Properties of Oil

1. High Vapour Cargo

Cargo with Reid Vapour Pressure (RVP) greater than 0.03 Mpa (4.5 PSI) generally needs to be treated as high vapour cargo.

1.1 Vapour pressure

A fluid in air evaporates and generates vapour even at temperatures below the boiling point. If the vapour concentration on the oil surface increases, the
vapour pressure on the oil surface increases and the molecules in the vapour tend to dissolve again in the oil. The percentage of vapour formed when oil
evaporates depends on the temperature of the oil. The percentage of vapour that dissolves again in the oil depends on the pressure of the space above the
oil. When these two quantities balance finally, the vapour concentration on the oil surface becomes constant.
The vapour pressure at the stage is called saturated vapour pressure (equilibrium vapour pressure) or merely vapour pressure.

1.2 True Vapour Pressure and Reid Vapour Pressure

As the temperature of a fluid become high, the quantity of vapour generated increases, and the vapour pressure also increases. The maximum vapour
pressure generated at the temperature by a fluid is called the True Vapour Pressure (TVP).
The True Vapour Pressure is a good yardstick for knowing the quantity of vapour generated (volatility) from an oily mixture. However, measurement of
TVP is not an easy task, and generally, the quantity of vapour generated is indicated by the Reid Vapour Pressure (RVP), which can be measured easily.
The Reid Vapour Pressure is the vapour pressure of the fluid measured when the fluid is heated to a temperature of 100ºF (37.8ºC) in a container having
four times the space of the fluid above it, and is expressed in PSI units.
(1 PSI＝0.0069 Mpa＝0.07031 kg/cm2)
Accordingly, the RVP is useful for comparing the quantity of vapour generated (volatility) from a wide range of oils, but it is of no use under special
conditions when the temperature and gas/fluid ratio vary.

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1.3 Handling high vapour cargo
The volatility of cargo with Reid Vapour Pressure (RVP) greater than 0.05 Mpa (7 PSI) is high. Accordingly, considerations should be given to
measures against vapour loss, measures to prevent cavitation and measures against increase of tank pressure mentioned later, when carrying such cargo.

1.4 Precautions when handling cargo

1.4.1 Precautions when discharging cargo

Cavitation or vapour lock may occur during the final stage of discharging high vapour cargo, which may disable the discharging operation. Therefore,
the following precautions are to be taken:
1) Ensure that a tank with adequate head for priming remains until the final stage of the discharging operation.
2) Make the trim as large as practicable, and increase the intake suction head.
3) If possible, pressurize the tank to about 6-10 kPa (about 600-1000 mmAq), and increase the apparent suction head.
4) When the remaining quantity of cargo decreases (depends on the type of oil; for instance, minus 1 to 1.5 kPa (About 100 to-150 mmAq) by suction
gauge), reduce the pump rpm in it’s early stages, or throttle the discharge valve, or do both to prevent the occurrence of cavitation and vapour lock.
5) If a self-stripping device is provided, operate the device continuously before the stripping to keep the separator tank full at all times.
＊ When the self-stripping device is in use for such cargo, always station deck hands in the pump room to carefully monitor the overflow of drain tank.
6) Changing over to the eductor and stripping in it’s early stages, which may also be considered.

1.4.2 Precautions during COW

1) Take adequate care to prevent rise in tank pressure when performing COW with high vapour cargo with a RVP greater than 0.048 Mpa (7 PSI).
＊ COW is generally not performed with high vapour cargo.
2) Some terminals have limitations on COW with high vapour cargo (greater than RVP 0.048 Mpa: 7 PSI), therefor, confirm beforehand with the agent.

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1.4.3 Precautions during loading voyage
The tank pressure may rise due to various factors during the carriage of high vapour cargo and the gas may be discharged overboard. Consequently, the
points below should be carefully considered and efforts made to prevent vapour loss.
1) If the tank pressure approaches the automatic release setting of the breather valve due to an increase in the outside temperature, be sure to spray the
upper deck with water taking care not to obstruct deck maintenance work, and prevent further rise in tank pressure.
2) Periodically inspect and maintain the vent line and the breather valve, and prevent unnecessary discharge of gas.
3) To maintain the airtightness within the tank, periodically inspect and maintain the packing in the tank openings on the upper deck (tank hatches, ullage
stands, tank cleaning holes, etc.) and prevent gas leakage.

1.5 Typical high vapour cargoes

Crude oil R.V.P. (PSI) Crude oil R.V.P. (PSI)

Brass light 12.7 Qatar land 8.0 ～ 11.2
Oseberg 7.1 ～ 11.0 Upper zakum 7.0 ～ 10.3
Khafji 6.4 ～ 6.8 Qatar marine 5.8 ～ 7.1

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2. Sour Crude
Crude oils generally contain hydrogen sulfide (H2S). Crude oil that includes hydrogen sulfide with concentration greater than 10 ppm by weight is
called sour crude. However, even if the crude oil has a large sulfur content that does not exist as hydrogen sulfide, but the sulfur is combined with other
substances, the crude oil will not be called sour crude. Crude oil with a low hydrogen sulfide content is called sweet crude in comparison with sour
crude.

2.1 Risks due to sour crude

There is a high risk of human accidents due to hydrogen sulfide in sour crude during its handling. The following points should be thoroughly
understood:
1) Hydrogen sulfide evaporates very quickly. Sometimes, the H2S concentration in the tank ullage space when the ship enters port may be as high as
21,000 to 24,000 ppm.
2) Hydrogen sulfide gas not only promotes corrosion within the tank but is also very harmful to the human body. (Fatalities have occurred in the past.)
3) Hydrogen sulfide has a unique rotten egg smell and its presence can be detected easily. On the other hand, it also weakens the sense of smell rapidly,
therefore the gas cannot be detected by the nose even when the gas concentration reaches a dangerous level that is harmful to the human body.
4) The hydrogen sulfide gas in air is water-soluble. It can dissolve in the water of the eyes or mucous membrane of the respiratory organs, enter the
body and paralyze the respiratory system. One also faints immediately upon inhaling hydrogen sulfide.
5) Hydrogen sulfide gas is colorless and its specific gravity is 1.19 relative to the specific gravity of air taken as 1.0. Accordingly, the atmosphere on
deck on a windless day is dangerous.

2.2 Handling precautions

To prevent accidents due to hydrogen sulfide when handling sour crude, measures should be framed taking the handling precautions given below so that
petroleum gas is not inhaled.

2.2.1 Precautions before loading and discharging cargo

1) Hold a shipboard meeting before loading cargo. Make all the crew members deeply understand the properties of hydrogen sulfide gas included in the
cargo oil to be loaded and the risks involved.

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 2) Always keep ready lifelines, breathing apparatus, oxygen resuscitation and gas detection equipment on the deck during the loading operation.
3) Before operating cargo, check that openings to the accommodation spaces and stores are closed to prevent entry of gas into these spaces.
4) Before entering the loading port, thoroughly ventilate enclosed spaces (pump room, bosun’s store, deck store, etc.) where hydrogen sulfide is likely to
accumulate.

2.2.2. Special attention during cargo operation

1) Prohibit access to deck of persons other than cargo handling personnel.
2) Perform gas detection periodically in the accommodation spaces and on the deck.
3) Ventilate enclosed spaces such as pump room, bosun’s store and deck store thoroughly before entering them, and check the gas concentration in these
spaces. Follow the procedure for access to pump room specified separately in SMS.
4) During the cargo operation, release gas from the vent riser which is a safe distance away from the accommodation spaces.
5) Perform ullage and sampling measurements by the vapour lock method using measuring equipment such as MMC.
During the measurement, stand so that air blows from both left and right sides. As far as practicable, keep your head at a safe distance away from
the exhaust gas and avoid inhaling this gas.
6) When measurements in the windless condition or measurements by opening the ullage hole are unavoidable, wear breathing apparatus and make sure
that at least two persons perform measurements quickly. In principal, measurements should not be made through the ullage hole.

“7.2 Measurements and Sampling –7.2.1 General” of ISGOTT states the following about the method of working in 5) above:

Personnel should therefore keep their heads well away from the issuing gas and stand at right angles to the direction of the wind. Standing immediately
upwind of the ullage port might create a back eddy of vapour towards the operator. In addition, depending on the nature of the cargo being handled,
consideration may have to be given to the use of appropriate respiratory protective equipment.

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2.3 Typical Sour Crudes

Contentts of H2S Contentts of H2S

Crude oil Crude oil
(Weight P.P.M.) (Weight P.P.M.)
Isthmus 100-200 Murban 70
Maya 100-200 Iranian Heavy 70
Qatar land 200-300 Iranian Light 20
Qatar marine 150 Brega 260

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3.High Viscosity Cargo
Generally, cargo with viscosity greater than 20 cSt is to be treated as high viscosity cargo. Such cargo should be handled considering precautions given
below.

The viscosity of cargo increases as the temperature of cargo become low. The viscosity of cargo decreases as the temperature of oil become high. Thus,
the viscosity at a specific instant of time shall be estimated based on the Viscosity –Temperature Conversion Table of Fig. S-3-1. Generally, kinematic
viscosity is used to express the viscosity of oil. Its units are centistokes (cSt).
(1 cSt = 10-6m2/S = 1 mm2/S)

3.2 Handling precautions

1) It should be carefully noted that when the dynamic viscosity exceeds 600 cSt, the pump and turbine output efficiencies drop considerably .
* Centrifugal pumps used in tankers generally have a limit of 500 to 600 cSt for the dynamic viscosity beyond which the cargo handling operation
will not work smoothly.
2) When stripping high viscosity cargo, adequate trim is necessary and stripping should be performed placing adequate intervals of time between
successive stripping operations.
3) Oil grades with viscosity greater than 100 cSt should generally be heated.
* By raising the temperature, the viscosity can be brought down and the flowability can be enhanced.
4) Cargo oil should not be heated by ship’s decision. Always follow the Voyage Instructions.
If the ship deems heating to be necessary, heating should be performed only after consulting and obtaining permission from the ship operator.
(Only in case of ship equipped with cargo heating system)

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Insert Fig. S-3-1.
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3.3 Typical High Viscosity Cargoes
1) High Viscosity oils that have been carried by Company’s VLCCs

Loading
Crude oil Loading Port API cSt 50? Pour Point(F)
Temperature
Manji Cape Lopez 28.56 10～16 45～57 108
Maya Salina Cruz 22 38～41 －15～－25 82～90
Oman Strait
Mina al Fahal 21.4 170 － 114～132
Run Residue

* West African cargo Manji cannot be loaded for Japan or South Korea in winter this cargo would be of high viscosity.
* Since Oman Strait Run Residue has high viscosity, it is generally mixed with Oman Export Blend and Loaded.

2} Lubricating oils and heavy fuel oils

Units in cSt
-Main engine cylinder oil : 120 cSt@50℃
-System oil : 65 cSt@50℃
-Turbine oil : 50 cSt@50℃
-Automotive engine oil : 20～60 cSt@50℃
-Heavy fuel oil (CFO) : 380 cSt@50℃
However, the difference in values according to the manufacture also needs to be considered.

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4. High Pour Point Cargo
Heating is generally necessary for cargo the pour point of which exceeds 60°F. Such cargo is generally loaded in tankers in which cargo heating equipment
have been installed.
Instructions for cargo heating are generally given by the ship operator or the charterer after taking into account the pour point, viscosity, and air and sea
water temperatures at the discharging ports.

Pour Point is the temperature obtained by adding 2.5°C to the temperature at which a preheated specimen stops moving for a prescribed time after it
has been cooled by a prescribed method.

4.1 Handling precautions

4.1.1 Precautions at the loading port

1) To prevent the cargo from solidifying in the cargo line when the cargo operation has been suspended for a long period (especially in cold regions), drain
out the oil remaining in the lines into the cargo tank.
2) The cargo temperature may become higher than the heat-withstanding limit of the seat rings and coating within the tank at some loading ports. In such a
case, report immediately to the ship operator and submit a Protest Letter to the terminal.
3) Where heating cargo and non-heating cargo are loaded, the oil in the lines passing through tanks carrying non-heating cargo may cool down and solidify.
Thus the cargo in the lines (depending on the Pour Point) may need to be stripped after loading is completed.

4.1.2 Precautions during the discharging operation

1) Some terminals have limitations on the discharging temperature. Therefore, consult with the person in charge of the terminal about the heating
temperature.
2) The heating efficiency when the ship is at anchor is high compared to the efficiency when the ship is underway. The quantity of oil may also decrease
due to discharging of cargo leading to unanticipated rise in temperature. Thus, adequate precautions are necessary for controlling the temperature.

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 3) In some grades of oil the temperature may rise excessively and lead to vapour lock. Precautions are necessary against such grades of oil.
Example: Daqing Crude, Tapis Blend, Vietnam Export Blend, etc.
4) The reduction in oil temperature due to ballast filling should be carefully considered in the control of cargo temperatures.
5) Especially during cargo operations in cold regions, take precautions against cargo that does not flow, such as cargo in the unconnected sides of the
manifold and cargo in branch pipes. If necessary, drain out the oil appropriately to prevent solidification of the cargo.
6) Ensure that as large a trim as practicable is available during stripping so that stripping can be completed within a short time.
Continue heating until stripping is completed.
7) If cargo operation is suspended for a long period, drain out the oil remaining in the lines to the cargo tank to prevent solidification of the cargo in the lines
and in the pump.

4.2.3 COW precautions

1) Adequate considerations are to be given to prevent solidification of oil in piping systems in which cargo does not flow and in branch pipes when
implementing COW. Stripping of lines should be performed after COW is completed.

2) Cargo should be continuously heated during COW for stripping the tank.

Some types of oil were listed up as unsuitable for COW in a part of the H.P.P. cargo initially when the MARPOL Convention came into effect, but
presently no such unsuitable oils exist. (COW is generally implemented even if high pour point cargo is carried and its effects have been
confirmed.)
COW is generally implemented even if high pour point cargo is carried and its effects have been confirmed.

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4.3 Typical High Pour Point Cargoes

Viscosity Heating
Crude oil Loading Port API Pour Point(F)
(cSt@50?) temperature(F)
Sumatran light
DUMAI 35.5 10-12 95 125
(Minas)
Widuri WIDURI 33 19-39 110-120 140-150
Cinta CINTA 32.4 23-32 100-105 130-135
Daquing DALIAN 32 20-24 85-95 110
Vietnam Export
VUNG TAU 41 6 85-100 110
(Bach ho)

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5. Condensate
Condensate refers to light oil (API about 50 to 60; components heavier than Pentane (C5)) recovered by a separator (normal temperature and pressure) from
hydrocarbons existing in gaseous form underground (high temperature, high pressure).
Condensates are also called Natural Gas Liquids (NGL). From the production stages, it may be classed as “crude oil” but according to MARPOL 73/78,
NGL is defined as an oil product.
Its main component is naphtha fraction (gasoline), and it may be practically considered as naphtha. However, depending on its producing area, its specific
gravity, range of boiling points and other properties vary significantly. Its main characteristics are solubility and high volatility (high vapour cargo).

5.1 Handling Condensate

Precautions are necessary since the adverse effects listed below may occur when condensate is loaded in crude oil tankers.
1) The oil coating on the surfaces of cargo tanks and pipes may drop off completely, leading to rusting/corrosion in the tanks.
2) The valve seat ring (made of low-grade NBR, etc.) may swell up, cause damage and leakage from the valve.
The manufacturer has expressed more concern on the long-term carriage of condensate rather than on the use of seat rings made of NBR. Incidentally,
VITON, a material with good resistance to cargo such as gasoline, is generally used in normal product carriers.

5.2 Handling precautions

5.2.1 Precautions during the loading operation

In principle, the policies listed below should be adhered to when loading condensate. However, depending on the charterer, the policies below may not
be strictly adhered to. If any action is in conflict with any of the policies below, then the ship operator of the Company should be notified.
1) Do not load cargo twice in the same tank in two consecutive voyages.
2) Do not load the cargo in the first voyage after leaving dry-dock.
3) Do not load the cargo during the maiden voyage of the ship (new ship).

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5.2.3 COW precautions
1) Prohibition of COW by condensate
COW by condensate is prohibited as there is a risk of sudden increase in the tank pressure due to generation of vapour.
2) Coating of the tank loaded with condensate.
Tanks to be loaded with condensate should be washed with cargo other than condensate as far as is practicable, and the tank walls and pipelines should be
coated with that cargo.

5.3 Typical Condensates

Loading R.V.P.
Crude oil Loading Port API
Temperature (PSI)
Sharajah Condensate Hamriyah 59-64 75-97 2.5
Thammama Condensate Ruwais 58-59 74-105 6.9～7.9
Uweinat Condensate Das Island 53-55 73-95 4
Kangan Condensate Off Fujayrah 56-58 70-100 5.8

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