Friday, November 19, 2010

PHOSPHORIC ACID ON CHEMICAL TANKERS-- CAPT AJIT VADAKAYIL


                   
PHOSPHORIC ACID ON CHEMICAL TANKERS

 
Company policy requires ships SS tanks to be passivated after carriage of WET Phosphoric acid.
The corrosion to austenitic SS of SUS 316L and 316LN occurring due to carriage of wet process phosphoric acid is a very complex phenomenon. White Phosphoric acid (pure food grade) is not corrosive to stainless steel, however, the Wet PAC (fertilizer grade—green PAC and BK PAC  ) is perhaps the most aggressive and difficult of all chemicals transported in a SS chemical tanker. The corrosion is affected by various impurities normally present in wet process acid.  Only 317LN can be said to resist this acid without too much damage and that too if the loading temperatures are within limits..

Names: Green phosphoric acid, Bk phosphoric acid, Metaphosphoric acid; Orthophosphoric acid. MARPOL / Z
The corrosivity of  crude phosphoric acid depends on the manufacturing process—wet or dry. In the wet process the Chlorides and Fluorides determine the corrosivity as they are corrosion accelerators.. The amount of Flourides and Chlorides differs from country to country where the raw stock comes from. Wet phosphoric acid must be constantly recirc during the voyage to prevents sediments from depositing.
Even if the ship is carring the same product again the tanks must be cleaned and desedimentised. The green phosphoric acid from Ashdod Israel does not hold any sediments and hence need not be recirc,  however the rest of the worlds fertilizer grade has lot of abrasive sediments. Do not load Phosphoric acid ( wet, fertilizer grade ) in tanks without diffusers.

Reducing acids and very high chloride solutions are unsuitable for carriage in SS tanks. During the production of wet Phosphoric acid, natural Phosphate rock is attacked and dissolved in Sulphuric acid. The Phosphate rock contains impurities that are carried through the process into the product acid. The surplus reducing Sulphuric acid and the impurities cause the corrosion in SS

Standard compositions:
P2O5—53.3%
H2SO4/ 4% ( corrosion accelerator )
SiO2/ 0.4% ( corrosion inhibitor )
MgO/ 0.7%
CaO/ 0.4%
Al2O3/ 1.2%( C inh )
Fe2O3/ 0.8% ( C inh )
In some cases the cargo acid may be loaded at temperatures grater than ambient. Depending upon the origin this can have an adverse effect on the stainless steel. It is important the Chemical Operator is consulted before loading any Phosphoric Acid that is over 40C. If the temperature of the acid is exceeding 50C the cargo will normally not be loaded. 

Before loading consult the SS manufacturers graph for Flourides and Chlorides versus temperature –included  in your SS resistance tables given by the yard.  Aggressiveness of wet phosphoric acid increases with temperature . Higher temp requires a higher inhibitor content or lower accelerator content. An acid than can be safely carried at 35 deg C will cause corrosion at 45 deg C.  Grades 316LN 317LN and 2205 (UNS S31803) --with high nitrogen content are suitable. 317LN can carry higher temps than 316LN. find out from shipper all specs incl temp and the number of days of carriage. When changing shore tanks or loading from wagons—be aware of temp differences.

ABCD of WET PAC corrosivity--
A)Conc P2O5 <54%
B)Conc SO4<4%
C)Conc CL<200 ppm
D)Temp 45 deg C.
Excess of any two of above items will damage the tank

Al and Ferric ions are corrosion inhibitors. Calcium , Magnesium and Sodium are secondary inhibitors. Insoluble silica forms the sediments. In case SS corrodes send the samples from each tank  to a independent lab to find out the true specs. The conditions under the sediment layer will be more aggressive than the liquid itself. Prewash with FW –first and last with FW.

Physical Properties
Clear, syrupy liquid
Practically odorless
1.64
Inorganic acid
CHRIS/ PAC
USCG / Group 1
BP/ 135C
Marpol cat/ Z
MP/5 (80% concentration). -- fertilizer grade
Solubility in water  / complete
Non-flammable

Phosphoric acid will not bum. It will react with many metals, giving off hydrogen gas that is highly flammable. If hydrogen is trapped in a confined space, it can form an explosive mixture with air
Non-irritating to eyes and throat.

Fairly severe skin irritant, usually causing pain and second degree bums after a few minutes contact
Minimum hazard. Includes most chemicals having threshold limits above 500 ppm.

Irritation of skin in contact with liquid. Burning of eyes.

Stable over a wide temperature range.

Very corrosive to ordinary ferrous metals and alloys particularly at temperatures above 82C

Wear rubber gloves, protective clothing. Have body shield available. Avoid contact with liquid
If leak on cargo transfer system, stop the transfer and empty the line system.  Flush contaminated area with large amounts of water.

Pollution category  D (old ) NEW--Z
Use Polypropelene hoses for the cargo transfer.Use acid spray shields to cover flanges on manifold .
 
Non inert gas backed secondary welds will ooze black tattoo and cause elephant skin on SS. 
 
Tell shippers that chlorides and fluorides must be declared for your shipment .  Even if chlorides and flourides are less that max specified by SS resistance tables-- PASSIVATE THE TANKS BEFORE LOADING IF TIME PERMITS.  Don’t be too trusting or gullible with the shippers general toned down specs. The composition of WPA varies greatly and only a typical specification will be given. Remember  an exact spec must be obtained for each shipment. As a general rule, a typical specification of the WPA should be requested from the shippers prior to each loading.

A graph showing the dangerous zone or chlorides and fluorides on X/Y axis is attached to this manual.
 
Wet PAC has very high abrasive sediments . They will cement your Framo impeller if you do not recirc using diffuser nozzles daily . Tsunami effect also can work where the cargo hits the ford bulkhead and washes back . The sediment will exclude oxygen from the SS and cause those areas to become active.
The green PAC from Ashdod (Israel ) has nil sediments. But in rest of the world  sediments is almost sure.
High wear and tear on pumps cargo seals from acid containing sediments can be expected. Cargo pump seals integrity should carefully be examined prior to loading.

Loading Preparation:


The SS tanks must be cleaned to W/W standards with absolutely no previous cargo residues.

The cargo pump cofferdam must be checked and dried out.  Pumpseals checked and renewed if necessary.

Do not blow heating coils dry. Keep the coils inside the cargo chock a block with fresh water and blank off the coils. You need not heat this cargo.
 
Loading

No particular requirements.  If loading through pump only, care must be taken not to exceed the maximum loading rate allowed, taking into account the heavy nature of the WPA can cause damage to the anti-rotation device on pump.

At sea:
Too long recirc will wear out your seals.  So ideal way is to recirc with octopus/ spider.  Shift sediment from tank bottom to top . You cant do this in spray as additional chlorides of salt spray will destroy stainless steel. Ensure the butterworth ports are checkbolted, at least 4 in case you are shipping seas on main deck.

To prevent pump blockage, it is necessary to blow the pumpstack with compressed air at least once a day. The pump should be run slowly, a few minutes to ensure that the impeller is operating freely.Ensure that the PV valve and ullage hatch are open during blowing.

Phosphoric acid (from Richards Bay, Morroco, Tunisia etc  ) require daily recirculation  through diffuser installed on drop line.  

Discharge
Ensure that the pumpstack is blown with compressed air with PV valve open , to loosen cement at pump suction sump, before starting the framo impeller—lest you have a unwanted hydraulic breakdown.
Because of the high specific gravity of Phosphoric Acids, very high pump pressure may be experienced.

Cleaning
ENSURE THE PREWASH AFTER DISCHG IS WITH FRESH WATER. Then use sea water till the pH is 7. Immediately after that wash again with fresh water to remove all chlorides from tank. This is crucial to avoid elephant skin. ANY SEDIMENT AT THE BOTTOM OF TANK CAN ONLY BE REMOVED WITH MORE PURE PHOSPHORIC ACID LIKE CRUDE OIL WASH. IT WILL TAKE A LONG TIME TO KEW MACHINE THE CEMENT OFF THE BOTTOM. SO KEEP SOME GOOD CLEAN PAC IN 200 DRUMS FOR THIS MANUAL EFFORT.
Have a look at the first empty tank . If the sediment is too much --it is usual to recirc at end of discharge of each tank like CRUDE OIL WASH using tankcleaning machine and SS hoses. Or you can do tsunami method like what is done for palm oil before we send people down for squeezing.
Acid/sea water mixture remaining in lines and stainless steel hoses will soon result in pittings.

After the tanks are thoroughly/finally cleaned, passivate the tanks with Nitric Acid as the Phosphoric destroys the passive oxide coating on the stainless.
PURE PHOSPHORIC ACID (white phosphoric acid ):
Since pure Phosphoric Acid is used as additives in food and Coca Cola ,beverages, a very high degree of tank cleanliness is necessary. Check with the Ship Operator if a wall wash is required. At Ashdod ( Israel ) whre you load White Phosphoric acid, the tank inspection is stringent. After passing the initial tests and tank inspections ,  a small quantity of WPAC is loaded and recirculated and then transferred to the next tank. The final content is then degraded as GPAC/ BK PAC as fertilizer grade. Pure Phosphoric Acid 80% freezes at 5C and will therefore require heating in cold climate.

After dischg white phosphoric acid ( Coca Cola grade ) immediately fill up the impeller sump with fresh water, before the cargo solidifies. The surveyor must be told of your intention to do this and he has to be available to issue tank dry certificate on the spot as soon as stripping is over. This cargo is fully soluble in water. Sometimes you will find that the valves are frozen with WPAC, and has to be steamed to free. Excess force will break the valve. Food grade phosphoric acid does not require recirculation. It does NOT corrode the SS tank or have inherent sediments.

-------CAPT AJIT VADAKAYIL ( 28 YEARS INCOMMAND ) 

28 comments:

  1. Dear Captain,

    My name is Ronald Veen. I am the Managing Director of ISTECH Services in The Netherlands. We are the major expert in stainless steel surface treatment for marine and industry. Pickling and Passivation is our daily business world wide. Just shortly ago we have perform our services on a chemical tanker which had highly corroded stainless steel cargo tanks caused by phosphoric acid gargo's. It is interesting to read your experiences.

    Best Regards,
    ISTECH Services c.v.
    Einsteinstraat 67
    3316 GG, The Netherlands
    Tel + 31 (0) 78 7440 149
    Fax + 31 (0) 78 7440 141
    Email: istamet.holdings@email.com

    ReplyDelete
  2. please visit our website
    www.istechservices.nl

    ReplyDelete
  3. Dear Capt,

    May I know if 70% Super Phosphoric Acid cargo require stainless steel tank carriage or while marine-line coated tanks suffice?

    Many tanks for your guidance.

    Best regards,
    Mel.

    ReplyDelete
  4. hi mel,

    marine line "boasts" that their RE-INFORCED FIBREGLASS coatings resists super phosphoric acid.

    in my professional opinion STAINLESS STEEL or RUBBER does the job better. just ensure proper recirc using diffusers at the drop bottoms for SS tanks.


    after carrriage stainless steel lining may have to be passivated with 14% cold nitric acid.

    capt ajit vadakayil
    ..

    ReplyDelete
  5. I like your article and it really gives an outstanding idea that is very helpful for all the people on web.Tanker loading

    ReplyDelete
  6. Hello Capt,

    need your help - assume you have an ss tanker about 10800 dwt with a tank wise grouping and cbm as follows ( no center tanks )

    1P&S /919&913 /1832
    2P&S /1170&1170 /2340
    3P&S /1179&1179 /2359
    4P&S /1179&1179 /2359
    5P&S /1221&1227 /2448.5
    slop P&S / 215 & 215 / 430

    now further assume

    2, 4 wings and slop port are ss only and suitable for loading sulphuric acid - ie about 4900 cbm OR basis 1.8 density = about 9000 mt of sulphuric acid full load.

    can i sail in this condition without any stability issues in relevance to heavy cargo concentrated in alternate tanks.

    2nd scenario / voyage
    assume below tanks ss and rubber coated to carry 43% phos acid the i load
    1w/3w/5w and slop stb - about 6800 cbm x 1.5 density =10,281 mt

    can i sail in this condition ?

    basically in each condition some tanks will be loaded to 98% with acid while others will have to remain empty as dwt is already reached and therefore no ballast balancing also.... could you write to me at mohit@thedndgroup.com.

    i know the exact answer would simply come from the stability booklets, but roughly your comments as i would assume phos carriers would be often sailing with partial tanks etc
    rgds
    mohit



    and

    ReplyDelete
    Replies
    1. hi m,

      i do NOT take such questions for obvious reasons-- i will be inundated with such queries.

      punch into google search-

      STOWAGE OF MULTIPLE PARCELS ON CHEMICAL TANKERS VADAKAYIL

      as you can see the above post covers everything, in such a simple manner, that even a cadet can understand this.

      you must use your loadicator for SF and BM is sea condition -- and it should have dynamic stability included.

      as you can see sulphuric acid can have NO OTHER cargo around it as interface -- and this includes ballast too. s o check out list and trim.

      you have to check load density of the tank.

      made sure the tank lining suits the cargo.

      capt ajit vadakayil
      ..

      Delete
    2. Dear Capt. Ajit,

      Pls kindly be advised herewith that I have regularly been involved in direct sourcing and export-supplying of WET PAC & DRY PAC in bulk (52-58% P2O5) from Jordan, S.Africa, Senegal, Israel, USA, Lebanon, Lithuania, North African Producer Countries, under the a/c of our own group of companies, on annual tentative shipping timetable basis, since 2005 onwards.

      I am considered by our end user note-worthy clients in Turkey, India, Serbia, Croatia, Greece, Bangladesh, Iran, Thailand, Vietnam, S.Korea, Kingdom of Saudi Arabia to be a Senior Tradesman with proven vast theorithical and practical solid experience in "Liquid Bulk Chlore Alkali Concentrations, Wet Pac(MGA), Liquid Bulk Technical & Food Grade Acetic Acid, Sulfiric and Hydrochloric Acid in bulk, having a proven hands-on technical, commercial,& multi-modal shipping transport logistics.

      My questions to you in regard to WET-PAC in bulk, regularly loaded by high speed-of-gravitiy only without utilization of any compressors from the shore-tanks that are installed on a saharan-sand bunker making 55 Degree angle from top to the Loading Terminal in Aqaba Port, Jordan. I have been loading 9000-25.000 DWT SS-cladeed, presumably "calibrated" tanks of well-known Oil&Chem Tanker Pools & Owrs wherever and whenever possible. I am also in duly-charge of concluding all the Phos-Chem Acid C/P agreements with ISM Commercial Operators and in-house chartering divisions of owners.

      I always shuttle in short intervals between the nominated POLs as well as PODs to supervise all our group cargo operations trying to be "omni-present and omni-potent" anywhere possible. I always appoint Independent 3rd Party Phos-Chem-listed active Q&Q Samplers & Superintendents in addition to EIC 17025:2006 accredited Assayer Labs for sampling and quality analysises, at both ends at our own group account without any single exception. I personally make a standard meticulous "check-list procedure" in direct reference to your well-defined professional recommendations and suggestions to the attention of "Wet Pac" Traders and Logistics People. To be honest with you, I do not trust in those well- recongised 3rd Party Independent Surveillance / Inspection Companies' on-duty superintendents and keep company with them at all stages of required sampling, ship-to-shore coordination protocols, ship-stop as well as shore-stop loading instructions, W/W Highest Standards of Tank-Cleaning Practices (if necessary), pre-controls of all technical & digital instruments in the captain's steering room, Auto-Radar Cabin, and so forth.


      BRGDS

      Delete
    3. ......
      There is almost always a nett serious loss in the discharged qty of WET PAC in bulk average P2O5 %= 53,5% at SG of 1,65-1,67 at 20C Degree between POLs & PODs of RBT S.Africa, Aqaba-Jordan, Dakar-Senegal, Ras Al-Salata, S.Lebanon Cargoes after issuance ROB Certificate by the appointed surveyors. I assure you that all your technical recommendations and suggestions to the att of Chief Officers and Masters are fully performed in time. We do even make out and issue a letter-headed corporate PRE-LOADING, ACTUAL LOADING -NAVIGATION IN-TRANSIT TO FINAL DESTINATION and
      DISCHARGE PORT INSTRUCTION in standardized format covering all your strict instructions to be complied with the seamen on board and we pick up one original counter-signed copy of such Instructions from the captains of employed tankers for our steady files to be on the safe side.

      I do visually check all the enumerated and calibrated tanks before the commencement of loading operation with my inspectors on-duty as a team to ascertain if the employed tanker under my signed C/P agreeement really is equipped with Diffusers installed on drop-line, framo-impellers, and Octopus/Spider Systems for daily "agitation of this heavily slurry cargo".

      My Personal observation is that WET PAC and CAUSTIC SODA LYE in bulk must always be transported by the same specially-designed SS-Cladded Anti-Corrosion shielded Chemical Tankers instead of MARPOL II/III Oil-Chem Tankers designed and built by SS Shell-Plates at the bottoms and SS Wall-Plates of Tanks. Those tankers must not be permitted by SITTGO /INTERTANKO under the advisory rules and principal instructions of SOLAS & IMO.

      I would like to hear your invaluable comments about this point as well.

      QUESTION 1)- What is the Min/Max acceptable percentage of "Transit-Loss" under PHOSCHEMACID C/P agreements with the Owrs & ISM and why?
      QUESTION 2)- How can we, charterers and cargo title owners, make sure 100% that Chief Officer in elbow contact with the Master of Tanker(s) regularly operated the "Diffusers or Spider/Octopus" for regular agitation of sediment movement from bottom-to-top during 5 days up to 2 weeks navigation periods in-transit btwn POL & PODs to avoid "such substantial Losses" in B/L Quantity? Waht could u suggest or recommend us to include in C/P Clauses to save off ourselves from such losses above 0,5% difference of cargo quantity between POL & PODs?
      QUESTION 3)-Is it always a solid resolution to resort to P&I Club Reps of
      Owners /ISM Operators at Discharge-Ports to claim indemnification for our certified losses?
      QUESTION 4)- What could you recommend to annual T/C Operator Charterers who take 1-2 suitable S/S Cladded Tankers of Owners to load the similar quantity of WET PAC in bulk for the same destination in each quarter under annual term SPA especially when T/C Charterers like us would almost always get confronted with the same "short-landed" cargo claims?
      QUESTION#5)- Why do you think that Indian Public Companies as well as Private Fertilizer Producer Clients always insist on the re-correction and re-adjustment practise of "Temperature of Cargo" btween POL and PODs at the Indian Final Destination Ports? What is the underlying idea?

      Delete
  7. hi capt,

    any help on reducing temperature of phos acid or sulphuric acid on stst tankers. Are there any provisions in case of phos 43% at 50deg cel ( which is close to ambient in south india during summers ) for cooling expected to be provided on such ships. For sulphuric we have to keep the heating coil system water free, can we use something else as a coolant to keep the acid cool. with voyages around south indian coast we could expect the summer cargo temps to cross 35 deg cel, so stowage in 316LN beyond this is not recommended.

    ReplyDelete
    Replies
    1. hi jg,

      usually all H3PO4 Chater Party has the max temp of the wet cargo to be loaded.

      white phosphoric acid used for coca cola has to be heated and it does NOT damage 316LN SS.

      the shippers have to ensure that the temp falls below this range.

      you are NOT obliged to load with higher temps.

      after dischg of wet phosphoric acid, passivate your tanks with nitric acid .

      punch into google search-

      NITRIC AND CITRIC ACID PASSIVATION ON STAINLESS STEEL CHEMICAL TANKERS VADAKAYIL

      capt ajit vadakayil
      ..

      Delete
  8. This comment has been removed by the author.

    ReplyDelete
    Replies
    1. hi mj,

      it is the job of the ship captain to protect the asset of the owner -and for this he has to know the terms and conditions of his C/P..

      time charterers , technical managers , shippers , consignees are all secondary.

      again-- all depends on the impurities in the FERTILIZER GRADE phosphoric acid.

      Before loading consult the SS manufacturers graph for Flourides and Chlorides versus temperature –included in your SS resistance tables given by the yard.

      Aggressiveness of wet phosphoric acid increases with temperature .

      after discharge do NITRIC ACID passivation to SS --

      punch into google search-
      STAINLESS STEEL CHEMICALTANKERS SUS316LN VADAKAYIL

      capt ajit vadakayil
      ..

      Delete
  9. This comment has been removed by the author.

    ReplyDelete
  10. 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 QUALITIES-

    being 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 ship-

    https://www.youtube.com/watch?v=MwpFBPMtnj4

    https://www.youtube.com/watch?v=k0BxC3kFET8

    capt ajit vadakayil
    ..

    ReplyDelete
  11. 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 QUALITIES-

    being 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 ship-

    https://www.youtube.com/watch?v=MwpFBPMtnj4

    https://www.youtube.com/watch?v=k0BxC3kFET8

    capt ajit vadakayil
    ..

    ReplyDelete
  12. Resp.Capt. Ajit Vadakayil,
    it was mery interesting reading your experiences on your bolg.
    We are traders of phosphoric acid, and we wwant to import it from Jordon, port of : Aquba to Sikka (India), quantity of phosphoric acid is 20,000 MT with 52% -54% P2O5 Content, would you help us locating and hiring of chemicl tanker for this deal, i is going to be every motnh in repetation for 24 months... (My email : babaveg@gmail.com)
    With Kindest Regards :

    Piyush Patel
    Director (Procurement & Sales)
    Tordas INC Limited
    Hongkong - USA
    email : babaveg@gmail.com
    India Cell # +91.7878235656
    India Cell # +91-9377822444

    ReplyDelete
  13. Dear Captain,
    I would like to firstly thank you for this useful information. I have one question. We just recieved Sulphuric Acid Cargo which was loaded in clear and good condition at loading port. However when we had the quality check before discharging, we found our black/Brown particules in Sulphuic Acid (it was not present at loading port). The last Cargo was green phsphoric acid. Do you think that lack of good cleanness will cause such contamination/reaction (between green phosphoric acid and sulphuric acid)? Thanks for your prompt reply.

    ReplyDelete
    Replies
    1. hi oag,

      the problem is with the SS tank lining.

      you should have passivated the tanks after green phosphoric acid.

      http://ajitvadakayil.blogspot.in/2010/04/passivation-on-stainless-steel-chemical.html

      http://ajitvadakayil.blogspot.in/2012/05/stainless-steel-chemicaltankers.html

      capt ajit vadakayil
      ..

      Delete
  14. Thanks for your reply. Can you please send me a private email so that i can share with you thw photos taken at the loading port and at the discharging port. İ need your comments and expertise on this topics/photos. Many thanks and regards

    ReplyDelete
  15. Dear Captain Ajit Vadakayil,

    Sir,

    We are in need to Charter Bulk Vessel (Chemical Tank Ship) for loading PHOSPHORIC ACID 54% P2O5. Please support us to charter chemical tank vessel.

    First Loading - Laycan Period : end of November 2015.
    [Shipments : Every Month Continious for 1 Year & further)

    Loading Port : Aquaba - Jordon
    Delivery Port : Sikka - India

    Quantity : 20,000 MT Phosphoric Acid Solution (per single shipment)

    Hope to get your support, our target price is US $ 12 to $ 16 per MT.
    With Kindest Regards :

    Piyush Patel
    Director (Procurement & Sales)
    Tordas INC Limited,
    8 A, Kam Chung Building,
    Hongkong
    [Branch Offices : USA - India]
    email : babaveg@gmail.com
    India Cell # +91.7878235656
    India Cell # +91-9377822444

    ReplyDelete
  16. DEAR CAPT

    GREETING FOR THE NEW YEAR. CAN YOU PLZ ENLIGHT US ABOUT THE DK MOUNTED CARGO HEATERS IN FRAMO SYSTEM. WHAT WILL BE THE INSPECTION AND CHECKS FOR THESE HEATERS. CAN WE EXPERIENCE ANY TROUBLE WITH THESE SYSTEM. AS WORD ON MOUTH ON SHIPS I HEARD IT IS VERY GOOD SYSTEM, HOWEVER NO BODY HAS A CORRECT OPERATION PROCEDURE FOR THESE SYSTEM. WHAT CAN BE EFFECTIVILY DONE IN THIS TYPE SYSTEMS HOW TO START STEAM ANS STOP STEAM FOR THESE HEATERS. PRESSURE AND TEMP TO BE MAINTAINED. HOW TO SET THE CORRECT FLOW THROUGH PUMPS TO ACHIVE EFFECTIVE HEATING.

    THANKX IN ADVANCE CAPT

    ReplyDelete
    Replies
    1. http://ajitvadakayil.blogspot.in/2010/06/steam-heating-on-chemical-tankers-capt_06.html

      http://ajitvadakayil.blogspot.in/2010/12/deepwell-pumps-on-chemical-tankers-capt.html

      http://ajitvadakayil.blogspot.in/2014/10/thermal-oil-heating-on-chemical-tankers.html

      Delete
  17. Good day Sir,
    I have a question asked in mmd exam can you please provide me the answer in detail.

    Q : A chemical tanker discharge phosphoeric acid at a port in baltic sea and i bound for newyork .describe the operations she will perform with refer to cleaning of tanks so as to be ready on arrival at next cargo ??

    ReplyDelete
  18. Dear Capt. Ajit Vadakayil,

    Good Day, I hope you are doing well,

    We are Operating a chemical tanker. Currently we were asked to load Wet Phosphoric Acid. SG 1.6 Inside some tanks we have noticed minor corrosion. Tanks are Stainless Steel (Avesta 316 LNE). Ladden duration of voyage approx. 10 days.

    Please advise if vessel can load as it is, or we need to proceed to any passivation prior loading?

    B/rgrds
    Christos Karagiannis

    ReplyDelete
    Replies
    1. better to passivate

      http://ajitvadakayil.blogspot.in/2012/05/stainless-steel-chemicaltankers.html

      http://ajitvadakayil.blogspot.in/2010/04/passivation-on-stainless-steel-chemical.html

      Delete
  19. Dear Capt. Ajit Vadakayil,

    Good Day, I hope you are doing well,

    We are the operators of a chemical tanker 20K DWT. We are interested in loading Phosphoric Acid, sg 1.6 Vessel has Stainless Steel (Avesta 316 LNE) tanks. We have noticed that in some tanks minor corrosion is existing. Duration of the ladden voyage will be about 10 days.

    Please advise us if vessel can load the cargo, with tanks as they are or we need to take any action prior loading (passivation)?

    Thank you for your kind attention.

    B/rgrds
    Chr. Karagiannis

    ReplyDelete