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 plan—in 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 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
RBD Palm Oil 32/40 50/55
NBD 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
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 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
RBD Palm Oil 32/40 50/55
NBD 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 cargo—wrt 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.
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 bottom—so 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 5°C 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 32°C - 40°C will require about three days heating at 5°C 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 bulk shipments
|
Loading and 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 rapeseed oil
|
Ambient
|
Ambient
|
15
|
20 (2)
|
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 15°C 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.
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. 0.000746°C-1
As a rule of thumb, oils may be expected to increase in volume by 1% of their total volume for each 14°C temperature increase
The coefficient of cubic expansion amounts to: g = approx. 0.000746°C-1
As a rule of thumb, oils may be expected to increase in volume by 1% of their total volume for each 14°C 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 are 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 contract-issuing 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 ship’s 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 regulated.
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
20°C
|
40°C
|
60°C
| ||
Viscosity
|
Water:
|
1.00
|
0.66
|
0.47
|
(mPa.s)
|
Castor oil:
|
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 20°C.
IMO requires that the Master be informed of the viscosity of the cargo at 20°C 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 pumped ashore for disposal. Most vegetable oils are loaded and discharged at 10° to 15°C above their melting 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 (normally < 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 under 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 temperature rise of 10°–15°C 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 10°–15°C above its melting point. Also, the external temperature of heating coils should never exceed 80°C, 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 triglycerides will yield mono- and diglycerides and free fatty acids. When hydrolysis is carried to completion 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 normally 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 stage 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 10°–70°C, depending on the fat or oil type. Heating should be applied such that average oil temperature increases at a rate of not more than 5°C in a 24-hour period . The temperature during storage/transport is between ambient and 45°C, 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 has 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: pre- shipment, loading and discharge. At least five pre-shipment samples of the fat or oil loaded are taken at the ship’s rail or the nearest practical point prior to loading. At least five samples representative of the fat or oil are taken from each ship’s tank. At least five representative samples are taken during discharge at the ship’s 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 with a colour, odour or strong taste might have an organoleptic effect on edible fats and oils (e.g. the 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 refined, 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 deodorization.
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 edible 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, pigments, oil-insolubles and water solubles.
Winterization is a process whereby edible fats and oils are subjected to controlled temperature decrease. 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.– dewaxing – 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-flavours 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 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 ¾ 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.
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 bottom—so 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 ship’s qualification combined master’s 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 )
Well done for all your hard work in providing this high quality blog.Thanks for great information you write it very clean.Tanker loading
ReplyDeleteDear Capt. Ajit
ReplyDeletePlease 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.
hi ad,
DeleteRBD 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
..
Dear Capt. Ajit,
ReplyDeleteMyself 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!
hi a,
Deletetanks 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
..
Sir,
ReplyDeleteIs Kachi Ghani Mustard Oil good for health and body massage?
CH
ReplyDeleteOctober 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
..
Capt. Ajit Vadakayil
ReplyDeleteOctober 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 search-
HIBERNATION 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 search-
VEDIC 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 report-
so 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
..
Dear Captain,
ReplyDeleteWhy 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.
Dear Capt. Vadakayil,
ReplyDeleteMany 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
hi a,
Deleteyou 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
..
Dear Capt. Vadakayil,
ReplyDeleteMany 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
hi a,
Deleteprobably 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
..
Dear Ajit Paaji:
ReplyDeleteHearty Congratulations on your sons' wedding!
Best Wishes for both your respective families..
ചൊങ്ങ്രറ്റുലറ്റിഒൻസ് എന്രിച് വംശം
Hope the above congratulatory message is correct?!!
dkb.
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.
ReplyDeletehi as,
Deletehttp://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
..
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.
ReplyDeletehi ms,
Deleteyou 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
...
HERE IS AN ADVISE TO MODI -
ReplyDeleteA 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 CLEAR-
I 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 NOW-
AND 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
PSSST-
MY 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
..
We are in urgent requirement of Palm Oil Tanker with 15000 dwt ,
ReplyDeleteIn 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
STOP PRESS:
ReplyDeleteSOMETIMES 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, SPECIAL VERTIFICATES LIKE OIL / CHEMICAL/ GAS ADVANCED COURSEs ETC
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 SALARY- BEFORE 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
..
STOP PRESS:
ReplyDeleteSOMETIMES 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, SPECIAL VERTIFICATES LIKE OIL / CHEMICAL/ GAS ADVANCED COURSEs ETC
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 SALARY- BEFORE 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
..
Srry for off da topic question..sir.. any natural way to treat the cavity..?
ReplyDeleteDear sir
ReplyDeletegood job and many thanks for your information...
http://timesofindia.indiatimes.com/city/visakhapatnam/Major-fire-at-a-bio-diesel-manufacturing-unit-in-Visakhapatnam/articleshow/52003206.cms
ReplyDeleteSOMEONE 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
..
Hi Capt Ajit,
ReplyDeleteThank you for sharing all your wonderful insights. This is a fantastic blog!
I hear from others that there is common discoloration/ dark stain left behind on the coated cargo tank after shipping PFAD. But no one has been able to explain why, although it is established that the effects are cosmetic or the lack of. Do you have any advice on what sort of cargo sequence, or preparation work should be done to avoid discoloration? Any advice on how to remove the "stains"?
Hi Capt Ajit,
ReplyDeleteYou have done fantastic work on this blog and sharing your knowledge.
Very impressed.
I have heard from many people in the trade that PFAD cargo often discolor or stain (darker) the cargo tank coatings. Do you have any experience you can share on what to avoid (cargo sequence, coatings choice, preparation procedures, or cleaning notes) to prevent this discoloration?
Thanks
DeeGo
Namaste
ReplyDeleteplease throw some light on consumption of boiled soyabean as protein source for muscle growth.
thank you.
Hello Sir,
ReplyDeleteThere must be effect of drying and non drying oil on health.
I see a health potential secret ?
Hello Sir,
ReplyDeleteplease share your email id as we being importers for palm oil from Indonesia need some guidance.
Please revert on the email provided or snayyar@kvgglobal.com
GM MUSTARD OIL IS ALSO KNOWN AS CANOLA OIL
ReplyDeleteTHIS COOKING OIL GIVES CANCER
THE WEST HAS STOPPED USING CANOLA OIL--HENCE THE THRUST IN INDIA
THIS GM MUSTARD OIL ( ALSO KNOWN AS RAPESEED OIL ) IS THE WORST COOKING OIL ON THE PLANET AND IS BEING TOUTED AS THE BEST BY AGENTS OF ZIONIST JEW EVIL PHARMA
Both canola and rapeseed belong to the cabbage or mustard family.
http://ajitvadakayil.blogspot.in/2012/08/coconut-oil-is-good-for-cooking-ignore.html
THERE IS ONLY ONE GOOD OIL ON THE PLANET --VIRGIN COCONUT OIL
THERE IS ONLY ONE GOOD FAT ON THIS PLANET -- GHEE OF HUMPED COWS
BOTH COCONUTS AND GHEE WERE USED IN ANCIENT YAGYAS ( HOMAMS ) BY MAHARISHIS ..
ONE THING YOU CAN BE COCK SURE --OUR 12 STRAND DNA MAHARISHIS WERE NOT FOOLS
OUR HOMAMs WERE ALL BLOODLESS
IT IS THE WHITE INVADER WHO CREATED THIS KOSHER LIE OF HINDUS SACRIFICING ANIMALS .
http://ajitvadakayil.blogspot.in/2014/09/ashwamedha-yagam-bloodless-sacrifice.html
http://ajitvadakayil.blogspot.in/2014/11/all-animal-sacrifices-in-hindu-temples.html
A DEVOUT HINDU NATION NEPAL--IS NOW A COMMIE ATHEIST NATION... THE NEPALESE HINDUS ARE SELF LOATHING ..
THIS BLOGSITE STOPPED THE ANNUAL NEPAL ANIMAL MASSACRE ..
I AM AN WORLD EXPERT ON VEG OILS ..
I AM NOT STUPID MANEKA GANDHI OR HER STUPID SISTER AMBIKA SHUKLA.
http://ajitvadakayil.blogspot.in/2010/11/vegetable-oils-and-fats-on-chemical.html
WHY DO YOU THINK VADAKAYIL IS THE NO 1 WRITER ON THE PLANET ?
FOR WRITING NONSENSE ?
capt ajit vadakayil
..
Dear Sir,
DeleteAfter discharging Degummed Soyabean oil at Mundra and Karachi, Vessel is left with 50 m3 of Sludge. How to handle the same as the deslopping company in the next port is not ready to accept this slops.
follow marpol ANNEX 2 RULES
DeleteDear Captain,
ReplyDeleteI would like to congratulate you for your work.
My Kind Regards
Alexandros
SOMEONE ASKED ME
ReplyDeleteIT IS INDEED STRANGE THAT NOBODY HAD ASKED MODIs DARLING ADANI HOW HE CREATES A VIVO -FORTUNE VEG OIL WHICH CAN CONTROL DIABETES --NOT EVEN IMA OR DOCTORS.
LISTEN I MAY NOT BE A CERTIFIED DOCTOR ( I AM SHIPS DOCTOR )--BUT IF THERE IS A WORLD EXPERT ON VEG OIL, IT IS CAPT AJIT VADAKAYIL
WE CARRY VEG OILS ON CHEMICAL TANKERS
http://ajitvadakayil.blogspot.in/2010/11/vegetable-oils-and-fats-on-chemical.html
I HAVE TAKEN PRISTINE OLIVE OIL AND NITROGEN PADDED CORN OIL ( TO PREVENT OXIDATION ) TO CHINA -- WE TRANSFER IT TO BARGES IN THE RIVER AND ADULTERATION TAKES PLACE IN FRONT OF MY OWN EYES
ONCE THE OIL IS PUMPED OVER THE SHIPs RAIL--SHIP IS NOT RESPONSIBLE-- BUT THIS ADULTERATION ( COMMINGLING WITH CHEAPER OIL ) BY USING OTHER BARGES WAS COMMON PLACE IN MANY NATIONS
THIS IS WHY WE NEED TO KNOW THE QUALITY TEST CERTIFICATE OF ADANI VIVO FORTUNE COOKING OIL. THE INGREDIENTS MUST BE ON THE LABEL .
https://www.youtube.com/watch?v=lV1GMOgg43Y
IN INDIA OIL IS TRABSFERRED FROM BARGES INTO TRUCKS AND GETS IN CONTACT WITH DEADLY TOXIC AND CARCINOGENIC CHEMICALS , AS THERE ARE NO ESTABLISHED PROCEDURES--OR EVEN A POLICY .
I ASK MODI--IS THIS THE "WORLD CLASS" YOU ARE BOASTING ABOUT ?
MODI --WHY DO YOU IGNORE MY BLOG POSTS ?
IS IT BECAUSE I DONT GIVE YOU AN EGO MASSAGE WHICH YOU SO DESPERATELY SEEK FROM ALL . SHOULD CAPT AJIT VADAKAYIL TOUCH YOUR FEET ?
WHO IS A GREATER DESH BHAKT -- YOU OR ME ?
DO YOU KNOW HOW MANY HUNDREDS OF INTERNET MAN HOURS I SPENT TO MAKE YOU PM-- WHEN YOU WERE UP SHIT CREEK WITHOUT A PADDLE ?
JUST BECAUSE YOU HUGGED DONALD TRUMP-- DOES IT MAKE YOU A GREATER DESH BHAKT OR A MORE INTELLIGENT / EXPERIENCED HUMAN THAN ME ?
DO YOU KNOW HOW MANY HUNDREDS OF MY POSTS MY FOLLOWERS HAVE SENT TO YOU ?
http://ajitvadakayil.blogspot.in/2015/08/tanker-lorries-carrying-liquids-in-bulk.html
PUT THIS COMMENT IN PM MODIs, PMOs, HEALTH MINISTERs, FOOD MINISTERs , LAW MINISTERs , HOME MINISTERs , TRANSPORT MINISTERs WEBSITES
ASK FOR AN ACK
LET ME KNOW IF THEY DONT GIVE IT
I ASK THAT MORE READERS PUT THIS COMMENT -- OR ELSE PMO WILL CALL ALL THIS FICTION. THE FIRST PMO BOSS MO MATHAI WAS A CIA SPY
capt ajit vadakayil
..
Good day captain,
ReplyDeleteI am presently washing my tanks after discharging crude palm oil.On some tanks I have white patches with visible chequered marks of machine jet on the bulkhead especially on bulkhead adjacent to water ballast tanks.. Can you please advise me how to get rid of this marks.
Thanks
Regards
A.Ranjith
WHEN YOU ASK SUCH NAIVE QUESTIONS ---
DeleteWITHOUT MENTIONING IF THE TANK LINING IS STAINLESS STEEL, EPOXY OR ZINC SILICATE--OR EVEN MENTIONING WHAT TANK CLEANING CHEMICAL YOU USED --
I KNOW THAT YOU ARE A NOVICE --A PRETENDER
I HAVE STOPPED TAKING QUESTIONS ON TANK CLEANING
########
HINT
HANG A EXTRA PORTABLE MACHINE AT THE TANK DOME ONE METRE FROM THE BOTTOM
REMOVE ALL COLD INFERFACE ( BALLAST ETC )
HOT WASH AGAIN-- 2 HOURS --ALL MACHINES RUNNING
I'm very sorry for the incomplete question.. my tanks are epoxy coated ..I have completed only hot water wash ..haven't done any chemical wash ..
DeleteRegards
A.Ranjith
http://ajitvadakayil.blogspot.in/2010/06/epoxy-tank-coating-on-chemical-tankers.html
DeleteUSE CAUSTIC POTASH RECIRC
ONLY AFTER REMOVING ALL TRACES OF CPO ( VISUALLY VERIFY ) -- AFTER ANOTHER 2 HOUR WASH --WITH A MACHINE HUNG AT THE TANK DOME--LOWEST POSITION-- ONE METRE ABOVE THE BOTTOM
EXTRA TEMPERATURE 80 DEG C --7 KG PRESSURE-- ALL COLD INTERFACE REMOVED
KEEP BOTTOM WELL STRIPPED
Thank you for the guidance ..
Deletehttp://indianexpress.com/article/lifestyle/health/canola-oil-may-be-harmful-for-the-brain-study-4974202/
ReplyDeleteROTHSCHILDs APCO BRANDED MODI HAS BEEN TRYING HARD TO PUSH CANOLA OIL IN INDIA ( GM MUSTARD OIL )
I HAVE CARRIED CANOLA OIL ON BOARD MY CHEMICAL TANKERS --AND I KNOW WHAT THE QUALITY CERTIFICATE SAYS
THIS IS WHY I AM A WORLD EXPERT ON CANOLA OIL
THERE IS ONLY ONE GOOD VEG OIL ON THIS PLANET--AND THAT IS VIRGIN COCONUT OIL
THE AMAZING ART IS THE VIRGIN COCONUT OIL REVERSES ALZHIEMERS
https://www.youtube.com/watch?v=Dfux-5Z4COo
ROTHSCHILDs APCO BRANDED MODI IS STILL SINGING THE PRAISES OF HUMPLESS COWS IN GUJARATs AMUL AND GUJARAT MILK MARKETING FEDERATION
NOW HIS LANGOT YAAAR BAAAAAA ( BENJAMIN NETANYAHU ) WANST TO PUSH KOSHER COMPUER COW INTO INDIA.. THIS SHIT MILK IF MEANT FOR JEWS WITH 5 ASSHOLES ( CHRONS )
CAPT AJIT VADAKAYIL IS NOT SOME POLITICIAN WHO DOES NOT KNOW ASSHOLE FROM ELBOW
http://ajitvadakayil.blogspot.in/2010/11/vegetable-oils-and-fats-on-chemical.html
GM CANOLA OIL IS THE MOST UNHEALTHY VEG OIL ON THIS PLANET.
The canola plant is a hybridized version of the rapeseed. Rapeseed oil first appeared during the Industrial Revolution, where it served as a lubricant in ships, steam engines, and other machinery.
A GMO is an organism that has been changed at the genetic level in order to serve a purpose. In this case the canola oil was changed in order to be edible, meaning it is not naturally edible.
The initial name for this hybridized oil was LEAR (Low Erucic Acid Rapeseed) oil. But, this acronym didn’t prove catchy enough. Eventually, this new rapeseed hybrid was renamed CANOLA by combining the words CANADA and OIL. This acronym proved much more marketable.
With the backing of Monsanto, the FDA, the Canadian government, and health gurus alike, this TOXIC crop was crowned King of Edible Oils by the processed food system.
https://www.youtube.com/watch?v=omjWmLG0EAs
CONTINUED TO 2-
CONTINUED FROM 1-
DeleteCanola oil is appealing because it is less expensive than other vegetable oils--and EVIL PHARMA has been aggressively pushing this killer oil using their bribed politicians and doctors
WE KNOW WHY PM MODI HAS JP NADDA AS HIS HEALTH MINISTER
Formation of amyloid plaques and neurofibrillary tangles are what contributes to neuronal dysfunction and degeneration and memory loss in Alzheimer’s disease.
These traitors in the payroll of EVIL PHARMA hide the fact that Canola Oil is full of TRANSFATS
Trans fats, especially those which are hydrolyzed, are clearly associated with more risk of heart disease , more inflammation in the body and degradation of brain
https://www.youtube.com/watch?v=8aXTuBYb5-c
All cooking oils, other than “cold pressed” or “extra virgin” are refined. This process typically includes degumming; bleaching and deodorizing. It also involves high temperatures and/or the use of some pretty nasty chemicals. Even if we choose to ignore the chemicals, we cannot escape the fact that the refining process causes the oil to become hydrogenated oil that contains health destroying trans fatty acids. Coincidentally, trans fatty acids are extremely harmful to cardiovascular health.
Even though canola oil is often seen as a liquid or oil, it is actually quite thick and will solidify further after being eaten. Your body doesn’t know how to process canola oil, especially in its more solid form, and so it clogs you up leaving you full of a solidified GMO that your body doesn’t know how to digest.
As canola oil sits in the body it causes many health issues. The first of these is related to your kidneys and liver, both of which process your food. Since the oil likely won’t be processed easily, if at all, it will backup the system that cleanses your body of toxins.
If these systems have an issue, then all the toxins you intake will be slower to leave your body setting the stage for more serious health issues including cancer and systemic organ failures.
MY MOTHER MADE HER OWN VIRGIN COCONUT OIL-THE ONLY HELP SHE NEED WAS SOMEONE TO TAKE IT TO THE NEARBY CRUSHER MILL
THE DANGERS OF CANOLA OIL CANNOT BE HIDDEN BY KOSHER EVIL PHARMA ANYMORE--WE KNOW THE CORRUPT BRIBED BASTARDS IN INDIA WHO STILL PUSH THIS OIL AS GM MUSTARD OIL
THEY WILL HAVE TO RUN AWAY FROM INDIA LIKE VIJAYA AFTER THEY LOSE THEIR SEATS OF POWER --OR WE THE PEOPLE WILL THROW THESE DESH DROHIS INTO JAIL
http://www.dailymail.co.uk/health/article-5155567/Canola-oil-worsens-memory-loss-causes-weight-gain.html
capt ajit vadakayil
..