M o n d a y, N o v e m b e r 2 2 , 2 0 1 0

VEGETABLE OILS AND FATS ON CHEMICAL TANKERS -- CAPT AJIT

VADAKAYIL

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Capt. Ajit Vadakayil

VEGETABLE AND PALM OILS ON CHEMICAL TANKERS-- CAPT AJIT VADAKAYIL

The vegetable oil trade represents close to 60 million tonnes. It is 1/3 of the chemical tanker trade.
High melting point palm oils like palmitic acid, stearic acid , fatty acids etc must never be allowed to
freeze in the cargo pipelines. Discharging high MP palm oils in cold freezing weather requires clear action
planin case
of barge change over, for efficient sweeping etc. Cargo inside the pipelines must be immediately blown
down hill ( trim ) before it freezes.
Sweeping high MP palm oils heated to high dischg temperature requires close supervision . Sweeping
equipment and waders must be kept in readiness and tank dry surveyor must be available to declare when
enough is enough. Remember once the cargo falls below the level of steam coils things must happen the
way it is desired, before it solidifies.
When vessels are carrying solidifying products it is important that the products are at the maximum
discharge temperature (or slightly above) at least one week prior to arrival at the discharge berth. Also
during this period once the product is up to required temperature, soundings must be made in each tank
using a rod and line to determine if there are any solid products on the tank bottom.
In addition, any ballast in double bottom tanks beneath the cargo tanks must be lowered so that there is no
direct contact between the ballast and the cargo in adjacent tanks. If there isn a suction pit under the

been in command of
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RBD Palm Oil 32/40 50/55

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NBD Palm Oil 32/40 50/55

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impeller of the deepwell pump, there is every chance that the impeller is stuck---in which case the pit (
cold pocket ) may have to be steamed from underneath.
The Internationally recognised heating instructions for the various products are as follows, the product
should be up to the maximum temperature indicated at least seven days before arrival. Following is just a
guide line as shippers will give clear heating requirements for voyage heat and discharge heat.
Product Voyage Temp C Disch Temp C
Crude Palm Oil 32/40 50/55
Neutralised Palm Oil 32/40 50/55
Neutralised Bleached Palm Oil 32/40 50/55

Crude Palm Olein 25/30 32/35

Neutralised Palm Olein 25/30 32/35
Neutralised Bleached Palm Olein 25/30 32/35
RBD Palm Olein 25/30 32/35
NBD Palm Olein 25/30 32/35
Crude Palm Stearin 40/45 60/65
Neutralised Palm Stearin 40/45 60/65
Neutralised Bleached Palm Stearin 40/45 60/65
RBD Palm Stearin 40/45 60/65
NBD Palm Stearin 40/45 60/65
Palm Acid Oil 42/50 67/72
Palm Fatty Acid Distillate 42/50 67/72
Crude Palm Kernal Oil 27/32 40/45

PALM OIL ABBREVIATIONS:

CPO/ crude palm oil
NPO/ neutralised
B/ bleached
RD/ refined , deodourised
L/ olein
S/ stearin
A/ acid
FD/ fatty distillate
K/ kernel
LC/ low colour
DF/ double fractionated
ME/ methyl ester
IV/ iodine valuse
PU/ poly unsaturated
In case of palm oils sudden rise of temperatures due to indiscriminate heating can cause release of FFA and
make cargo off spec.
Acid value: AV is the number of grams of KOH required to neutralise 1 kg of product.
FFA: AV is generally twice the FFA number.
FATTY ACIDS:
ALIPHATIC ( oleic, palmitic , stearic ),
AROMATIC ( phenyl stearic ),
AMINO ACIDS

Risk assessment form prior sweeping cargowrt oxygen deficiency, burns to crew, and toxic/
health dangers
VEG OIL CARRIAGE
Three types of deterioration can occur in oils and fats
Oxidation
Contact of oils and fats with oxygen, present in the atmosphere, causes chemical changes in the product
which downgrade the quality. Much can be gained by reducing the amount of air contact . Oxidation
proceeds more rapidly as temperature increases, so each operation should be carried out at the lowest
practicable temperature. The rate of oxidation is greatly increased by the catalytic action of copper or
copper alloys, even when trace amounts (ppm) are present. Because of this, copper and copper alloys must
be rigorously excluded from the systems--seals, valves, strainers, pumps, temperature gauges or in
sampling apparatus. Prolonged contact with mild steel can also cause oxidation.
To prevent aeration-- It is preferable to clear the pipe line leading to the tank by a pigging system and/or
by the use of inert gas. However, if air is used, a suitable means must be provided to prevent it being blown
into the oil in the tanks.
Hydrolysis
The breakdown of fats to fatty acids is promoted by the presence of water particularly at higher
temperatures. Hydrolysis is also promoted by the action of certain micro-organisms. Tanks in which the oil
is being stored or shipped should always be clean and dry before use.
FFA
FFA of certain heating cargoes cargoes will increase if the moisture content is too high. Veg and animal
oils have different SG at different levels after long storage. FFA of the layer closest to the coils increases
faster and cause damage to the bottomso recirc Vegetable oil and Animal oil in coated cargo tanks.
Advantages are less manual labour for squeezing after discharge and not allowing a difference in
the FFA content between the lower and upper levels in the tanks.
Fat is combined with glycerine and fatty acid. When the fat is hot , it get decomposed to FFA and
glycerine ( hydrolysis ). Increase of FFA means the cargo will become worse in quality. The quality
of vegetable oils and animal fats is largely determined by their AV acid value. A fresh oil or fat has
low AV. Parcels having different FFA shall not be commingled .Rapid heating results in increase
in FFA content or discolouration of the cargo.

Vegetable oil and Animal oils have a FREE FATTY ACID content (FFA).If hot prewashed FFA will
increase rapidly to a level, which will coagulate the albumen in the Vegetable/Animal oil. This damages
the surface of the zinc silicate lining.
Contamination
Undesirable contamination may be from residues of a previous cargo or sea water . Previous cargoes not
on the Lists of Acceptable or Banned cargoes are only to be used if agreed upon by competent authorities
of the importing countries.
HEATING:
All ships should be equipped with temperature sensors and control devices to prevent overheating of oil in
the tank and associated lines.
In temperate and cold climates, pipelines used for oils and fats which may solidify at ambient temperatures
should preferably be lagged and also provided with heating, for example by steam tracing lines or
electrical heating tape. When clearing pipelines in such climates, steam may be used.

Heating should start at a time calculated to give the required pumping temperature without ever exceeding
the maximum rate of 5C over a 24 hour period
To prevent excessive crystallisation and solidification during short-term storage and shipping, oil in bulk
tanks should be maintained within the temperature ranges given in Table 1.
The temperatures apply to both crude and refined oils in each grade.
The temperatures are chosen to minimise damage to the oil or fat. Some crystallisation will occur, but not
so much as to require excessively long heating before delivery. Thus palm oil stored at 32C - 40C will
require about three days heating at 5C over a 24 hour period to bring it to transfer temperature. Long term
storage of all soft oils should be at ambient temperature and heating should be completely turned off. If the
oil then becomes solid, extreme care should be taken during the initial heating to ensure that localised
overheating does not occur.
Temperature at loading or unloading should refer to the average of top, middle and bottom temperature
readings. Readings should be taken not less than 30 cm away from the heating coils.
Under cold weather conditions discharge temperatures should be at the maximum of those shown in
Table to prevent blocking of unheated pipelines
Where a number of products are transferred through a common pipeline system, the system must be
cleared completely between different products or grades. The order of loading and discharge should be
carefully chosen to minimise adulteration.
The following principles should be observed:
Fully refined oils before partly refined.
Partly refined oils before crude oils.
Edible oils before technical grades.
Fatty acids or acid oils should be pumped last.
Special care should be taken to prevent adulteration between lauric oils and non-lauric oils.
The first pumpings of each grade should be collected where possible in separate tanks for quality checks
TEMPERATURES DURING STORAGE, TRANSPORT, LOADING AND DISCHARGE
Storage and

Loading and

bulk shipments

discharge

Oil or fat

Min C

Max C

Min C Max C

Castor oil

20

25

30

35

Coconut oil

27

32

40

45

Cottonseed oil

Ambient

Ambient

20

25 (2)

Fish oil

20

25

25

30

Grapeseed oil

Ambient

Ambient

15

20 (2)

Groundnut oil

Ambient

Ambient

20

25 (2)

Hydrogenated oils

Various

Various - (1)

Illipe butter

38

41

50

55

Lard

40

45

50

55

Linseed oil

Ambient

Ambient

15

20 (2)

Maize (corn) oil

Ambient

Ambient

15

20 (2)

Olive oil

Ambient

Ambient

15

20 (2)

Rapeseed/low erucic acid Ambient

Ambient

15

20 (2)

rapeseed oil
Safflower oil

Ambient

Ambient

15

20 (2)

Sesame oil

Ambient

Ambient

15

20 (2)

Sheanut butter

38

41

50

55

Soyabean oil

Ambient

Ambient

20

25 (2)

Sunflower oil

Ambient

Ambient

15

20 (2)

Tallow

45

55

55

65

Notes
Hydrogenated oils can vary considerably in their slip melting points, which should always be declared. It is
recommended that during the voyage, the temperature should be maintained at around the declared melting
point and that this should be increased prior to discharge to give a temperature of between 10 C and 15C
above that point to effect a clean discharge.
It is recognised that in some cases the ambient temperatures may exceed the recommended maximum
figures shown in the Table.
FOSFA HEATING INSTRUCTION:
Shippers shall ensure that the temperature of the oil during delivery into the tank(s) of a
ship is that at which the oil is usually handled and where heat is applied that the
temperature in no case exceeds that given in the appropriate table.
Master shall supply to cargo receivers a statement showing the cargo temperature at
loading and a chart on which the daily temperatures after loading have been recorded.
The charts hall be signed by the Master or authorized officer.
Shippers shall supply the following instructions with regard to heating of oil during the
Voyage for ship's tanks fitted with heating coils :-1.On completion of loading ship's steam coils shall be completely covered with oil.
2.Heating shall be effected by hot water or, where this is impracticable by low pressure
saturated steam. Pressures shall not exceed 1 .5 bar gauge.
3.During the voyage the oil shall be maintained in accordance with the temperatures set
out in the Heating Recommendations.
4.In sufficient time prior to arrival at port of discharge heat shall be applied gradually to
ensure that the temperature of the oil at time of discharge is in accordance with the
temperatures set out in the heating recommendations The cargo shall be maintained
within this range of temperatures throughout the discharge.
5.ln order to avoid any damage to the quality of the oil it is essential that heat is applied
gradually . A sudden increase in temperature must be avoided as it will almost certainly
result in damage to the oil.
6.The increase in temperature of the oil during any period of 24 hours shall never exceed
5'C.
7.As far as practicable top and bottom temperature shall be maintained at equal levels;
the difference between these two temperatures shall never exceeds 5 deg C.
8.The temperatures referred to above are the average of top, middle and bottom readings.
The top reading shall be taken at about 30 cm (one foot) below the surface of the oil.
The bottom readings shall be taken:
In tanks which have bottom coils at 30 cm (one foot) above the level of the coils;
In tanks which have side coils but no bottom coils, at a point about two feet (60
c) from the bottom of the tank and about 30 cm (one foot) from the side coils.
9.The temperature indicated in 4 above are applicable under normal conditions ruling

at port of discharge. ln the event of abnormal conditions( such as extremely low air or
water temperatures) receivers either directly or through their appointed representatives,
may vary the temperatures stated and instruct shipowners or their agents accordingly.
Details of any such variations shall be duly recorded and advised to shippers or their
representatives If there is more than one receiver of the oil ex one ship's tank:
All receivers from that tank should be in agreement to the proposed variations in
the temperature stated in 4 above;
Shipper's representatives at port of discharge shall endeavour to reconcile
requirements of the individual receivers.
The acid value of an oil may be used as a measure of quality. However, the acid value of the oil must not
be too high, as this denotes an excessively high content of free fatty acids, which causes the oil to turn
sour. Discoloration may also occur.
Oils and fats spoil by readily becoming rancid. Rancidity is promoted by light, atmospheric oxygen and
moisture and leads to changes in odor and taste. Thus, the tanks must be filled as full as possible, taking
into consideration the coefficient of cubic expansion so that as little ullage space as possible is left above
the cargo. Do not load rancid oil, since it does not meet quality requirements.
If the oil solidifies in the tanks, it cannot be liquefied again even by forced steam heating. In the vicinity of
the heating coils, the oil melts, scorches, discolors and becomes rancid.
Pumping out may be difficult in cold weather. The oil may cool too rapidly in the long lines and solid
deposits form on the outer walls, which cannot be pumped out and prevent the still liquid cargo from
reaching the suction valve. This problem can be solved by appropriate voyage heating. Chill haze
(separation) begins if cooling causes the temperature of the oil to approach solidification point, the oil
becoming ointment-like and finally solid, such that it is no longer pumpable.
All fats and oils have a particular density (approx. 0.9 g/cm3). With a rise in temperature, however, density
diminishes, thereby leading at the same time to an increase in volume. This behavior is described by the
coefficient of cubic expansion and is known as thermal dilatation.
The coefficient of cubic expansion amounts to: g = approx. 0.000746C-1
As a rule of thumb, oils may be expected to increase in volume by 1% of their total volume for each 14C
temperature increase
Fats and fatty oils are insoluble in water. However, contact with water may give rise to soluble lower fatty
acids and glycerol, which cause rancidity together with changes in color (yellow to brown), odor and taste
as well as gelling and thickening. For this reason, the tanks must be absolutely dry after cleaning
Ventilation must not be carried out under any circumstances, as it would supply fresh oxygen to the cargo,
which would promote oxidation processes and premature rancidity.
Before anybody enters an empty tank for squeezing , it must be ventilated and a gas measurement carried
out. Oxidation processes may lead to a life-threatening shortage of O2.
Of considerable significance with regard to tank cleaning is the iodine value, which is a measure of how
strong a tendency the oil has to oxidation and thus to drying. Drying is particularly detrimental to tank
cleaning, as the oil/fat sticks to the walls and can be removed only with difficulty. On the basis
of drying capacity, oils are divided into nondrying, semidrying and drying oils. Drying oils have iodine
value >130 while non drying oils/ iodine value have Iodine value less than100
With an iodine value of 118 - 144, sunflower oil is a drying oil, which means that it is subject to severe
drying on contact with atmospheric oxygen, so considerably complicating cleaning of the tanks. In
addition, considerable weight losses sometimes occur.
Drying , semidrying vegetable oils and animal oils ( or if you are in doubt ) must be
cold prewashed assoon as possible after discharge . A thin drying oil film like soyabean absorbs oxygen
from air and polymerises to form a tough elastic film.

The drying ability is expressed by its iodine number. Non drying oils have least capacity for iodine. It is a
measure of saturation. Unsaturation of veg oils range from 78% for safflower to 10% for coconut oil.
Examples of drying oils are
Soyabean oil, saffloweroil, tall oil, tung oil, linseed oil, mustard seed oil, poppyseed oil, walnut oil etc.

OXIDATIVE AND HYDROLYTIC RANCIDITY OF VEG OILS

Changes in quality of the fats and oils during

shipment occur due to hydrolysis and oxidation and this loss in quality is
taken into account when edible fats and oils are processed further into food during refining.
The term edible includes fats and oils which are destined
for the oleo-chemical industry for use in personal care products and cosmetics.
Residue of a previous cargo in tank , before loading a veg oil or fat should not result in adverse
human health effects. The previous cargo should not be a known allergen.
It is quite probable that some residue from the
previous cargo can remain in the tank and its associated pipework after
cleaning and also may also be absorbed onto the tank bulkheads.
Oxidation and hydrolysis are considered as changes in quality. Persistence and bioaccumulation a
re implicitly covered by the ADI (or TDI).
Solubility and vapour pressure should be taken into account when deciding on
the appropriate cleaning procedures.
The Federation of Oils, Seeds and Fats Associations (FOSFA International)
is a professional international contractissuing and arbitral body concerned exclusively with world trade in oilseeds, oils, fats and edible
groundnuts. About 85 percent of
ships carrying oil cargoes operate under a FOSFA contract. The other 15 percent
have equivalent contracts, but with other organizations.
A standard FOSFA contract is a banned list terms contract. This means that the
buyer will accept delivery of the oil as long as the previous cargo in the ships tank
was not on the banned list. The contract can be converted into an acceptable list
terms contract by the inclusion of an optional clause within the contract, as agreed by both parties.
Although some regions and countries (e.g.
European Union and United States) have adopted the acceptable list terms into
their national legislation, the majority of
countries have carried out a government or industry risk appraisal and accepted that the banned list
terms are satisfactory.
Thus, the majority of the edible fats and oils traded worldwide have had a previous cargo which is
on neither list. The main reason for using an acceptable terms
contract is to reduce the potential risk to the product from any residue of the previous cargo.
OS products are deemed to present no harm to the marine environment and are therefore not regul
ated.
Edible fats and oils are carried in ship types 2 or 3, and these ships may carry each of
the pollution categories X, Y, Z or OS.

The viscosity
of a liquid is defined as a measure of the forces that work against a flow when a shearing stress is
applied. At higher temperatures, the viscosity becomes lower .

Temperature/viscosity relationship

20C
Viscosity Water:
(mPa.s)

Castor oil:

40C

60C

1.00

0.66

0.47

986

231

80

The viscosity of a cargo is a very important parameter when considering carriage by

sea. The revised IMO regulations state that a cargo is considered
to be a high viscosity cargo if its viscosity exceeds 50 mPa.s at 20C.
IMO requires that the Master be informed of the viscosity of the cargo at 20C prior to
loading. If the viscosity is greater than 50 mPa.s, the Master must be informed of
the temperature at which it drops below 50 mPa.s.
If the cargo is discharged at a
lower temperature, the first washings of the tank cannot be pumped to sea, but must be pumpe
d ashore for disposal. Most vegetable oils are loaded and discharged at 10 to 15C above their melt
ing point .
Microbiological growth requires the right combination of conditions: moisture,
temperature and nutrients. Edible fats and oils contain very low levels of proteins
and carbohydrates, if any. In addition, a 1 000-tonne tank of most edible fats and
oils will contain about 500 kg of water, but this is well dispersed and does not
promote microbiological growth. As edible fats and oils are low in protein and moistures (normall
y < 0.5 percent for crude edible fats and oils and < 0.1 percent for refined edible fats and oils),
microorganism contamination is not an issue.
Chemical substances causing microbial or pathogenic contamination are not known.

When lipids are removed from their natural protective environment (oleiferous cells
for vegetable oils and adipocytes for animal fats) and stored or used, they undergo a reaction known
as autoxidation.
Although oxidation is a spontaneous phenomenon, its kinetics can be accelerated or decelerated u
nder the effects of different parameters .
Type of fat or oil, in particular the type of fatty acid. The more unsaturated the
fat or oil, the greater its susceptibility to oxidative rancidity .
Old oils. Fresh oil should never be mixed with old, as the older oil catalyses
oxidation in fresh oil extremely quickly. Pumps should therefore always be
cleared of older oils, and the pipes should be inclined so that oil never remains in them .
Temperature. Oxidation proceeds more rapidly as temperature increases, so
each operation should be carried out at the lowest practicable temperature.
The higher the temperature, the greater the extent of oxidation. A rule of thumb is that a tem
perature rise of 1015C reduces shelf-life by half. By the
same token, shelf-life is doubled if the temperature is reduced by the same
amount. An oil should never be stored at more than 1015C above its
melting point. Also, the external temperature
of heating coils should never exceed 80C, in order to prevent local overheating
of the oil. By storing at the lowest possible temperature,
taking into account the oil's setting point, oxidation can be kept to a minimum .

Time. The greater the storage time, the greater the extent of oxidation. By minimizing
the oil's storage time, oxidation can be kept to a minimum .
Light. Light, in particular UV, increases the rate of oxidation. Fats and oils
should

therefore always be stored and handled protected from light

transition metals. The rate of oxidation is greatly increased by the catalytic

action of copper or copper alloys; such metals (exposed or plated copper
alloys, brass, bronze, gun metal) must therefore be rigorously excluded from the systems.
Other metals, such as iron, also have catalytic effects although
less than copper. For this reason, pumps, tanks, pipes, valves, heating coils
and other equipment coming into contact with the oil should never be made of or
contain such metals

Hydrolysis
Hydrolysis is a reaction of oil with water to yield free fatty acids. Partial hydrolysis of triglycerid
es will yield mono- and diglycerides and free fatty acids. When hydrolysis is carried to completio
n with water in the presence of an acid catalyst,
the mono-, di- and triglycerides will hydrolyse to yield glycerol and free fatty acids
(acid hydrolysis). With aqueous sodium hydroxide, glycerol and the sodium salts of
the component fatty acids (soaps) are obtained (alkaline hydrolysis). Hydrolysis
does not normally cause any problems, as long as the products are handled hygienically and
have not come into contact with water . The hydrolysis of edible fats and oils is promoted by
the presence of water, particularly at higher temperatures.
Enzymes (lipases): lipases are often found in connection with contamination by organic material;
they are present in the digestive tracts of humans and animals
and in bacteria, and are also present in some edible oil sources (palm fruit, coconut);
any residues of these lipolytic enzymes
(present in some crude edible fats and oils) are deactivated by the elevated temperatures norma
lly used in oil processing.
chemical catalysts (acids, bases, reactive metals).
Previous cargoes that might be able to induce/accelerate hydrolysis of edible fats and oils are:
acids and bases e.g. acetic acid, acetic anhydride, fatty acids, phosphoric acid, sulphuric acid,
citric acid solution and sodium hydroxide solution.
Previous cargoes containing water (> 5 percent water), e.g. fruit juices and potable water.
Crude edible fats and oils containing lipases (palm fruit oil, coconut oil, animal fats); The
first stage of producing palm oil is steaming to kill the lipases which are present in the fruit.
Hydrolysis reactions are not relevant in the context of the evaluation, because acids
and/or bases are added to edible fats and oils during the refining process. Sodium
hydroxide (basic) is added during saponification to remove the
free fatty acids, while phosphoric and citric acids (acidic) are added during the degumming st
age to remove phospholipids.
Deterioration of edible fats and oils is dependent on the conditions during
transport/storage (temperature), the materials of the tankers (possibility of leaching
of tanker materials), the shape of the system itself (air/oil ratio and possibility of
mixing with air) and the duration/residence time of edible fats and oils in the
transport/storage system.
Heating coils within tanks, tubes and the internal shell of heat exchangers are
made of stainless steel. Valves and pipelines (supply lines) that come into contact with edible
fats and oils are made of stainless steel or aluminium Aluminium may only be used when
the acidity of the oil is low .

The temperature during loading/discharge is 1070C, depending on the fat

or oil type. Heating should be applied such that average oil temperature increases at a
rate of not more than 5C in a 24-hour period . The temperature during storage/transport is betw
een ambient and 45C, depending on the fat or oil type .

The possibility of mixing with air during loading/unloading and during transport/storage or
too much air contact in ullage space should be minimized. Nitrogen is used at sea to prevent air
contact.
The general loss of quality due to oxidation (increase
in peroxide values) or hydrolysis (increase in free fatty acid [FFA] content) during a voyage ha
s always been present in the shipping of edible fats and oils in bulk by sea.
There are ways of reducing this as required for example, nitrogen-blanketing the tank, if
the cargo is refined oil to be used directly in the food-chain without re-refining.
Under FOSFA conditions, samples of a fat or oil are taken at three stages: preshipment, loading and discharge. At least five pre-shipment samples of the fat or oil
loaded are taken at the ships rail or the nearest practical point prior to loading. At
least five samples representative of the fat or oil are taken from each ships tank. At
least five representative samples are taken during discharge at the ships rail or the
nearest practicable point thereafter. Sampling is done in accordance with ISO 5555. In general,
one of the samples taken at loading and one of the samples taken at discharge is analysed,
and therefore data are available on the fat or oil contamination and quality change during transport
Oxidation affects the colour and flavour (taste, odour) of the oil, producing oxidative rancidity.
Hydrolysis affects the flavour (taste, odour) and acidity of the oil, producing hydrolytical rancidity.
Analytical methods for hydrolysis are
based on determination of the hydrolysis products. Hydrolysis tests are based on the determination
of the FFA content, humidity, acid value (or saponification value) or hydroxyl value. The
acid value is the most widely used test method. Refined oils for domestic consumption
are most susceptible to hydrolysis .
Normal values for refined oils in the Codex Standards
indicative for oxidative or hydrolytic rancidity status are:
Peroxide value: up to 10 meq active oxygen/kg oil; and
Acid value/saponification value: up to 0.6 mg KOH/g oil.
Levels in cold pressed, virgin and crude edible oils and animal fats are higher. Previous cargoes wit
h a colour, odour or strong taste might have an organoleptic effect on edible fats and oils (e.g. th
e odour of fish oil could affect the odour of other oils).
Chief officer must smell the tanks before they are loaded or unloaded and
look into them during loading and unloading. Smell is a very sensitive sense.
Some of the deterioration of oils (e.g. oxidation, hydrolysis, contamination by
previous cargoes) can be cancelled by refining the oils.
There are a few edible fats and oils, such as cocoa butter, olive oil and palm oil, which are not refin
ed, because the organoleptic qualities would be lost after refining. Peanut oil and soybean oil are
refined before transport to avoid allergenicity.
There are two main refining processes used on crude edible oils and fats:
chemical/alkali refining and physical refining. They differ principally in the way free

fatty acids are removed/

Chemical refining consists of degumming, neutralization, winterization, bleaching and deodoriz
ation.
Physical refining consists of degumming, winterization, bleaching and deodorization.
Degumming
Crude edible fats and oils have relatively high levels of phosphatides (e.g. soybean
oil) and may be degummed prior to refining. The purpose of degumming is to remove seed
particles,

impurities, phosphatides oholipids),

pigments, carbohydrates, proteins and traces of metals.

Neutralization
Neutralization (sometimes referred to as refining or alkali refining) is generally performed on edib
le fats and oils to reduce the content of free fatty acids, oxidation products of free fatty
acids,

residual protein, mucilaginous

substances, phosphatides (phospholipids), carbohydrates, sulphur compounds, traces of metals, pig

ments, oil-insolubles and water solubles.
Winterization is a process whereby edible fats and oils are subjected to controlled temperature dec
rease. During this process, waxes are crystallized and removed
from the fat or oil by filtration to avoid clouding of the liquid fraction at cooler temperatures. dew
axing is utilized to clarify edible fats and oils containing trace amounts of clouding constituents
Bleaching
The purpose of bleaching (or decolorizing) is to reduce the levels of pigments, such
as carotenoids and chlorophyll, but it also further removes residues of phosphatides,
traces of soap, traces of metals, oxidation products, sulphur compounds
and proteins. The usual method of bleaching is by adsorption of these substances on an adsorbent
material.
Deodorization
The purpose of deodorization is to reduce the level of free fatty acids and to remove odours, off-fl
avours and other volatile components, such as pesticides and light
polycyclic aromatic hydrocarbons. Further removal of the proteins is achieved at
this step. The deodorization of edible fats and oils is accomplished by distillation.
SQUEEGEING AND PUDDLING

It may be necessary to squeeze (sweep) the cargo tanks, especially when carrying Vegetable and Animal
Oils. This will involve personnel (either from the vessel or ashore) entering the cargo tanks to assist by
manual means (squeegees etc) to maximize the outturn of cargo.
Most animal and vegetable oils undergo decomposition, this process, known as putrefaction, generates
obnoxious and toxic vapours and deplete the oxygen in the tank. Tanks that have contained such product
must be properly ventilated and the atmosphere tested prior to tank entry. This is especially important prior
sending personnel into the tank for sweeping purposes.
In addition to putrefaction, certain oils like coconut coil can have hazards associated with the production of
Carbon Monoxide (CO). These dangers are heightened during heating and the final stages of discharge
when CO levels have been known to reach in excess of 3,000ppm. As a result, it is essential that before
entering a tank for either squeezing the last remaining cargo or for tank cleaning that the following
precautions are taken.
The atmosphere of the tanks is monitored regularly throughout discharge for the presence of
CO. Temperatures should also be taken as excessive temperatures will assist in the production of CO.

The eight-hour safe exposure limit for CO is given as , 30PPM although short-term exposure (15 minutes)
of up to 200ppm can be allowed under exceptional circumstances. CO is toxic by inhalation and can cause
serious damage to heath. Accordingly, a meter, capable of measuring these limits, must be on board. Full
enclosed space entry procedures as detailed in the SEM must also be followed with additional checks made
for CO. Failure to follow these precautions may result in fatalities.
Use the 4 runner portable gas instrument to measure O2/ HC/ CO/ H2S with ventilation STOPPED.
In such cases, all Enclosed Space Entry Procedures and precautions must be adhered
to. While squeegeing veg oils the vent fans must be run and steam coils put off. Oxidizing
and putrifying veg/ animal oils are dangerous for the sweeper. For high MP cargoes in winter, the crew
must do this job FAST, and in a intelligent manner ,or the cold vent air will cause clingage ,
and unpumpables, which will cause surveyor to demand fresh intake of hot cargo and redoing the whole
job a second time.
For cargoes which require squeezing (sweeping), it is essential that correct voyage and discharge
temperatures are maintained and that the tank bottoms are checked for hard factions in ample time before
arrival at the discharge port.
Providing that the vessel arrives with the correct discharge temperature, heating should be gradually
reduced when the discharge is commenced and finally shut off when the tank is approximately empty
(this is important to prevent burning of the cargo as the heating coils become exposed).
At least one hour before the commencement of squeezing (sweeping) operations, the air blowers must be
put on the tank to ensure a safe atmosphere during the operations. Special attention must be paid to the
possibility of CO (Carbon Monoxide) being present in tanks which have contained Coconut Oils and the
CO content of the tanks prior to and during squeezing (sweeping) operations must be monitored (this, in
addition to LEL, O2, H2S) and mechanical ventilation of the tanks must be effective and in continuous
operation throughout.
All Enclosed Space Entry precautions and procedures must be in place prior to personnel entering the
tank(s).

A risk assessment form must be completed.

USE A MATRIX OF
SEVERITY-- VERSUS PERIOD OF IMPACT/ CERTAINTY
-- your company RISK ASSESSMENT form may be a bullshit form
with a capital B -you as a responsible Captain or Chief officer or OOW need to
protect your crew NOT keep an external auditor and your own
company S&Q dept happy.
Remember there might be Carbon Monoxide inside the tank, the
tank can be slippery, fish oils and animal fats can have viruses
which requires virus filters, you crew can get scalded badly
without proper waders, while sweeping at the bellmouth sudden
stop of Framo impeller can cause a vacuum in the stack due to

falling column causing liquid flashing into hot vapour, too much
difference between temperatures inside and outside tanks can
cause back ache and cramps , you can have a stupid and over
zealous shore surveyor etc
Personnel should wear all necessary PPE prior to entering the tank(s).
Personnel should enter the tank when the cargo level drops below the framing but above the heating coils
(approximately 0.5m of cargo remaining).
Agitation and mixing of the cargo by personnel in the tanks should continue until the tank is pumped dry.
If heavy clingage is apparent on the tank bulkheads and stringers, wash down this residue with cargo from
the tank by re-circulating from the offshore manifold via a hand hose back into the tank.
During the squeezing (sweeping) operations a person must be standing by at the pump controls to adjust
the discharge rate according to the progress of the operations.
Immediately on completion of the squeezing (sweeping) operations, all equipment used should be
thoroughly cleaned. Footwear should be changed immediately on evacuating the tank in order to prevent
the spread of residues overall.
Sweeping high MP palm oils heated to high dischg temperature requires close supervision . Sweeping
equipment and waders must be kept in readiness and tank dry surveyor must be available to declare when
enough is enough. Remember once the cargo falls below the level of steam coils things must happen the
way it is desired, before it solidifies.
FFA of certain heating cargoes cargoes will increase if the moisture content is too high. Veg and animal
oils have different SG at different levels after long storage. FFA of the layer closest to the coils increases
faster and cause damage to the bottomso recirc Vegetable oil and Animal oil in coated cargo tanks.
Advantages are less manual labour for squeezing.
Before anybody enters an empty tank for squeezing , it must be ventilated and a gas measurement carried
out. Oxidation processes may lead to a life-threatening shortage of O2. Contact of oils and fats with
oxygen, present in the atmosphere, causes chemical changes in the product which downgrade the quality.
Much can be gained by reducing the amount of air contact . Oxidation proceeds more rapidly as
temperature increases, so each operation should be carried out at the lowest practicable temperature
If vsl is discharging high MP cargoes the surveyor must be present at stripping/ sweeping time.
If you do puddling after wearing approved heat resistant boots reaching above the knees,
the squeegeing effort later, becomes a lot easier.
FOSFA

FOSFA stands for ------Federation of oil seeds & fats association.

Internationally 85% of global trade in oils and fats is under FOSFA terms, as they claim in their
web site. They have about 57 banned cargoes and 104 acceptable cargoes in their list.
NIOP stands for-------National institute of oil seeds production ( A&B)
Both these agencies have an acceptable and banned list of previous cargoes.
Edible oils can be booked only under one of the above 4. Find out which list is
valid/ FOSFA acceptable or banned. Master to ensure in writing.

FOSFA and NIOP may not agree with each other. The list are revised regularly and make sure you
have the latest if you cant find the chemical name.
Other lists are EU, Procter & Gamble and Kosher.
EU list is between members of the European union, and they like to keep things stricter
than FOSFA.
For Procter and Gamble , zinc tanks are not accepted for fatty acids.
Kosher list is a small one for Jews . When you load acetic acid , crude Glycerine etc you can have
a couple Rabbis on deck to do some ceremony. After this ceremony the value of the cargo goes
up multifold, hence ensure that the ship staff co-operates and do not quote some safety/ security
rule and drive the souls away. They will also need to watch the entire process of loading and seal
the tank openings. For Kosher, the last 3 cannot be Tallow or Tallow derivative , Fish oil or Wine.
No closed blisters or loose splits shall be allowed in a coated cargo tank. Mild steel exposure in
coated tanks shall be reduced to a minimum and in no case can have loose rust.
Tankcleaning solvents must be accepted as previous cargo. You will be required to give a
written tankcleaning history. Nitric acid is a FOSFA banned chemical. BSolve is an NIOP banned
chemical.
Styrene and EDC are banned as last 2 cargoes in epoxy tanks. Both are banned as last cargo in
stainless steel and zinc tanks.
NIOP does not permit lead products like leaded gasoline as the last three. When you carry gasoline
ensure you get the lead content in writing.
Proper sampling procedures incl foot sampling of cargo tansk is called for.
Last 3 should be atleast 60 percent by volume of the tank in case the fourth last previous cargo is
banned.
Recoated cargo tanks are considered as newbuildings.
A statement in the form of FOSFA international ships qualification combined masters
certificate signed by master/ mate shall be provided for the shipper, certifying that the ship is
qualified for the coming voyage with edible oil.
There is no difference between oils and fats---only that fats are solid at room temperatures.
Fatty acids and Carboxylic acids are present in animal and veg oils. Most veg oils are mixtures of
several fatty acids.
FOSFA requires ships to follow IASC heating instructions, which means no use of thermal heating
fluids other than water and steam.

TYPES OF VEGETABLE OILS

* DRYING OILS.
CHINA WOOD OIL POPPYSEED OIL PREWASH WITH
CANDLE NUT OIL RUBBERSEED OIL COLD SEA WATER
HEMPSEED OIL SAFFLOWER OIL THEN MAIN WASH
LINSEED OIL SOYA BEAN OIL WITH HOT SW AND
MENHADEN OIL TALL OIL INJECT CAUSTIC
MUSTARDSEED OIL TUNG OIL POTASH LIQUID
OTTICEA OIL WALNUT OIL ( LAC)

PERILLA OIL

* SEMI-DRYING OILS.
BABASSU OIL COD OIL PREWASH WITH
CODLIVER OIL COTTONSEED OIL COLD SEA WATER
CROTON OIL HERRING OIL THEN MAIN WASH
JAP FISH OIL MAIZE OIL WITH HOT SW AND
SARDINE OIL SESAME OIL INJECT CAUSTIC
SHARK OIL SUNFLOWERSEED OIL POTASH LIQUID.
WHALE OIL WHEAT OIL (LAC)

* NON-DRYING OILS.
ALMOND OIL ARACHIS OIL (GROUNDNUT)
CAMPHOR OIL CANADA OIL
CARAPA OIL CHASHEW NUT OIL
CASTOR OIL COCONUT OIL
COHUNE OIL CURI CURI OIL PREWASH WITH HOT
GERANIUM OIL LARD OIL (ANIMAL) SEA WATER THEN
NEATSFOOT OIL OLIVE OIL MAIN WASH WITH
PALM OIL PINE OIL HOT SW AND INJECT
RAPESEED OIL (COLZA) RICE OIL CAUSTIC POTASH
SEAL OIL SPERM OIL BASED LIQUID
TACUM OIL TALLOW OIL ( LAC )
TEA SEED OIL
* WATER SOLUBLE PRODUCTS.
MOLASSES

-------CAPT AJIT VADAKAYIL ( 28 YEARS IN COMMAND )

Posted by Capt. Ajit Vadakayil at 9:25:00 AM

25 comments:
Rachael Collins December 19, 2012 at 2:03 PM
Well done for all your hard work in providing this high quality blog.Thanks for great information
you write it very clean.Tanker loading
Reply

Akbar Djalil January 12, 2014 at 4:20 PM

Dear Capt. Ajit
Please explain, in the last case, the last cargo is RBD Palm stearin in ship's tanks, then the next
cargo to be loaded is Pyrolysis Gasoline (PYgas) how the ship tank cleaning methods. In the case
of a vessel load for one foot, after unloading the sample is taken and then sent to a laboratory, the
results of the
analysis stated that Extinten Gum 'Off Specification (Spec. < 4 mg), the question, whether RBD
Palm stearin contains a lot of Gum.
Reply
Replies
Capt. Ajit Vadakayil

January 12, 2014 at 6:21 PM

hi ad,
RBD Palm stearine is a very difficult last cargo to clean --as it has VERY HIGH melting
point, requiring ballast and cold interface on all 5 sides to be removed before washing

with water with temp as high as 80 deg c and then washed with caustic potash alkaline
cleaner . additionally all the lines have to be flushed same way.
i am 100% sure that the tank was NOT washed properly .
PYgas dissolves the remanent stearine and show up in the first foot sample.
capt ajit vadakayil
..
Reply

anny June 28, 2014 at 6:54 AM

Dear Capt. Ajit,
Myself Anisha, an interior designer. I'm here for my husband Abhimanue Ambatt, who's a chief
officer and he's on board. Few days ago,he asked me to search for the tank cleaning procedure for
loading vegetable oil and as a part of my search,I came across your blog. So here are the conditions
on board.
- last cargo was gasoline
- next cargo would mostly be crude soya bean oil.
The queries are if any particular chemical to be used for tank cleaning also there's this pungent
smell of gasoline.
Please advise on the doubts he has.
Thank you in advance.
Cheers!
Reply
Replies
Capt. Ajit Vadakayil

June 28, 2014 at 3:02 PM

hi a,
tanks must be cleaned with a detergent ( which includes a surfactant and an emuslifier )
to remove the traces of annex 1 gasolene. --inject it into the wash water .
steam the tanks after wash to get rid of odour.
if the tanks are epoxy-- before washing, the tanks have to be vented.
capt ajit vadakayil
..

Reply

Hindustani Deshbhakt July 10, 2014 at 2:11 PM

Sir,
Is Kachi Ghani Mustard Oil good for health and body massage?
Reply

Capt. Ajit Vadakayil

October 13, 2014 at 7:52 PM

CH
October 13, 2014 at 6:35 AM
Respected Captain,
What is special about Tamil Nadu?
How come it is able to continuously produce word geniuses like Ramanujam, Subrahmanyan
Chandrasekhar, C.V. Raman, A.R. Rahman, Abdul Kalam, Venkatraman Ramakrishnan,
Viswanathan Anand, Illayaraja, etc?
Even till recently the Chief Justice of India, the Finance Minister, the RBI governor are all Tamils?
Is there any scientific reason behind this? Because no other region has produced such super genius
people in such numbers.
Regards
ReplyDelete
Replies
#####################
Capt. Ajit Vadakayil
October 13, 2014 at 7:06 AM
hi ch,
i am sure if i were a lawyer, i will NEVER EVER become CJI.
i am sure if i were an economist, i will NEVER EVER become finance minister.
you want me to continue ?
when i was on my training ship in mumbai with 250 other cadets ( two years ) -- the biggest TELUs
( oily and slimy ) and SNEAKS ( snitches ) became SCC ( senior cadet captains ) , CC ( cadet
captains ) , CL ( cadet leaders ) etc.
i used to be in the CAPTAINS MONTHLY BREAKFAST PARTY ( cadet with maximum negative
marks for OFFICER LIKE QUALITIES ) -- to be chewed up for breakfast every month .
i got an EXTRA FIRST in every subject --except OFFICER LIKE QUALITIES.
now what are OFFICER LIKE QUALITIESbeing a son of a bit#h, being a sneak, being a hypocrite, being a as$ kisser , being a leader who will
sell out his team, being a back biter, being an informer , being the best in playing to the gallery.
so, so-at the passing out parade --most of the cadets who got all PRIXES were leaders -- they all got
BOOOOOEEEEED !
I remember i got only one prize--for being the best REPORTER IN ENGLISH -- the claps I got
from the entire hall still resound in my ears -- along with another ROC ( royal officer cadet -who
did NOT care to become a sold out leader ).
and mind you -- i was in every single team which made my TOP ( starboard fore top ) the
champion TOP.
i was a champion sailor, rower, signaller, marks in subjects, soccer team in both years -but i lacked OLQ ( officer like qualities ) of being a FU#KIN' SLIME BALL.
so in my passing our certificate , after two years of training -- i had an EXTRA FIRST in all
subjects -- except OLQ where i was third grade
so i guess they held a special meeting and GRACED ME TO FIRST CLASS --a young 18 year old
boy -- .TEE HEEE !

AT SEA, THE SAILORS DO NOT CARE FOR YOUR FOUR STRIPES- THEY ONLY CARE
FOR WHO YOU ARE-AT SEA PEOPLE WHO KNOW ME , OR HAVE HEARD OF ME -- OR SAILED WITH ME,
WILL VOUCH-CAPT AJIT VADAKAYIL WAS A SLAVE MORE POWERFUL THAN THE MIGHTY FU#KIN'
CAESAR -- BY LIGHT YEARS .
this has now passed on to LORE -- never ti happen again in the annals of sea .
am i boasting ?
-- so be it !
humility is NOT about having a low opinion of yourselves to please the JEALOUS party.
see, this would have been part of my post-- GAMES CAPTAIN PLAYED-you made me reveal it prematurely --with your TAMIL PRIDE ! TAKE IT EASY !
check out my training shiphttps://www.youtube.com/watch?v=MwpFBPMtnj4
https://www.youtube.com/watch?v=k0BxC3kFET8
capt ajit vadakayil
..
Reply

Capt. Ajit Vadakayil

October 16, 2014 at 7:56 AM

Capt. Ajit Vadakayil

October 15, 2014 at 7:00 PM
STOP PRESS:
I AM WRITING THIS AS I PROMISED ONE OF MY READERS 45 MINUTES AGO-- HE
RAN UP TO ME DURING MY MORNING WALK-HE WANTED TO KNOW OUT OF MY 300 PLUS SCOOPS IN MY NEARLY 845 ODD
POSTS--WHICH IS NO 1 AND WHICH IS NUMBER 300.
############
well let me make it clear , these 300 scoops are CONSTRUCTIVE SCOOPS .
all these 300 scoops are in the plane of INVENTION and NOT innovation.
none of these 300 scoops are DESTRUCTIVE -- so my posts proving that edison, newton, darwin,
einstein etc are IDIOTS does not find a place in these scoops.
so waht could be the no 1 scoop?
it is about providing a HINT on how to make a astronaut hibernate while travelling to mars -to cut
down on food and water .
it is about keeping alive a seriously wounded soldier till he can find proper medical care.
punch into Google searchHIBERNATION WITH HYDROGEN SULPHIDE GAS VADAKAYIL
and

FUMAROLES FOR FREE ENERGY AND HYDROGEN SULPHIDE SUICIDES IN JAPAN

VADAKAYIL

one of my russian chief engineers who lived near siberia , a place infested with HUGE bears had
once woken up a bear while on hibernation in a cave ( as a child ) and he told be how furious the
animal was. Before they go into months of hibernation they would kill a large animal ( bury the
dead animal it in the ground ) and would NOT eat it unless it became putrid , reeking of rotten
eggs..
WELL WHAT WOULD BE NO 300 RANK.
it is about PIN WORMS on as$hole.
Check out the comment dated 18th Dec 2013 , about surcharging the anus with oxygen 5 times a
day to prevent pinworms disrupting your REM sleep. This is a 6000 year old Ayurvedic cure for
pinworm which happens when you eat non-veg heavy meats and do NOT wash your as$hole after a
crap.
Punch into Google searchVEDIC PRACTISES IN MECCA VADAKAYIL
If I were a white JEW, I would have been an international celebrity. but then who cares?
I have reached a stage where ONLY I can evaluate myself-one of my DUTCH bosses tried to patronise me nearly 2 decades ago -- he said he has given me a
good confidential service reportso i told him something in Hindi -- with its translation.
VADAKAYIL KHUD QUESTION PAPER SET KARTA HAI !
VADAKAYIL KUD EXAM LIKTHA HAI !!
VADAKAYIL KHUD NUMBER DETA HAI !!!
capt ajit vadakayil sets his own exam question paper, he writes the exam , and then he gives himself
the marks .
THIS IS THE MEANING OF LIBERATION.
believe me -- that man hugged me ( NO patronising here ) and said -- he expected such an frank
retort from me .
he said- every other captain would have said thank you .
he was told to enter into this dialogue by the single man owner of that shipping company . this was
about my " CUT THE CRAP " EMAILS -- where i would point out that the EMPEROR IS
NAKED .
99% of the people will NOT even understand the wisdom and gravity of the statement above.
capt ajit vadakayil
..
Reply

nder Ikbal November 6, 2014 at 3:02 PM

Dear Captain,
Why cannot we mix tank washings of vegetable oils and other chemicals since they are
compatible?

ICS - Tanker Safety Guide Chemicals

Sec 7.5.5 - Management of slop tanks
Compatibility of various cargo and cleaning chemicals should be considered just as carefully when
handling slops as when handling the cargoes themselves. Particular care is needed when washing
several tanks which have contained dissimilar cargoes, and compatibility should be taken into
account when selecting the destination tank for stripped wash water. The following should be
avoided:
Mixing of slops from Annex I (oil) cargoes with slops from Annex 11 (chemical) cargoes.
Mixing of slops from incompatible cargoes.
Mixing of slops from vegetable oils or fats with chemical slops or petroleum oil slops.
Thanks in advance sir.
Reply

Anand May 23, 2015 at 12:06 PM

Dear Capt. Vadakayil,
Many thanks for providing this forum.
Our ship loaded Crude Soyabean oil with orders to discharge at Puerta Cabello (Venzeula) and
Santo Tomas (Guetamala). The vessel discharged the first parcel at Puerta Cabello at about 29
degrees Celsius (needed some heating). After sailing from Puerta Cabello, the vessel started
steaming / cleaning the empty tanks (adjacent tanks had Crude Soyabean Oil) for loading the next
parcel of Methanol.
On arrival Santo Tomas (2nd Disport), the temperature of the remaining crude Soyabean Oil was
40degrees Celsius (While we were sending daily temperature logs to the Charterer, both we and the
Charterers missed a limit of 28degrees to be maintained during the voyage and 30 degrees during
discharging).
My query is as follows:
1) The cargo tanks were not heated during the voyage. Can the steaming of the adjacent tanks have
raised the temperature to 36 to 40 degrees at the 2nd disport? (air temp was about 32 degrees
Celsius and SW temp about 30degrees Celsius)
2) Will Crude Soyabean Oil be impacted at 40 degrees Celsius
3) Is there any industry guideline which stipulates the normal carriage and discharging temperature
for Crude Soyabean oil?
Rgds
Anand
Reply
Replies
Capt. Ajit Vadakayil

May 23, 2015 at 12:51 PM

hi a,
you have to STRICTLY follow charterers instructions for VOYAGE HEAT, ADJACENT
DISCHG HEAT -keeping in mind that CRUDE SOYA BEAN OIL IS A -DRYING OIL !
you will heave difficulty cleaning the tanks which were overheated -- as there will be a
VARNISH all over.
capt ajit vadakayil
..

Reply

Anand May 23, 2015 at 2:48 PM

Dear Capt. Vadakayil,
Many thanks. But trying to figure out how the temperature increased (without heating the tanks) can steaming adjacent tanks (this is a 20000DWT SS chemical tanker) raise the temperature?
Will crude soyabean oil be impacted at 40degrees?
Irrespective of charterer's orders (was vague / at the bottom of a lot of emails), should the ship staff
have known that a temperature of 36 to 40 degrees Celsius was unacceptable for crude soya bean?
Rgds
Anand
Reply
Replies
Capt. Ajit Vadakayil

May 23, 2015 at 4:29 PM

hi a,
probably the ship staff did NOT blank both inlet and return sides of soya tanks NOT
heated.
in this post iteself I have mentioned the temps for soya .
ship staff cannot be ignorant-capt ajit vadakayil
..

Reply

Akshahantre July 14, 2015 at 1:11 PM

Dear Ajit Paaji:
Hearty Congratulations on your sons' wedding!
Best Wishes for both your respective families..

o e
Hope the above congratulatory message is correct?!!
dkb.
Reply

Akash Solanki July 19, 2015 at 4:32 AM

How can I reduce steam consumption in my plant during Unloading of RBDPST Oil
tankers/Containers,The material is very hard and takes several hours to melt.Important to mention
that steam is applied from outside body of tankers,as per Lab Norms.Is there any chemical used for
reducing Melting point.I,m working in a Oleochemical plant.
Reply
Replies
Capt. Ajit Vadakayil

July 19, 2015 at 9:17 AM

hi as,
http://ajitvadakayil.blogspot.in/2010/06/steam-heating-on-chemical-tankers-

capt_06.html
http://ajitvadakayil.blogspot.in/2014/10/thermal-oil-heating-on-chemical-tankers.html
capt ajit vadakayil
..
Reply

Manjeet Singh October 6, 2015 at 3:18 AM

hallo sir self chief officer on 47k dwt Zn Epoxy coated tanks. Presently discharging Gas oil and
next back load is Soyabean Oil. Please advise fastest way to make tanks ready. We dont have any
chemical or detergent for cleaning as vessel was on long time gasoil trade and also just 50 t of FW
available.
Reply
Replies
Capt. Ajit Vadakayil

October 6, 2015 at 5:59 AM

hi ms,
you MUST use detergent .
ventilate tanks well to de-odorise.
if the company / charterers does NOT give detergent- they are CRIMINALLY
responsible --and can go to jail.
DEMAND IN WRITING !
TELL YOU NEED REPLY IN WRITING !!
capt ajit vadakayil
...

Reply

Capt. Ajit Vadakayil

October 26, 2015 at 4:11 PM

HERE IS AN ADVISE TO MODI A LEADER MUST KNOW HOW TO CONTROL FAKE NEGATIVE PROPAGANDA.
TAKE THIS FROM A LEADER OF MEN , 30 YEARS AS A SHIP CAPTAIN . .
MY FIRST 9 YEARS OF COMMAND WAS IN INDIAN SHIPPING COMPANY SCI . . .
I GREW UP IN THE COMPANY AND I KNEW HOW THE CREW / OFFICERS PUT THE
CAPTAIN ON THE BACKFOOT -- BY INSINUATING THAT HE MADE MONEY ON FOOD .
..
TO BE FRANK, MOST OF THESE ALLEGATIONS WERE TRUE.
COMPANY GAVE OUT A CIRCULAR TO FORM MESS COMMITTEES ON ALL SHIPS ,
WITH A MEETING EVERY MONTH AND A REGISTER FOR COMPLAINTS.
IN EVERY MESS COMMITTEE MEETING CREW/ OFFICERS WOULD THROW SHIT ON
THE CAPTAINs FACE -- THE COMPLAINT REGISTER WOULD BE FULL OF FOUL ABUSE

, BAD LANGUAGE AND SLIMY INNUENDO.

TO BE FRANK, WHEN YOU HAVE A CREW OF 60 IT IS DIFFICULT TO KEEP ALL HAPPY.
PUNJABIS DO NOT WANT SAMBHAR, TAMILAINS DO NOT WANT PARATHA AND SO
ON.
ONE FINE DAY CAPT AJIT VADAKAYIL TOOK OVER COMMAND OF A SHIP , WHERE
HE WAS SECOND IN COMMAND AFTER A MONTH OF LEAVE.
I KNEW THE TROUBLE MAKERS-- THE STAGNANT CATEGORY LIKE ELECTRICAL
OFFICER/ PURSER/ CHIEF ENGINEER WHO HAD NO MORE PROMOTIONS.
I CALLED FOR A MESS COMMITTEE MEETING IN ADVANCE ON MY TIME TABLE.
AS USUAL THE RABBLE ROUSERS STARTED OFF --WE WANT THIS , WE WANT THAT-WE THINK SO AND SO.
I GOT UP FROM MY CHAIR AND TOLD LOUD AND CLEARI WANT TO HEAR I NOT WE
I WANT TO HEAR I WANT THIS, I WANT THAT, I THING SO AND SO.
AFTER I SIT DOWN ON THIS CHAIR AGAIN, IF I HEAR THE WORLD WE AGAIN , IT
WILL GO AGAINST HIM. THERE IS NO SAFETY IN NUMBERS-- ALL ARE ON THEIR
OWN STARTING FROM NOWAND I BANGED MY PALM ON THE TABLE-- WITH A EAR SPLITTING THUDDDDDDDD.
YOU SHOULD HAVE SEEN EVERYBODYs FACES.
NOBODY DARED TO UTTER A WORD .
THEY ALL KNEW I WAS THE COMPANYs BLUE EYED BOY ...
THEN I TOOK THE OLD COMPLAINT REGISTER -- TORE IT UP AND SUBSTITUTED THE
COMPLAINT RESISTER WITH A SUGGESTION REGISTER., ADDRESSED TO CAPTAIN
AJIT VADAKAYIL.
I SAID-WHATEVER YOU WRITE HERE , WILL BE ADDRESSED TO ME, THE CAPTAIN --NOT
THIN FUCKIN AIR.
YOU CAN WRITE WHAT YOU WANT-- I EXPECT YOU TO LOOK AHEAD , NOT BEHIND .
YOU HAVE TO SIGN EVERY ENTRY .
NO ANONYMOUS ENTRY WILL BE ACCEPTED. EVERY SENTENCE WILL BE
ADDRESSED TO ME ALONE.
AND THEN I LOOKED AT THE CHIEF STEWARD AND CHIEF COOK -- I WANT GOOD
FOOD. GET ORAL POSITIVE FEEDBACK DAILY FROM THE OFFICERS AND CREW. AND
I WANT TO HEAR THAT DAILY . . LOOK IN THE REGISTER DAILY. I WILL SEE THE
REGISTER ONLY ONCE A MONTH.
MY SHIP NEVER HAD A PROBLEM.
AFTER 3 MONTHS THE CHIEF STEWARD ASKED ME-- DO YOU HYPNOTISE OR DO
SOME MAGIC ?
YES-- LEADERS MUST KNOW HOW TO LEAD.
MR NARENDRA MODI -- LEARN HOW TO BE A LEADER .

http://ajitvadakayil.blogspot.in/2015/06/ethos-logos-pathos-capt-ajit-vadakayil.html
http://ajitvadakayil.blogspot.in/2010/11/blue-ocean-leadership-capt-ajit.html
PSSSTMY LEADERSHIP WAS ON A DIFFERENT TRACK - MY CREW LOVED ME WHEN I GOT
ANGRY.
I COULD MAKE PEOPLE STRIP , IF I WANTED -- THIS IS MAGIC.
http://ajitvadakayil.blogspot.in/2010/11/humor-management-capt-ajit-vadakayil.html
IN FOREIGN COMPANIES CAPTAIN COULD SACK ANYBODY WHOM HE DID NOT
LIKE.
ONLY IN INDIAN COMPANIES IT WAS FREE FOR ALL.
capt ajit vadakayil
..
Reply

JP Offshores Info December 2, 2015 at 3:29 PM

We are in urgent requirement of Palm Oil Tanker with 15000 dwt ,
In and around Indonesia.
Trade Area: Between Indonesia to Italy.
For TC 6+6 months
Laycan: immediate.
Age: No restrictions, Is to be in well maintained condition.
If you can reach our requirement please revert us with the vessel following requirements.
1) Vessel documents/q88
2) Last three cargo details.
3) Owners best offer for Time charter for 6+6 months charter period.
4) Speed and Consumption details must.
Best Regards,
Capt.Rama Gopal.
Chartering & Offshore business development.
Ph:+91 9030310000
Reply

Capt. Ajit Vadakayil

February 28, 2016 at 1:44 PM

STOP PRESS:
SOMETIMES MY READERS WONDER HOW I GET SO MUCH OF UNKNOWN
INFORMATION..
A CHUNK OF IT CAME BY "SHAKING DOWN " PEOPLE.
MAKE SOMEONE FEEL THAT IF HE DOES NOT CONFESS- HE WILL GO TO JAIL-- AND I
HAVE THE POWER TO DO IT.
THIS IS WHO I CAME TO KNOW SECRETS OF "INDIAN SHIP MANAGEMENT
COMPANIES "
EXAMPLE?
ONCE I WAS PUT IN A HOTEL ROOM WITH SAME SEROUS DEFICIENCIES --SAY THE
ROOM DID NOT HAVE A WINDOW
I WOULD CALL FOR THE TOP MANAGER AND SHAKE HIM DOWN.

BUT HEY-BUT I MAY RE-CONSIDER , IF HE TELLS ME HOW MUCH KICK BACK PERCENTAGE
HE GIVES TO THE MANNING OFFICE WHO PUTS SHIP OFFICERS IN HIS HOTEL.
PAT- THE ANSWER WILL COME-- 40 %
THIS MEANS IN A HOTEL ROOM COSTING 5000 BUCKS A DAY 2000 BUCKS GOES TO
THE POCKET OF OWNER/ MANAGER OF THE MANNING OFFICE.
I HAVE SHAKEN DOWN SHIPPING ACCOUNTANTS IN FOREIGN NATIONS . NOBODY
LIKES JAIL
I HAVE COME TO KNOW OF SLIMY SHIP MAMANGEMENT INDIAN COMPANIES WHO
PAY AN OFFICER 6000 DOLLARS A MONTH-- BUT THEY FORGE THE WHOLE SIGNED
SHEET AGAIN ( ENTIRE CREW ) IN THE OFFICE , AND CHARGE THE JAPANESE SHIP
OWNER 30% EXTRA.
THAT MEANS IF THE ACTUAL WAGES GIVEN ARE 2 LAKHS DOLLARS PER MONTH
60,000 DOLLARS ARE SKIMMED OFF BY THE INDIAN SHIPMANAGEMENT COMPANY-WITHOUT THE CREW OR THE JAP SHIPOWNER KNOWING.
OFFICERS AND CREW ARE MADE TO PAY FOR THE "FLAG DOCUMENTATION"
SAY--PANAMA/ MONROVIA ETC SAY 800 DOLLARS-- BUT THEY COLLECT THIS
MONEY FROM THE JAP OWNERS TOO-FLAG DOCUMENTATION-- CERTIFICATE OF COMPETENCY, CDC,
VERTIFICATES LIKE OIL / CHEMICAL/ GAS ADVANCED COURSEs ETC

SPECIAL

I HAVE THE POWER TO JAIL SEVERAL HIGH FLYING MAHA MERUS WITH PROOF. I
HAVE REVEALED JUST 2%.
SOME OF THEM ARE IMMORAL SONS OF BITCHES-- THEY WILL SELL THEIR OWN
MOTHERS TO WHORE HOUSES.
WELL THEY WILL READ THIS TODAY--AND ALL WILL SHIT IN THEIR LANGOTS AND
SPEND SEVERAL SLEEPLESS NIGHTS
capt ajit vadakayil
..

Capt. Ajit VadakayilFebruary 26, 2016 at 2:31 PM

SOMEBODY CALLED
ASKED ME CAN YOU REVEAL SOME MORE ABOUT THESE BASTARDS RUNNING
INDIAN SHIP MANAGEMENT COMPANIES
OK TWO MORE
AAA- MONTHLY ALLOTMENTS TO HOME BANK REACHING LATE.
##################################
LET US SAY THAT I SENT 15000 USD AS MONTHLY ALLOTMENT TO MY WIFE
IT WILL REACH MY HOME ONLY AFTER 20 DAYS
THE FIRST 20 DAYS , THEY MILK OFF THE INTEREST ( HUGE AMOUNT FOR THE
WHOLE CREW ) IN SOME BANK.
AS A BONUS TO THESE BASTARDS I WILL NOT REVEAL THEIR FCNR / NRE MONEY
CHANNELING VIA THE MAURITIUS ROUTE OR WHATEVER -- FERA - AS OF NOW

BBB- A LOT OF COMPANIES DEMAND THE FIRST MONTHs SALARY AS BRIBE.

######################################
I STOPPED THIS WHEN I CAME TO KNOW ABOUT THIS.
EXAMPLE: I HAD A BANGLADESI OFFICER WHO HAD TO PAY HIS RECRUITING
MANNING AGENT ( A SHORE CAPTAIN ) AT DHAKA , HIS FIRST MONTHs SALARYBEFORE BOARDING THE SHIP.
THIS MEANS YOU WORK THE FIRST MONTH WITHOUT SALARY.
I CALLED UP THE TOP HONCHO IN DENMARK ( MY DIEHARD FAN ) AND STOPPED
THIS NONSENSE , THAT VERY MINUTE.
Capt ajit vadakayil
..
Reply

Capt. Ajit Vadakayil

February 28, 2016 at 1:44 PM

STOP PRESS:
SOMETIMES MY READERS WONDER HOW I GET SO MUCH OF UNKNOWN
INFORMATION..
A CHUNK OF IT CAME BY "SHAKING DOWN " PEOPLE.
MAKE SOMEONE FEEL THAT IF HE DOES NOT CONFESS- HE WILL GO TO JAIL-- AND I
HAVE THE POWER TO DO IT.
THIS IS WHO I CAME TO KNOW SECRETS OF "INDIAN SHIP MANAGEMENT
COMPANIES "
EXAMPLE?
ONCE I WAS PUT IN A HOTEL ROOM WITH SAME SEROUS DEFICIENCIES --SAY THE
ROOM DID NOT HAVE A WINDOW
I WOULD CALL FOR THE TOP MANAGER AND SHAKE HIM DOWN.
BUT HEY-BUT I MAY RE-CONSIDER , IF HE TELLS ME HOW MUCH KICK BACK PERCENTAGE
HE GIVES TO THE MANNING OFFICE WHO PUTS SHIP OFFICERS IN HIS HOTEL.
PAT- THE ANSWER WILL COME-- 40 %
THIS MEANS IN A HOTEL ROOM COSTING 5000 BUCKS A DAY 2000 BUCKS GOES TO
THE POCKET OF OWNER/ MANAGER OF THE MANNING OFFICE.
I HAVE SHAKEN DOWN SHIPPING ACCOUNTANTS IN FOREIGN NATIONS . NOBODY
LIKES JAIL
I HAVE COME TO KNOW OF SLIMY SHIP MAMANGEMENT INDIAN COMPANIES WHO
PAY AN OFFICER 6000 DOLLARS A MONTH-- BUT THEY FORGE THE WHOLE SIGNED
SHEET AGAIN ( ENTIRE CREW ) IN THE OFFICE , AND CHARGE THE JAPANESE SHIP
OWNER 30% EXTRA.
THAT MEANS IF THE ACTUAL WAGES GIVEN ARE 2 LAKHS DOLLARS PER MONTH
60,000 DOLLARS ARE SKIMMED OFF BY THE INDIAN SHIPMANAGEMENT COMPANY-WITHOUT THE CREW OR THE JAP SHIPOWNER KNOWING.
OFFICERS AND CREW ARE MADE TO PAY FOR THE "FLAG DOCUMENTATION"
SAY--PANAMA/ MONROVIA ETC SAY 800 DOLLARS-- BUT THEY COLLECT THIS

MONEY FROM THE JAP OWNERS TOO-FLAG DOCUMENTATION-- CERTIFICATE OF COMPETENCY, CDC,
VERTIFICATES LIKE OIL / CHEMICAL/ GAS ADVANCED COURSEs ETC

SPECIAL

I HAVE THE POWER TO JAIL SEVERAL HIGH FLYING MAHA MERUS WITH PROOF. I
HAVE REVEALED JUST 2%.
SOME OF THEM ARE IMMORAL SONS OF BITCHES-- THEY WILL SELL THEIR OWN
MOTHERS TO WHORE HOUSES.
WELL THEY WILL READ THIS TODAY--AND ALL WILL SHIT IN THEIR LANGOTS AND
SPEND SEVERAL SLEEPLESS NIGHTS
capt ajit vadakayil
..

Capt. Ajit VadakayilFebruary 26, 2016 at 2:31 PM

SOMEBODY CALLED
ASKED ME CAN YOU REVEAL SOME MORE ABOUT THESE BASTARDS RUNNING
INDIAN SHIP MANAGEMENT COMPANIES
OK TWO MORE
AAA- MONTHLY ALLOTMENTS TO HOME BANK REACHING LATE.
##################################
LET US SAY THAT I SENT 15000 USD AS MONTHLY ALLOTMENT TO MY WIFE
IT WILL REACH MY HOME ONLY AFTER 20 DAYS
THE FIRST 20 DAYS , THEY MILK OFF THE INTEREST ( HUGE AMOUNT FOR THE
WHOLE CREW ) IN SOME BANK.
AS A BONUS TO THESE BASTARDS I WILL NOT REVEAL THEIR FCNR / NRE MONEY
CHANNELING VIA THE MAURITIUS ROUTE OR WHATEVER -- FERA - AS OF NOW

BBB- A LOT OF COMPANIES DEMAND THE FIRST MONTHs SALARY AS BRIBE.

######################################
I STOPPED THIS WHEN I CAME TO KNOW ABOUT THIS.
EXAMPLE: I HAD A BANGLADESI OFFICER WHO HAD TO PAY HIS RECRUITING
MANNING AGENT ( A SHORE CAPTAIN ) AT DHAKA , HIS FIRST MONTHs SALARYBEFORE BOARDING THE SHIP.
THIS MEANS YOU WORK THE FIRST MONTH WITHOUT SALARY.
I CALLED UP THE TOP HONCHO IN DENMARK ( MY DIEHARD FAN ) AND STOPPED
THIS NONSENSE , THAT VERY MINUTE.
Capt ajit vadakayil
..
Reply

Aaditya Pandey March 12, 2016 at 12:08 AM

Srry for off da topic question..sir.. any natural way to treat the cavity..?
Reply

Muhammad Muharam March 18, 2016 at 1:36 PM

Dear sir
good job and many thanks for your information...
Reply

Capt. Ajit Vadakayil

April 27, 2016 at 9:41 AM

http://timesofindia.indiatimes.com/city/visakhapatnam/Major-fire-at-a-bio-diesel-manufacturingunit-in-Visakhapatnam/articleshow/52003206.cms
SOMEONE CALLED ME UP-- .
HE SAID, IT IS BETTER THAT YOU MAKE A COMMENT, OR THE MORONS WILL BE
HOLDING INQUIRIES FOR THE NEXT 20 YEARS . . AND FINALLY A STUPID LAWYER
TURNED JUDGE WILL CALL THE SHOTS . . ..
PATHETIC . . .
DONT WE HAVE SAFETY PROCEDURES TO GUARD AGAINST AUTO IGNITION IN HOT
SUMMERS ? . .
WHEN MY CHEMICAL TANKERS CARRIES DRYING VEG OILS LIKE SOYABEAN /
SUNFLOWER etc , I DO NOT ALLOW BOILER SUITS OF CREW TO BE DRIED IN THE
WARM ENGINE ROOM . . SPONTANEOUS COMBUSTION CAN TAKE PLACE . . .
THE PUNISHMENT IS DISMISSAL FROM SHIP . .
Some materials when damp or soaked with oil, especially oil of vegetable origin, are liable to ignite
without the external application of heat as the result of gradual heating within the material
produced by oxidation. . . .
The risk of spontaneous combustion is smaller with petroleum oils than with vegetable oils . . .
http://ajitvadakayil.blogspot.in/2012/11/auto-ignition-dangers-on-chemical.html
http://ajitvadakayil.blogspot.in/2010/06/biodiesels-and-biofuels-on-chemical_05.html
capt ajit vadakayil
..
Reply

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