted to be a berthing terminal for storage/transfer of the crude. Looks like we may be here a few days as they have not given us our berthing orders yet and the ship looks to be pretty empty by the way it is so high in the water. We should hear tomorrow morning anyway.
Today I was up fwd when we came to anchor so I saw the procedure for that, more complicated than I imagined. The 3rd and 2nd mates are on 6hrs on - 6hrs off at the moment so the Chief mate and myself are able to get a decent night’s sleep and will be woken tomorrow to start the cargo opps (if we get the nod from the terminal!) . Then once we are loaded it's off to Indonesia, due there on the 19th/20th so we ought to be loaded and on our way to NZ at Christmas. Today I de-ballasted by gravity (ie not using the pump) some of the ballast water so we are ready to receive cargo.
Specific plans have been drawn up for the speed/order etc of the loading and de-ballasting so as to keep the ship stable and the trim/heel within acceptable limits - so we will have to monitor things very closely for the entire process - could mean little sleep! I think I will be mainly helping on deck by opening and closing valves and monitoring the manifold and pump room. This could be a struggle in this heat!
Better get some kip now whilst I have the chance, it'll be the first night I've had more than 5 and a half hours in the last week so looking forward to it!
13 December
We are now proceeding to Indonesia, should take about 5 days. We have 350,000 barrels of Benchamas crude on board. It took 16 hours to load and we were up all night finally finishing at 5am. So went to bed at 8am this morning and awoke for lunch at 12. It's now 2pm and I am due on watch at 4pm so back to the usual routine. All the new crew are settled in now, we have a new 3rd Engineer, some new GP (general purpose) sailors and I think some new machinists and oilers for the engine room. Also a new cook and of course the new Chief Mate.
When we were loading cargo I was mainly on deck keeping an eye on the pressure at the manifold and dipping the tanks to provide samples for the terminal and the ship. Also went round with the Surveyor to measure all the ullages (distance from the top of the cargo to the top of the tank) before and after the loading and to take temperatures and check for water in the cargo. It was very interesting to see but also very smelly! All the doors are shut and the air con on internal circulation when we do cargo opps and now I know why it really is like standing in a petrol station with all the pumps on full!
If you wonder what I have been doing in my spare time, well other than preparing those databases that one of my blog comments recommended I have not been doing much as there is not much spare time to be had!
17 December
Today is Sunday so a day off for me, we passed through the Balabac strait at midday so I went on the bridge to plot positions and catch a sight of land! It's still very hot so stayed in the air conditioned accommodation!
The sea feels nice and calm now (although the fishing boats still seem to be getting a rough ride) I guess it just doesn't affect us. There has been plenty of traffic to deal with at night which makes it interesting, and lots of fishing traps left unattended with flashing lights on them. It takes a while when you go on the bridge in the dark before your eyes get adjusted and then the sea looks like a Christmas tree with all the fishing boats around. We should pass over the equator on the 19th just before we arrive at Santan, The load port is just a few minutes south of there so it'll be rather hot I'd have thought. It was very hot out on deck at 2am when we loaded at Benchamas so hopefully I'll be able to stand the temp.
Just off to dinner now, steak tonight as it's Sunday.
27 December
Merry Christmas! Sorry I have not been too quick with the Email recently, there has been so much going on and finding time to sit down and write one is a bit tricky! It's now 0700 on Boxing Day. Since I last wrote we have loaded more cargo at Indonesia and are now proceeding towards NZ to discharge. Currently North-East of Papua New Guinea, about 5 deg south. Yesterday the crew and Engineers had the day off (obviously the watch officers could not or else we would crash.) We started with presents from the Captain at 10am, and then we played some games in the crew mess and the gym and then a huge Christmas lunch by the pool, Soup, lobster, smoked salmon, suckling pig, veg, potatoes loads of salads and bits and some Christmas cake. Very nice! It’s weird eating Christmas lunch outside in 30 deg heat whilst people are swimming in the pool! Later more games and rest and watching a few movies in the lounge. Back to work this morning (3am) saw some volcanic islands as the sun was rising.
Right now I am off to breakfast! I will write more when I can.
posted by Rob @ 9:51 pm
10 comments
10 Comments:
Well it is good to hear you have left "troubled waters" behind you, and have gone through your first loading apparently without an oil spill. Seems my concerns over what you had done with those pliers were unfounded. It wouldn't be the first time a high level alarm failed to activate because someone had left the pliers behind them and jammed the float.
Comments on 12th December posting.
I note you loaded from a floating storage and transfer facility.
I therefore assume it was not in fact a Floating Production Storage and Offloading facility. (FPSO)
They are almost the same to look at,
but are actually quite different, and when old and operated by a bunch of cowboy operators contracted to the oilfield licensee they can be one of the greatest hazards you are ever likely to come across - not only for their own personnel but also to the vessel that is loading from them.
The FPSO is connected directly to a subsea oil well. The "Live Crude" comes directly on board from the oil well at high pressure. It is highly hazardous at that stage as it is hot, high pressure, and contains very very high levels of gas (H2S) in particular.
It then passes through a process unit which essentially seperates the oil from the gas by natural process. The gas is diverted to a flare and burnt off, whilst the degassified oil is dropped down into the cargo tanks. When full, an offload tanker (Like you)comes in and the proceessed crude oil is transferred. Those types of FPSO can be a nightmare especially if they are ancient converted tankers and the flare is not high enough above the deck. Those FPSO's which are not conversion jobs, ie are custom built as FPSO's are likely to be the much safer facility.
Keep it in mind.
If you are loading from an FPSO again, and the FPSO is still producing whilst you are loading then you should be very cautious indeed. You will be able to tell if that is the case as the flare will be flaring whilst you are loading. If it is not "Producing" during your loading the flare will be extinguished and you can then breath more easily and your blood pressure should be at a more normal level - ie not so dangerous.
In my view, "production" should not be permitted when an export tanker (thats you) is loading - but cowboy operators offshore seem to think they can do what they like, and anyone (on board the FPSO) who tries to stop them, will soon be got rid of, and replaced by someone who will let them do just what they want. Be on your guard for that in the future. If they want to "produce" during the loading of your vessel, and that flare is uncomfortably close to your deck - tell them to go to hell - or get your Captain to do that.
Anchoring Procedure - not complicated really - but it may seem that way to you at this stage.
Talk yourself through it, type it up, then get the C/O or Captain to check you have got it right before saving it.
Ballast Water - hope it was clean.
IT Should be on a Chevron tanker, but if you go on an old OBO plagued with cracks that are not properly repaired as they occur, then the ballast is likely to be filthy, no matter what you do.
Sleep - now you are beginning to get an idea of how you may become subjected to fatigue on a tanker, particularly if you are in and out of port every few days.
Ambient Temperatures -
Yes they are hot in most crude oil loading ports - so your "see through" boiler suit (Warsash Training) will not be uncommon, get used to it. Heat is another contributing factor to fatigue.
Monitoring Pumproom
Yes - but you should ensure there is always someone posted up top when you go down there.
Loading through the pumproom is OK but it is always preferable to load through drop lines (from deck direct into tanks)but it sounds like your ship does not have them - thats not uncommon.
Sleep well.
13th December report:-
350000 Bbls on board. Is that nett or gross. ?
What was the api @ 60Fahrenheit?
What was the average load temperature?
How many long Tonnes does that quantity represent?
How many Metric Tonnes does that quantity represent?
Get the C/O to explain the measurements and calculations to you, as well as the use of the ASTM Tables.
He is after all supposed to be "training" you.
Air Conditioning Internal Cycle:-
Normally refered to as "recycle".
Most important when loading - I think you now know why.
However, with some ship operators that use cheap third world labour, frequently carrying T.B. - it does have its downside.
Compiling databases:-
Thats good - they will be very handy in the years ahead if you remain at sea.
Double check your entries - before you save them.
17th December entries.
"Standing the Temperatures"
That will be demanding on you - it does take time to get used to it.
Keep up your fluid intakes - plenty of water - stay off any form of alcohol - or almost stay off it.
A beer before bed - is acceptable in most cases - keep it at that.
Steak on Sunday:-
When I was with Chevron we had it most mornings for breakfast, with eggs and fries.
27th December Entries.
"Presents from the Captain"
My god - things must have changed.
In my day you'd have got sod all presents from me - a smile perhaps, but no more.
Volcanic Islands
Yes there are plenty of them in your vicinity - in fact since you joined in Hawaii you have been running around what is geologically known as the Pacific Rim of Fire.
To Conclude:
Good to see your updates, and it appears you are getting on fine.
For my part - well "retired" I may be, but I feel I remain more than capable of "training" a cadet.
Never ever needed to use a "whip" either.
Have a good New Year.I'll be keeping an eye on you from here.
Wink: Wink
Shipmaster (retired)
Australian Outback.
Well I have to agree with the last commentator for the information provided does indicate that in the first instance he loaded from a FSO (Floating Storage and Offloading Facility) as opposed to an FPSO,on account that he made no mention of a flare above the deck of the old storage tanker. That means the actual process facility was at some other location, perhaps not far away, and not just welded on to the deck of the old storage tanker.
A much safer arrangement all round.
I further reaffirm this blog is the best that I've ever seen, and it should be raising some eyebrows somewhere.
That tankdeck in the heat of the tropical sun is a bit much to handle for prolonged periods of time, especially when you're running up and down the pumproom as well. It's strength sapping to say the least.
Do they provide you with a really wide brimmed safety helmet to keep that sun off your head, face and neck. If not you need to get a large cowboy style straw hat to stick on top of the ordinary style safety helmet.
If you are out there for hours on end, and I don't doubt that you are, they should be providing you with high protection Sun Block Cream for your face neck and hands, as well as safety glasses of the sun glasses variety.
Heaven knows, too many have suffered fatal melanoma's in the prime of their lives due to over-exposure to the sun in their youth.
With holes in the ozone, - the risk is even higher today.
The first trip is always the hardest, generally speaking - so stick at it - next time around you'll have a better idea what to expect and be able to prepare more thoroughly.
FLUID INTAKE - just keep drinking as much water as you can - you can't drink too much under those conditions - chilled or even ambient is OK - but not too cold.
A litre an hour minimum - if you keep properly hydrated you wont feel so miserable - that's essential.
Remember alcohol dehydrates you - so defer that beer until just before you go to bed - if you must have one that is.
I also agree you seem to be doing just fine for a first tripper - as good as anyone could do - I believe.
Have a good New Year - you're heading for cooler regions now.
Keep it up.
Capt. (Ret'd)
grrr - this blog is running hot, could revolutionise the life of the seafarer. A real industry "shaker" perhaps.
You're doin well Rob.
One Point - your description of "ullage".
It's OK, but a more precise description would be
"The distance from the surface of the cargo to the ullage datum point at the top of the tank".
You have to know just where that datum point is - that info should be
defined in the tank calibration tables. It can & will vary from ship to ship, maybe even tank to tank on some ships. It is important to ensure you are ullaging from the correct point.
Your comment "Not much spare time to be had" - well it would be safe for your readers to bet their last dollar on that.
Happy new year.
Blackdog 29th December
Woof Woof
All good stuff on this blog !!!
Hey Rob now that you're loaded and on your way - have you determined if your ship is "Bent" and if so which way.
It's almost certain she is.
Has anyone told you how to do that, ie determine the hog or the sag.
snifferdog
Hi Rob,
This sure is an interesting blog !!!! ??
Customs (29th December 2006)
Hmm - you are attracting more interest Rob - so it seems.
It is true that the ullage datum point for each tank should be clearly defined in the tank calibration tables. But sometimes it isn't, which can be a damned nuisance to say the least. However those details will/should be on board somewhere, if they are not in the tank calibration tables. So you'll just have to go off looking for them and you may eventually discover them in the most unsuspecting location. However hopefully somebody on board will already have found them.
Now you are proceeding from hot to cold with a heated cargo - there will be some different things to consider than if you were carrying a non heated cargo. In someways the heated cargo will lighten your workload whilst in other ways it will increase it.
Irrespective however I am sure your "Top up" Fan is fully operational although it may not be needed as often as in the case of a non heated cargo.
I am sure you will be taking the opportunity to check the water/glycol level in the deck-vaccuum breaker - certainly before arrival at discharge port (Disport).
An awfull lot of damage can be done if that doesn't work properly when it is required.
Have you got ear protectors, - you'll need them when you go down the pumproom when you are discharging at full bore.
Your pumproom fans should be sucking, not blowing. If it's the otherway round for some reason - check out what that reason is.
You don't want a downdraft of high velocity air being directed directly into "crude oily" pump room bilges - that can make it difficult to breath.
Then of course, prior to disport I expect you'll be testing your cargo pump overspeed trips, and emergency shut-downs.
There's always plenty to do on a tanker as you are now becoming fully aware.
Half way through your first voyage cycle and still staying with it - well you are becoming more "precious" each day. Industry "precious" that is, - but don't let it go to your head - there's still a long long way to go - but you are getting there, and that's what's important.
A happy and Prosperous New Year.
Bulkshipsurveyor.
Time for some revision I think, considering you have a disport ahead of you Rob.
Copied and pasted from deck-officer.com
Posted: Tue Jun 06, 2006 12:06 pm Post subject: When would you abort COW
--------------------------------------------------------------------------------
Q. From Cadet Valmar. (Cargo)
Can anybody tell me what situations/reasons you would abort COWing for.
Answer from:-
bulkshipsurveyor
Guest
Posted: Tue Jun 06, 2006 11:04 pm Post subject:
--------------------------------------------------------------------------------
Hello Valmar.
COWing is heavily dependant on the correct and efficient operation of the Inert Gas System.
Any failure of that system or defective operation thereof would require the immediate suspension of COW operations.
Some instances might be:-
1. The failure/inability to maintain the Oxygen Levels [b]below [/b] 5%.
2. The failure/inability to keep positive IG pressure throughout the vessel.
3. Any leakages in the COW system.
Before commencing COW it should be ensured that the COW reservoir,( ie the tank selected to provide COW supply to the machines) has no "free water" on the bottom (ie it contains "dry oil"). A mixture of oil and droplets of water is highly hazardous when passed through tank cleaning machines under high pressure.
(Static electricity)
bulkship:- Dec 30th 2006.
Hey man - Cool blog.
I reckon you is really getting the hang of it now - ROB.
OOOH EEEE.
She luv's ya - yeah yeah,
She luv's ya - yeah yeah,
And with a luv like that,
You know it can't be bad.
Jerry - The Pacemaker.
All good stuff - so pay attention ROB.
And if when you get to disport you find water at the bottom of the tank selected for the COW reservoir, there is no need to panic, just discharge some of the tank to the shore, ie. "draw off" the water and when it's all gone (to the shore) you will have reached the "dry oil" and you can then safely use it for COWing.
Shipmaster (Ret'd) 31st Dec.2006
BACK TO BASICS.
For the benefit of all readers.
Please ensure you go to the toilet before you go tank diving.
You don't want to find yourselves in that position when nature calls and you have to rush out.
You are much more likely fall - if that happens.
Tank falls are generally fatal.
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