Tuesday, September 6, 2011

HIGH MELTING POINT CARGOES ON CHEMICAL TANKERS - CAPT AJIT VADAKAYIL





                         HIGH MP CARGOES



High MP Cargoes are heated to reduce unpumpables and to reduce load on the ships centrifugal pumps. They should be washed with a temperature above MP, with cold interface removed.



Chemicals have different thermal properties. Some will heat up very quickly, whereas others, will require substantial heating, before any temperature gain is noticed. Similarly, those cargoes that heat quickly, tend to cool down quickly, whereas the cargoes which heat slowly have far better heat retention properties.

The colour too matters –white is a bad absorber and a bad radiator, while black is a good absorber and good radiator. These individual cargo properties should be recognised when heating cargoes on the loaded voyage. The length of the voyage must also be considered when deciding on heating schedules to avoid waste of fuel.



Unless instructions are given to the contrary, any “solidifying substance” should be maintained and discharged at a temperature of at least 10° above its melting point, to avoid pre-washing.



Stowage of cargoes with MP > 55 C must NOT be adjacent to cold interface  lest the whole bulkhead gets a solidified thick film.



Should the cargo require it, heating coils can be opened to the tank, when the liquid is at a level of approximately one metre. This can off set cumulative list at berth –as for cargoes like Tallow.



If a cargo requiring heating is deemed dangerous/toxic leaks back to the engine room then “Dangerous/Toxic” return tank is required by BCH/IBC Code.



When loading solidifying cargoes, due regard must be made to  ensure that lines do not become frozen.  In any case, should stress and list/ trim conditions allow it, the tanks furthest away from the manifold should be completed first, using a sequence of working towards the shortest pipe length. In manifolds with connections both port and starboard, the opposite side to loading generally gets frozen. This must be unblocked at sea before discharge port.



Company policy requires that no tank is loaded to a volume of greater than 98% at any time. For cargoes like wine, take the permission of the chemical operator.

After loading high MP cargoes leave the pipelines open till the contents are drained properly. If proper written heating instructions are not received Master must  Note Protest and inform the chemical operator.



If the tank is not blanketed with Nitrogen the sedimentation or build up at the tank bottom must be ascertained with sounding rod.



Charterers heating instructions must be obeyed and in any case heating increase must not exceed 5°C in a period of 24 hrs.



During cold weather the functioning of p/v relief valves should be checked regularly . It is possible that humid air vented from a cargo tank may condense and freeze thus inhibiting ventilation. This is also possible for cargoes with high melting point, such as Phenol, where cargo vapours could solidify in vent line .



For sedimented / high MP cargoes ensure that the deepwell impeller is not frozen by running the pump before arrival port with delivery valve shut.



When discharging a homogeneous heated cargo, the wing tanks should, as far as possible, be emptied before the centre tanks.



During the discharge, several tanks may be emptied simultaneously, however when the cargo sounding becomes around 1 meter discharge of such tank must be ceased temporarily.  Final emptying, stripping and sweeping of the tanks must then happen one tank at a time.



The temperature in the tanks must be monitored and the heating must be adjusted in the tanks accordingly.



Never leave high MP cargoes inside the pipeline even for short periods like shifting barges etc.  Check out if the common collector line will get frozen.



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.



Be aware of the slope of the pump delivery deck pipes towards the manifold. Some shipyards deliberately tilt the aft of manifold pipelines to avoid fitting superstrip lines. When loading high MP cargoes in winter from barges , any delay in between two barges can freeze cargo inside pipelines .

If the cargo goes below the steam coils and the surveyor makes a remark that there is unpumpable then the tank must be filled up again to cover the steam coils, reheated and then discharged again. Get tank dry certificate promptly—give notice to surveyor in writing in the pre-discharge CCR meeting.



After completion discharge of high MP pour point cargoes better to wash back lines using hot FW if feasible – compressed air is no use. In case of planned stop of high MP cargo in freezing weather keep the cargo recirculated. For recirculation of shore lines which can freeze discuss in the  preloading meeting and agree in writing. Or you may have a condition where ship is blamed for cargo frozen in unlagged or non-thermal jacketed portions of shore lines.



In order to make the tank cleaning faster and more efficient, the Master should always try to get the Dry Tank Certificate as the tanks get empty one by one —especially for drying veg oils and solidifying cargoes which jam the impeller and freeze the valves.. Washing as soon as possible after receiving tank dry cert—and if the terminal allows it-- will prevent some solidification and save time.



During discharge the temperature of the cargo must be at least 10 degrees C higher than the pour point of the relevant cargo.



If vsl is discharging high MP cargoes the surveyor must be present at stripping/ sweeping time. If the discharge of high MP cargoes is stopped for any reason (shore tank change over/ barge change over/ shore leak ), the connecting hoses and lines on deck must immediately be drained back into the tank in order to avoid the system being blocked by coagulated cargo.



Any ROB noted on the certificate is clearly marked and considered by all parties as “unpumpable and unreachable, non free-flowing sediments / sludge”.



After dischg of vegetable oils / palm oils to prevent them from drying on the bulkheads, the bulkheads must be kept moist  until the tank cleaning begins. In warm weather the drying process is fast and in cold / wet weather much slower.  Hot cargo in adjacent tanks will make the residues dry very fast on the bulkheads.



Substances with a reasonable solubility (down to 0.2 %) will be removed with water. Be aware that the solubility of some chemicals increases with temperature. The wash water should be at least 150C higher than the melting point of the cargo.

                    

For Caustic potash crystallizing point is 9C while for Caustic soda it is 12 to 15C. As per the IBC code prewash for substances which have a viscosity equal to or greater than 50 mPa.s at 20°C shall be washed with hot water (temperature at least 60°C), unless the properties of such substances make the washing less effective.





MP of a few cargoes in deg C:--

Coconut oil/ 14-28 C

Lard/ 33-46

Hydrogenated corn oil/ 28-35

Hydrogenated rapeseed oil/ 28-38

Palm oil/ 23-50

Tallow/ 35-50

Peanut butter/ 23-45

Cresol/ 11-35

Dichlorobenzene/ 35

Fatty alcohol/ 3 -40

HMD/41

Naphthalene/ 80

o-Nitrochlorobenzene/ 33

Paraffin wax/ 55-60

n-Pentane/ 36

Phenol/ 41

Polyisobutylene PIB/ 90

TDI/ 20

Trichlorobenzene/ 15

Undecyl alcohol/ 15

Paraxylene/ 13

                               

Some cargo residues have very high MP which makes them difficult to emulsify. To clean such residues it may be necessary to use a solvent like toluene.



The cleaning of PV vent lines is best done  with live steam.



Pre-cleaning non-drying fats with hot water is best done after  first steaming  the tanks

                              

When Graco injecting using degreasers use only one machine. Graco injection is usually 0.1% or one litre per ton of water. But for very dirty tanks 0.5% is ok.

                              

Washing pressures and temperatures must be maintained together and must not be adjusted to compensate for either a loss in temperature by reducing the pressure and/or the number of machines. If a problem is experienced with a loss of heat, then washing may be continued, but the washing time should NOT count until the required temperature has been reached again..



In the pre-planning stage, a proposed time scale ( bar chart ) must be formulated, to provide fore warning for the engine room. The Chief officer must also try to ensure that once pressures and temperatures have been reached, they should be kept as constant as possible, without undue fluctuations. This will avoid major fluctuations and associated problems in the engine room.



Temperature of the cleaning solution must be 20 C > MP of the cargo. Temperature of the cleaning solution must be 20 C > MP of the cargo.



Avoid rapid changes of temperature especially in cold weather will adversely stress the ship's structure.

When cargoes with a high wax content are carried, care must be taken that temperatures are not allowed to drop below flocculation/wax precipitation temperature as wax will not revert back into solution no matter how much the temperature is increased.

Hence if the actual loading temperature is considerably different from the specified loading temperature the Master must protest in writing .  In cases of extreme temperature difference the Master may at his discretion, cease all loading operations until the matter is resolved. Keep the Chemical operator informed.



When calculating the bunkers required for cargo heating a reserve quantity of bunkers shall be included in the total to guard against voyage delays due to adverse weather or unforeseen climatic conditions.





-------CAPT AJIT VADAKAYIL






28 comments:

  1. sir
    i read your blogs daily
    i have a few question on tankers
    if you are free to answer / where can i post them

    kind regards
    bhoj

    ReplyDelete
  2. hi bhoj,

    you can ask me here!

    capt ajit vadakayil
    ..

    ReplyDelete
  3. thank you sir
    Q 1 } type 1 , type 2 , type 3 type of ships as per their dangerous cargo carrying capacity

    now type 1 , type 2 , type 3 type of tanks as per their survival capacity

    on a type 1 ship are their only type 1 tanks or type 1 tanks in the center surrounded by type 2 or 3 tanks
    if there are only type 1 tanks in a ship a lot of space will be wasted by leaving B/5 meters or 11.5 meters {which ever is less}on both side of tanks

    ReplyDelete
  4. hi bhoj,

    on IMO ship type 123 you need not waste any space.

    here you will have centre tanks( sometimes divided ) and wing tanks.

    THERE IS NO STAND ALONE TYPE 1 SHIP, NOWADAYS.


    capt ajit vadakayil
    ..

    ReplyDelete
  5. thank you very much sir for the reply and detailed write up

    my query is solved that type 1 cargoes go in tanks as per damage assumption and type 2 or 3 cargoes are placed next to the hull

    Q 2 } sir, i have heard that at times the name of the chemical cargo is changed to avoid duties or bypass restrictions as a result the cargo data sheet shows a less harmful cargo but in reality the cargo may be more hazardous
    is this true.

    ReplyDelete
  6. hi bhoj,

    yes-- till 1st jan 2007, most shippers avoided customs duties even to annex 1 cargoes by giving complex names to pass off as annex 2 cargo, which will not be present in the customs database.

    they try to avoid prewash, by giving strange synoniums.

    now it cannot be done anymore , as the PROPER generic name has to be declared on the bill of lading.

    And in case it is a mixture they have to give details, in the shipping document. On my last ship in europe they were trying to fudge the benzene content of pygas, which was unusually high--destined for USA.

    high explosive nitrates are disguised as urea.

    "shipping document" has columns showing--
    1)b/l reference number
    2)cargo name as per b/l
    3)product name as per IBC code/ MEPC circ 2 / COF.
    4)viscosity at dischg temperature
    5)tanks loaded.
    6)load port and disport.
    7)date loaded.

    the master must not be a half wit.

    capt ajit vadakayil
    ..

    ReplyDelete
  7. many many thanks sir
    this information was not available on the net

    i am in the process of making notes from your previous articles
    will post some more questions in a day or two
    kind regards / bhoj

    ReplyDelete
  8. Good day sir
    a container v/l master has no way of checking what is in the container he accepts what cargo is mentioned in the documents
    similarly what if a generic name is declared in the bill of lading but the cargo may be completly different
    how will the ship staff ever know since no cargo analysis is done on board

    ReplyDelete
  9. hi bhoj,

    20 years ago,it was a bad situation. 25 ton containers used to be declared as 5 tons. the momet you give 10 degrees helm the ship starts heeling, as fluid GM calculations with wrong weight inputs on top and bottom layers are all wrong.

    so before the topmost layer ,I used to insist on a inclining test.

    This is done by loading a heavy FEU on the extreme and suddenly releasing the weight , with moorings slack. The period roll in seconds is measured with a stop watch, and the fluid GM calculated.

    we used to have problems with misdeclaration of calcium hypochlorite pellets which being stong oxidisers catch fire. and couple of ships sank after the fierce fire.

    i remember one container had declaration as CUSTOMS BANDEROLL and inside was JW black label whisky. the crew's cabins were full of whisky bottles-- and on a surprise cabin inspection the cat came out of the bag.

    vigilance is paramount. if master suspects anything is amiss, he can get the container opened and put his own numbered seal, and have it photographed and logged down with witnesses.

    it is common knowledge that the RDX for mumbai blasts set off by dawood ibrahim's men, came is a container shipped by a JEW from mattancherry cochin. that was the last container to be loaded .

    capt ajit vadakayil
    ..

    ReplyDelete
  10. Thank you very much sir

    one last question on the above topic

    on parcel chemical tankers there may be 65 tanks all loaded with different cargoes
    what if the shipper declares a wrong generic name / how will the ship staff ever know since no cargo is analyzed on board
    they may go as per the cargo data sheet thinking that the cargo is less hazardous but in reality they may be exposed to a very hazardous cargo


    Request please solve my queries as per your time convenience.


    Q] there is a simple arrangement between 2 slop tanks where by oil layer can be transferred from the dirty slop tank to the clean slop tank
    There are 2 lines one equalizing line and the other decanting line
    But there is not a single diagram available on the net as well as in construction books to explain the same
    I have seen the debottoming line {at a higher level in the clean slop and when it enters the dirty slop at a lower level it rises up towards the deck / I do not understand this arrangement


    Q] regarding gauging / I came across some notes where a 4th system of gauging was mentioned as “totally closed” in this system not even the sab radar / sonic gauge is allowed the cargo is determined by shore only
    Sir, what are this special cargoes that no gauging is allowed on ship



    Q] please correct the following notes I have made after referring many sites and marpol
    on phasing out of oil tankers

    [1] there are no single hull tankers of more than 5oooDWT which CARRY OIL are operating anywhere on the seas---all were phased out in 2010

    [2] there are NO dedicated clean ballast tankers operating anywhere on the seas NOT EVEN SBT’s
    ONLY SBT’s WITH PL {protective locations} are allowed to operate till 2015 PROVIDED THEY DO NOT CARRY OIL

    [3] only double bottom or double side tanker not meeting the minimum PL requirement for distance can operate till she reaches 25 years of age provided she was in service in 1st july 2001 BUT AGAIN SHE CANNOT CARRY OIL
    This means that such ships will be around till maximum 2026

    [4] single hull tankers 600 to 5000 DWT are allowed to operate AND EVEN CARRY HEAVY OIL HGO till they are 25 years old

    [5] Regulation 24 of marpol annex 1 is about damage assumptions. that is same as type 1 chemical tankers that is B/5 or 11.5 meters. Sir what is damage assumption, is it just to calculate damage stability IN ACTUAL PRACTICE THERE IS NO NEED TO LEAVE B/5 OR 11.5 METERS
    THE MAXIMUM DISTANCE FOR PROTECTIVE LOCATION FOR OIL TANKERS IS ONLY 2 METERS FOR OIL TANKERS IRRESPECTIVE OF HER SIZE AND NOT B/5…

    [6] in unified interpretations of annex 1 oil tankers are allowed special ballast requirements eg crossing low level bridges etc THAT MEANS THAT OIL TANKERS CAN STILL CARRY BALLAST IN THEIR CARGO TANKS UNDER SPECIAL CIRCUMSTANCES AND PUMP OUT THE SAME IN HARBOUR


    Q] COW

    [1] some articles say that COW can be carried enroute between 2 unloading ports / some say that COW is not allowed to be carried enroute

    [2] is it true that once COW is carried out the oil looses it solvent property so never use the same oil for carrying out COW more than once

    Sir please correct the following statements

    [3] the minimum number of tanks to be COW as per rule is 25% and also the tanks where heavy WX ballast or special case ballast is to be taken

    [4] if 100% of tanks are COW in a single port there is no need to COW any tank for next 120 days irrespective the number of ports the ship calls on during this 120 days


    One last question sir –why do you call your parcel chemical tankers as “pressure cookers”

    ReplyDelete
  11. hi bhoj,

    AAA) you have to take a sample before opening the manifold valve and check if the cargo in the sample bottle ,is indeed what has to be loaded. you have the properties of this cargo on paper and so it is easy--as you are not a half wit.

    once in iran, instead of getting sulphuric acid, we got phosphoric acid in the bottle. i did not give permission to open the manifold valves ( two days standoff under lot of shore pressure ) till i got sulphuric acid in the sample bottle. the iranians drained the shore lines into a dozen trucks.

    BBB) punch into google search ANNEX 1 CLOSED CYCLE WASH - VADAKAYIL

    CCC) guaging is always done on board. when you have extremely toxic cargoes , then we cant use UTI/ MMC--and then you need " closed guaging" like floats OR radar.

    DDD) the idea of doing COW is to remove the sludge from ship and send it ashore. you can send sludge ashore from mid-ocean.

    EEE) you always use fresh oil to do COW-- or it gets dirty. fresh oil COW is amazing, it just cleans the tank so well that after drying you can rub a white cotton cloth and get no stains.

    We usually get the tanks well COWed before going for drydocks ,and the 120 day rule is ignored. Also you dont want a sludge buildup which will gives ROB afte discharge .

    once crude oil is used to dissolve sludge and stripped from the bottom of the tank, it becomes dirty and loses its solvent action.

    FFF) as far as RULES are concerned , pl consult rule books. i hate rules made by stupid IMO and their ilk.

    when reading rules, your interpretation OR even a landlubber's interpretation will be as good as mine.

    when i want to interpret a rule on my ship, i ask a cadet or even my wife -- as old sea dogs like me are prone to " own superior reasoning " and "pre-conceived notions"

    FFF) no port will allow any oil sheen in harbour waters. so forget the 15 ppm for ER and 30 litres per nautical mile for CCR ,relaxation-- in port. In USA you cant even wash clothes or blow down the ER boiler now.

    GGG )" pressure cookers " ONLY if your standards are very high -- you have professional pride-- and a reputation to live up to!!.

    ship i commanded over 29 years, have never failed a vetting or failed a PSC inspection or had a pollution or had a serious injury to my crew or a fire or a grounding or a wall wash failure or a first foot failure or a major delay or a hull damage while berthing etc etc. your liuck needs to hold too , as you take over from where someone else left off and your crew list may not be the ideal one.

    WITH SHORT MANNING MOTIVATIONAL LEADERSHIP COUNTS. OR EVERYTHING JUST PILES UP.

    REPUTATIONS BUILD UP CAREFULLY OVER DECADES AT SEA , COMES DOWN CRASHING IN ONE SECOND. and you are only as good as your last innings!

    capt ajit vadakayil
    ..

    ReplyDelete
  12. thank you very much sir

    DDD] i meant to say a closed cycle COW wash where everything is retained in slops

    may Good Luck always favour you

    once again many many thanks

    ReplyDelete
  13. hi bhoj,

    AAA ) the idea of doing COW is to get rid of sludge from the SHIP.

    sometimes you may need to get rid of sludge from one particular TANK--

    -- for the purposes of internal repairs, say to a hydraulic valve . in which case yes -- you can transfer the sludge from one tank internally to another by doing internal COW.

    "closed cycle COW" , is NEVER EVER done!

    it will be like shit hitting the fan -- it is that stupid!!

    BBB) regarding rules-- when we incinerate OILY ANNEX 1 rags soaked in lub oils-- this had to be recorded in the Annex 5 garbage record book--as per the rules-- and NOT in Annex 1 oil record book maintained by CEO.

    but if you use your experience and apply your commonsense , this is nonsense.

    a cotton rag is annex 5.

    the moment you dip it in methanol it becomes annex 2.

    then if you dip it in shit, it becones annex 4

    and ow if your pour luboil on it, it becomes annex 1-- as the more stringent rules applies.

    SO RULES ARE TO BE FOLLOWED , WITHOUT REASONING.

    you may drive LH side in India, but when you go to USA you have to drive RH -- dont ask why, or try to apply commonsense or experience.

    just do it!

    capt ajit vadakayil
    ..

    ReplyDelete
  14. sir , thats a wonderful answer and i will share it with all sailors

    and yes sir----rules are rules ----in some families it is compulsory for ladies to cover their face in front of their father in law
    so one day a lady comes out of the bath room with a towel wraped around her body as soon as she sees her father in law she removes the towel and covers her face----rules are rules

    once again thank you sir

    ReplyDelete
  15. when we incinerate OILY ANNEX 1 rags soaked in lub oils-- this had to be recorded in the Annex 5 garbage record book--as per the rules-- and NOT in Annex 1 oil record book maintained by CEO.

    Drain line Degreaser

    ReplyDelete
  16. Hi Capt.
    When loading HMD cargo MP 41C, deck lines are filled with Di-water in order to avoid cargo solification before discharge especially in winter. Do you think this is necessary? deck lines can be wrapped insulated and heating traced with steam. Please could you provide some comments.

    ReplyDelete
  17. hi jesus,

    di water is used for HD loading only PRIOR loading--to rinse all SS surfaces which will come in contact with HMD during loading.

    then the di water is pumped out and water samples tested in a shore lab --basically to see if pH is 7 and that there are NO contaminants.

    if at start of discharge the pipelines get frozen an you cannot get the cargo out -- you have failed miserably. like a bridge watchkeeper running his shipaground.

    the delivery pipelines are NOT filled with di water.

    as soon as cargo loading is completed, the pipelines to be used during discharge is blown into tank with nitrogen-- so that they are empty.

    yes- steam tracing and insulation of the delivery lines prior discharge is a bright thing to do-- for HMD is poisonous unlike palm oils.

    capt ajit vadakayil
    ..

    ReplyDelete
  18. Dear Capt. Vadakayil,
    Thanks you very much for your prompt reply and comments.
    Best regards,
    Jesus F. Bracho

    ReplyDelete
  19. Dear Capt. Vadakayil,
    First of all I'd like to wish you a happy and properous new year for you and your loved ones.
    Second I would like to ask you a question about addiferent matter: Do you have any idea what is the typical way of handling NOx vapor generated during loading of nitric acid into vessel? Is it usually rely on the vessel scrubber alone or it is usually connected to the facility’s fume vent system? Thanks a lot in advance. JB

    ReplyDelete
    Replies
    1. hi jesus,

      reciprocate your greetings in full measure. peace and happiness for you and your family.

      Nitric acid fumes destroys the mucosa in your lungs almost instantly.

      On stainless steel chemical tankers we have the problem of passivation nitric acid (68% leaks) because the plastic drums leak.

      Inhalation of nitric acid fumes and its decomposition products, results in severe pulmonary edema and Acute Respiratory Distress Syndrome (ARDS).

      The action is delayed. In a standard loading terminal, vapor recovery ashore is ALWAYS available.

      It is never let out from the ship’s tank PV vents — or even via a ship's scrubber ( unless you have an approved one , specifically mentioned in your class approved vapor revovery system manual and P&A manual. )

      Please tell terminal to commit themselves in writing well in advance.

      capt ajit vadakayil
      ..

      Delete
  20. Dear Capt. Vadakayil,
    Thanks you very much for your comments.
    Best regards,
    Jesus F. Bracho

    ReplyDelete
  21. Dear Capt. Vadakayil, do you know if we can transport TERATHANE® Polyether Glycol on a Chemical tanker?

    Synonymous name are:

    PolyTHF
    PTHF
    Polytetramethylene Ether Glycol (PTMEG)
    PTG
    PTMG
    Poly(tetramethylene ether)glycol
    Poly(oxobutylene)glycol
    Poly(oxytetramethylene)glycol

    Please advise when you have a chance. I have been unbale to find IBC or IMO number.

    Many thanks in advance.
    jfbracho

    ReplyDelete
    Replies
    1. hi jesus,

      this is a common cargo.

      carried it several times. approx SG 1 -- soluble in water, wall wash sometimes required. odour and color sensitive. easy cargo.

      always ask shippers / agents to declare the chris code and generic name .

      i dont have the list with me but if my memory serves me right, it should come under USCG group 40, ch 17, as chris code PEE.

      the MONO variety --Ethylene glycol mono ethyl ether --CELLO SOLVE, is a usual tank cleaning chemical , but POLY has too high boiling point.


      MONO variety as tank cleaning chemical -- Bsolve80 has FP <80C and hence can be recirc without inerting, instead of chlorinated solvents. Same stuff can be used in many tanks.

      capt ajit vadakayil
      ..

      Delete
  22. Dear Capt. Vadakayil
    Thank you very much for your help!
    We just learned that this product was previously classified under a Tripartite Agreement that has expired, so currently cannot be carried in Bulk. A new Tripartite Agreement will need to be arranged. As reference, the IMO name given in past was Poly (Tetramethylene Ether) Glycol (mw 600 -3000 ).
    I have never been involved in tripartite process, but will learn and let you know.
    Very best regards,
    JB

    ReplyDelete
    Replies
    1. hi jesus,

      for tripartite agreement. punch into google search--

      CERTIFICATE OF FITNESS ON CHEMICAL TANKERS VADAKAYIL

      capt ajit vadakayil
      ..

      Delete
  23. STOP PRESS:

    HEARING KIRAN BEDI ON TV, BOASTING ABOUT HERSELF IS INSUFFERABLE.

    YAP YAP YAP YAP--

    I AM THIS , I AM THAT, THIS IS MY VISION- BLAH BLAH-

    SHE HAS PICKED UP SOME MANAGEMENT MANTRAS FROM CHEAP MANAGEMENT BOOKS YOU SEE ON THE FOOTPATH-- BLAH BLAH

    I CANT IMAGINE A PRINCE CHARLES OR A INDIRA GANDHI OR A MODI OR A JAITLEY OR WHOEVER TALKING THIS RIDICULOUS WAY.

    JUST NOW SHE WAS BOASTING ABOUT 40 YEARS OF HER ADMINISTRATIVE EXPERIENCE-

    MADAME BEDI-- JUST SHUT UP-

    YOU DID 40 YEARS OF POLICING -- TEE HEEEEEEE !!

    ON A SHIP ONCE WE LEAVE THE LAND , ANY PROBLEM COMES UP, AS A SHIP CAPTAIN I HAVE TEAM UNDER ME - THEY ARE TRAINED TO HANDLE IT-

    BUT WHEN THEY FAIL-- THE BUCK STOPS ON THE CAPTAINS TABLE--

    I CANNOT SAY-- THIS IS NOT MY JOB--

    I HAVE NEVER EVER FAILED TO RESPOND TO ANY SUCH SITUATION--

    JACK OF ALL TRADES-- PEOPLE WHO SAILED WITH ME WILL CLAIM-- CAPT AJIT VADAKAYIL WAS A MASTER OF ALL TRADES.

    LEAVE ALONE NUCLEAR SCIENCE AND MISSILES -- I DID EVERYTHING AS PART OF MY JOB--

    I REMEMBER ONE I MADE A GANTRY CRANE JOYSTICK HYDRAULIC BLOCK BY MELTING A FEW METALS AND DRILLING HOLES -- HANDS BELONG TO MY OFFICERS AND CREW ---BRAIN IS MINE --

    I SPIT ON THIS EXTREMELY VAIN AND LOUD WOMAN ( SOUNDS LIKE DRAGGING IRON ON CONCRETE ) , WHO PASSES OFF HER POLICING EXPERIENCE AS ADMINISTRATIVE EXPERIENCE.


    changing coats constantly, as the situation on board deemed


    judge, doctor, policeman, accountant, pest control, cook


    journalist , plumber, head shrink, soldier ( without license to kill )


    businessman --you name it--he does it as part of his job


    round the clock, not 9 to 5 -- day after day, without holiday


    http://ajitvadakayil.blogspot.in/2010/12/captain-sleeps-tonight-capt-ajit.html


    IF AS A CAPTAIN I WAS INDEED WEARING THE POLICEMANs CAP --

    --SUDDENLY I WOULD HAVE TO CHANGE IT TO MECHANICAL ENGINEERS CAP, AS MY SHIPS BOILERS WENT PHUT AND MY ENGINEERS FAILED TO START IT---

    IN ANOTHER ONE HOUR IF MY BOILERS DO NOT COME BACK ON LINE , MY HIGH MELTING CARGO INSIDE THE SHIPS TANKS WILL FREEZE AND SHIP WILL TILT OVER AND SINK.

    http://ajitvadakayil.blogspot.in/2011/11/marine-engineering-self-examiner.html

    CHECK OUT THE COMMENT IN THE POST BELOW- IT TAKES GUTS TO MAKE A COMMENT OF THIS MAGNITUDE.

    http://defenseblog-njs.blogspot.in/2012/09/ins-vikramaditya-trial-malfunctions-to.html

    capt ajit vadakayil
    ..

    ReplyDelete
  24. Hi Capt Ajit,

    I wanted some information on Tallow Oil, Understand it is High MP Cargo , IS carriage requirements similar to Stearin ?

    ReplyDelete
    Replies
    1. hi ss,

      tallow is easy cargo.

      http://ajitvadakayil.blogspot.in/2010/11/vegetable-oils-and-fats-on-chemical.html

      it requires heating- ask charterers for heating instructions.

      use potassium hydroxide cleaning chemical and HOT wash ( remove adjacent cold interface ) -- inject KOH into tankcleaning line.

      capt ajit vadakayil
      ..

      Delete