6.16.2.3 eni tank cleaning procedure

Eni Trading & Shipping S.p.A.

Disposition n. 12 of January the 27th, 2010

TYPE OF REGULATION:

DISPOSITION

TITLE:

CLEANING CARGO TANKS IN TRANSPORT BY SEA

REMARKS:

This provision delete and replace the disposition nr 6 of July the 1st , 2009 "Quality control in shipping by sea (and earlier versions by Refining & Marketing Division)

IUSSED DATE: January 27th, 2010

EFFECTIVE DATE: January 27th, 2010

PREPARED BY:

OPER

CHECKED BY:

HRSE

APPROVED BY:

SHIP

Eni Trading & Shipping S.p.A. Disposition nr. 12 of January 27st, 2010 Cleaning Cargo Tanks in Transport by Sea

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DISTRIBUTION LIST All the units of Eni Trading & Shipping Eni Refining & Marketing Division – SUP/R&M Eni Refining & Marketing Division – GEDISP Eni Refining & Marketing Division – INDLOG/R&M Eni Divisione Refining & Marketing – TECIND-QUALT Ecofuel


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INDEX

Pag.

SCOPE

4

FIELD OF APPLICATION

4

REFERENCES

4

DEFINITIONS

4

OPERATIONAL INSTRUCTIONS

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RESPONSIBILITY FOR CHECKING THE SUITABILITY OF THE PROCEDURE

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RESPONSABILITY FOR UPDATING THE PROCEDURE

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RESPONSIBILITY FOR CHECKING THE APPLICATIONN OF THE PROCEDURE

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ARCHIVING OF DOCUMENTS

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SYMBOLS LEGENDA 24

Annex


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SCOPE The aim of this procedure is to guarantee that the quality of the finished/semi-finished/crude products is not altered during any ship transport operations , from loading to unloading. FIELD OF APPLICATION The procedure applies to all petroleum products for all ENI – ETS maritime transport. REFERENCES - ASTM D 4057 "Standard Practice for Manual Sampling of Petroleum and Petroleum Products" DEFINITIONS Loading tanks: compartments in which the tanker hull is divided by means of longitudinal and transversal bulkheads. These bulkheads are watertight, in order to avoid any passage of liquids from one tank to another. Non-painted tanks: tanks which are not treated and in which the bulkheads are bare metal. Painted tanks: tanks in which the bulkheads have been specially treated and painted with special products to ensure that transported products do not come into contact with bare metal. In this type are those include also coated in MARINELINE. The washing temperature generally is 60°C. It is recommended that detailed instructions be requested from the company which carried out the application. Inert gas: a gaseous mixture which does contain not sufficient oxygen to support combustion. The oxygen content in tanks used for the transport of petroleum products must be less than or equal to 8% of the volume. On tankers used to transport liquid petroleum gas and/or chemical products, inert gas is a gas which cannot sustain combustion and which, at the same time, does not react with the transported load, e.g. nitrogen, or a mixture deriving from stoichiometric combustion (%O2 less than 1% v). In the case of chemical products other than petroleum products, this limit may be lower , and should be checked each time on the basis of the specific characteristics of the load. Mechanical washing: washing of tanks by means of special turbines run by wash-water pressure, which by rotating on their vertical and horizontal axis enable washing


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of the entire tank by means of nozzles fixed to them. Mechanical washing may be carried out either hot or cold, depending on whether the wash water has been heated or not. The washing pressure is not usually less than 160-180 psi (10-12 kg/cm2). The hot wash temperature ranges from 60 to 82.5°C. If the tanks are not gas-free, the maximum allowed temperature is 60°C The most common and widely used types of equipment for mechanical washing of tanks are the Butterworth, Victor Pyrate and other systems. Butterworth: see "mechanical washing" Segregation: all the measures and operations necessary to ensure that there is no chance of mixing of different types of products loaded on the same vessel, either during loading and unloading operations or during the voyage. Sediments: solid substances deposited on the bottom of the tanks by certain petroleum products. Crude oils usually deposit paraffin or bituminous sediments, sand and water. Rust: formation of metal scale on the tank bulkheads, produced both by electrolytic phenomena and by direct action of products and water. Persistent petroleum products: all those products that are not subject to evaporation or degradation by biological agents. Product colour: a comparative analysis carried out on standard equipment. The product sample is compared with samples of a known colour. The colouring of a product is usually carried out for fiscal reasons. Product density: the ratio of weights between a litre of distilled water at 4°C and a litre of the product at 15°C. The product density may be expressed both as specific weight (d) and in API grades (°API) The relationship between the two systems is as follows: °API = 141.5/d – 131.5 Flash point: the temperature at which a product generates sufficient gas to create an inflammable mixture on its surface. This temperature, measured with special equipment, varies if the space above the analyzed product is closed (closed cup) or open (open cup). The flash point for the same product will vary if calculated with a closed or open cup. Heating of load: when requested, this operation is carried out on board by means of heating coils fitted in each tank. Each product has its own particular temperature to which it must be heated in order to be easily handled. Loading system: system of pipelines, valves and pumps installed on a tanker, by means of which all the load handling operations may be carried out.


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Stripping pump: term commonly used on board to indicate the pump used for draining the load from the tanks. Stripping: term used to indicate the tank draining operation. It is usually the final phase of the unloading operations. Flammable products: petroleum products which have a flash point equal to or less than 61°C, as measured by the open cup method. Clean products: gasolines, kerosenes, solvents, light gas oils and some lubricating oils. Semi-clean products: heavy gas oils and lubricating oils. Black products: marine diesel fuels, fuel oils and bitumens. Preparation of tanks: all the necessary operations, such as cleaning and checking of loading system tanks, equipment and other systems; checks of water tightness of pipelines, valves and bulkheads; preparation and/or segregation of pipelines. These operations precede the actual loading of the tanker and may be more or less complex depending on the product(s) to be loaded. Manual washing: the washing carried out with hand-operated hoses in order to complete the cleaning of the tanks, after removal of sediments. It replaces mechanical washing for those vessels not equipped with mechanical washing equipment. Crude: mineral oil in the natural state, usually consisting of various types of hydrocarbons, but also containing differing amounts of other substances. It is extracted from underground deposits and it is the raw material, from which petroleum products are obtained. Gas-free: the term used when one or more tanks or spaces, when checked with suitable equipment, are found to be free from product gases at the time of control. Gas discharging system: piping and valves by means of which the gas contained in load tanks and other special compartments is discharged into the atmosphere. Manifolds or connection hoses: valves in the loading system, located on deck near the bulwarks,, for transfer of load to shore facilities when the vessel is berthed. Reid vapour pressure (R.V.P.): the indirect measurement of the volatility of a liquid. Often called "vapour pressure", it is measured with special equipment at a temperature of 37.8°C and it is commonly reported in kilopascal (kPa). Slops: mixture of petroleum products, water and sediment resulting from tank washing.


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Ullage: free height of a tank above liquid level. Viscosity: property which measures the capacity of a liquid to flow freely. The viscosity of petroleum products reduces with an increase in temperature. Purging: the operation carried out by running a limited quantity of water through the loading system and the loading tanks. Draining the tanks will then eliminate a large part of the residue left by the previously loaded product. Innage: height of liquid in a tank measured from bottom.


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OPERATIONAL INSTRUCTIONS

In order to achieve a more efficient use of the available facilities ,and to ensure an accurate and safe transport of petroleum products, details are given below of the basic concepts to be followed by the tanker crew, divided between the different operational phases of the vessel. Many of the instructions and recommendations given here are obvious and well known, but these points cannot be ignored if the matter is to be fully covered. ANALYSIS OF THE SHIP OPERATIONAL CYCLE This may be divided into the following phases: 1. voyage orders 2. sea passage with ballast and tank conditioning before loading 3. loading 4. sea passage with loaded vessel 5. unloading Voyage orders The voyage orders, when possible, should be sent to the vessel before loading is started. They should contain all necessary information regarding the products to be loaded, unloading port(s) and detailed information to enable vessel to prepare the loading plan sufficiently in advance (this is particularly important for vessels which are to carry more than one product) and to clean any tanks necessary to load planned products in a suitable manner. When the ship officers are not sure of the interpretation of the orders , they should contact the issuing department immediately in order to receive the necessary clarifications. Sea passage with ballast and tank conditioning before loading This is the most demanding phase of the entire operational cycle. During this phase all the preparatory and control operations of the loading system and tanks must be carried out. Particular care must be paid to cleaning of tanks and piping to make them suitable to receive the next load, and the elimination of sediments, when so ordered. For those tankers used to transport crude, it is good practice to remove sediments periodically to avoid accumulation, especially in tanks used for collection of slops. As well as avoiding possible contamination, careful compliance with the following measures will ensure that loading equipment is maintained in a perfectly efficient condition: a. the loading plan must be prepared taking into account limitations of loading

system, size of tanks, individual loading pipelines and pumps;


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b. tanks, pipelines and pumps must be clean and in a condition to receive the scheduled load;

c. tank bulkheads, loading and stripping pipelines and valves must be tested under pressure, to ensure that there are no leakages;

d. blank flanges will be fitted, where possible, to ensure segregation of loads. Otherwise, checks should be made to ensure that cut-off valves are perfectly watertight and fully closed, as needed;

e. preparation of pipelines to receive the different loads must be carried out with the utmost care;

f. contamination through gas discharging pipelines can be prevented by checking that blow-off and vacuum valves are working perfectly;

g. contamination from steam fire fighting pipelines can be avoided by checking that check valves are working perfectly;

h. thoroughly check water tightness of valves and pipelines of the load heating system;

i. the seals of deck valves , the gaskets on tank hatches, the Butterworth hatches and the inspection hatches should be working perfectly and correctly tightened, to prevent leaking of water into the loading tanks.

For those vessels equipped for simultaneous handling of ballast and load, the perfect efficiency of the relevant pipelines and valves must be checked. If, during checking of the loading system and the tanks, faults and breakdowns are found, which cannot be repaired with the equipment on board, and it is necessary to update the quantities that can be transported, the office which issued the voyage orders should be contacted immediately. For light and medium petroleum products, conditioning of the tanks for loading must be carried out by flushing and mechanical washing, as follows: Flushing: carry out a “bottom” cycle with the Butterworth system, or purge by loading water for 5-10 mins at the bottom of the tank and into the loading systems, draining completely afterwards; Mechanical washing: carry out a complete “top” with the Butterworth system, and then drain completely tank and loading pipes. Tank conditioning for the transport of JET FUELS must be carried out by a complete cycle of the Butterworth system. After the mechanical washing cycle (cold or warm) has been completed, the tanks and the loading pipes must be drained. After this operation, all the relevant pipelines must be checked for absence of water. Loading The vessel should arrive at the loading port with the minimum ballast that, according to the Captain's judgment, is necessary to ensure safe handling and berthing of the ship.


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The loading officer together with the terminal loadmaster will check the condition of the hoses and the connecting arms,, and reach the necessary agreements for ballast discharging, tank inspection and loading operations. The loading system is then prepared to receive the load, and the officer in charge will check, before starting operations, that the orders have been exactly carried out and, in particular, that seawater intake valves (valves and counter-valves) have been perfectly closed and sealed. If different products are to be loaded, it is necessary to check that for each product the hoses have been correctly connected to the on-board pipelines. It is recommended to prepare tags or labels indicating the various products to be loaded. These tags should be affixed to the connecting valves through which each product will be loaded. Loading should start at a low flow rate and, after having checked that the product is loaded in the appropriate tank and not in another, the previously-agreed loading rate will be reached. Continuous checks should be made during loading operations, and the shore personnel should be kept updated of the situation. Agreements should have already been reached with the shore personnel, regarding the procedure and timing for reduction of the loading rate and end of loading. If the product has been heated during the voyage, an extra space should be left during loading to allow for expansion of the product. It is extremely important that the utmost collaboration is established between the on-board and shore personnel, as this is essential to perform the operations quickly and perfectly.. When the loading and measurements have been completed, and before departure, all the valves of the loading system and all inspection hatches of tanks, pump rooms, etc will be closed by the person in charge on board. Sea passage with loaded vessel With the exception of special instructions given in each individual chapter for the various types of loads, the load does not require particular attention during this phase of the voyage, apart from normal checks on the inerting and gas blow-off system and the a more thorough check on the entire system after bad weather conditions. The temperature of the various tanks should be checked daily for those products which must be heated during the voyage, in order to make any necessary adjustments to the heating. It will also be important to check the ullage of tanks to avoid overflowing. Unloading The precautions mentioned for the loading also apply for this operation. It is important to carry out the operations with the utmost understanding and collaboration with the receivers, who must immediately inform the vessel of the


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maximum pressure and flow rate which should be maintained during unloading, and all the other related details. If any stoppage is necessary due to needs of the receivers, the vessel must be informed beforehand of their timing and duration, in order to schedule the unloading accordingly. For heated loads, the necessary measures will be taken for adjustment of heating as load level in the tanks drops. If more than one product is transported, special care must be taken to mark with tags or labels both the products and the connections through which the various products will be unloaded. The vessels will notify the quantity of slop on board and in which tank it is located, before starting unloading, so that the receiver can make the necessary arrangements. The loading pumps must for no reason be primed by way of the seawater intake valves. GAS-FREE / SAFETY CERTIFICATE This is necessary only for vessels which are going to load those products for which an internal inspection of the tanks by independent inspectors is required. In these cases the vessel must request, with adequate advance notice, the intervention of the port official in charge, and hand over the certificate to the refinery representative. ANNEX 1 : LIST OF PRODUCTS ANNEX 2: TABLE OF COMPATIBILITY OF LIGHT AND MEDIUM PETROLEUM PRODUCTS WITH CLEANING STANDARDS ANNEX 3: TABLE OF COMPATIBILITY OF HEAVY PETROLEUM PRODUCTS WITH CLEANING STANDARDS ANNEX 4: TABLE OF COMPATIBILITY OF NEAT PETROLEUM AND CHEMICAL PRODUCTS WITH CLEANING STANDARDS


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LUBRICATING OILS TANK CLEANING STANDARDS

Tank cleaning and preparation for cold loading A complete mechanical cleaning of the tanks, pipelines and pumps must be carried out. Complete ventilation of the tanks must carried out, where planned, to ensure elimination not only of the gases but also of odour from previous load. In order to check that water is eliminated from pipelines and pumps, connect the on-board compressed air line to the loading pipeline flange. Pressurize the entire system (up to 6 kg/cm2) and then open, one at a time, the valves of all the tanks, pipeline purges, pumps etc, allowing the pressure to restore itself. The valves should, at first, be opened only partially, to allow any water remaining in the sump to drain. When possible, once the operation has been completed, the valve inspection hatches should be opened to dry any remaining water. Dry any residual water from tanks with rags (mopping). Loading should be started in a single tank, making the product circulate in all the pipelines, so that any traces of water still present are flushed to a single tank. The Captain should reach an agreement with the shipper for discharging of any contaminated load. Load heating When heating the load with diathermic oil, care should be taken so that any product in contact with the heating coils does not degrade. With steam heating, check that the steam in the coils is always kept at a low pressure. This is particularly important for very clear and brilliant oils, because their colour could easily change due to an excessive heating. During unloading operations, care should be taken so that heating is shut down when the level of the load in the tanks is close to the height of the coils. Load checking Load samples must be taken in accordance with ASTM D 4057. A sample will appear hazy if the amount of water is greater than 100 ppm. In such a case, other samples should be taken at regular time intervals, to assess the extent of the contamination. If turbidity persists, the loading/unloading should be halted , appropriate reservations presented and head office notified immediately. ANNEX 5: TABLE OF COMPATIBILITY OF LUBRICATS PRODUCTS WITH CLEANING STANDARDS


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CRUDE – CLEANING STANDARDS Transportation of crude If a ship is used for transportation of crude, the cleaning of tanks, as required for finished products, is not always requested. In general, cleaning of tanks is not necessary when one crude oil load is to follow another. When there is not an excess of sediment in the tanks, it will be usually sufficient, to drain the loading tanks and pipelines, or, if necessary according to the Captain’s judgment, to load two or three feet of sea water in the loading tanks and then drain and pump the seawater in a single tank, so that any residue from the previous load is eliminated from the tanks and the pipelines (Flush bottom) The Captain should assess the quantity of sediment and residue which cannot be pumped from the tanks, and decide when it is necessary to eliminate it. It should be remembered that some types of crudes are regarded as incompatible, especially considering the different processes that will be used to refine them. Crudes with high paraffin and/or hydrogen sulphide content For those crudes which are particularly rich in paraffin (Brega, Basrah) and/or hydrogen sulphide (Gach Sharan, Brega), the loading tanks must always be well stripped and drained whenever: a) a load of crude with a high paraffin content is followed by a load to be used mainly

for the production of fuel oils; b) a load of crude with a high content of hydrogen sulphide is followed by a crude to

be used for the production of lubricating oils, bitumens and fuel oils. Furthermore purging operations is necessary in order to reduce hydrogen sulphide in the tanks.

Crudes with high butane content Special measures must be taken when the vessel is used to transport crudes with a high butane content. The following notes may be particularly useful for the transportation of this product and to reduce to a minimum the difficulties that could arise during loading and unloading operations. 1) Due to the high percentage of gas in the load, and in order to avoid excessive concentrations of gas on the deck during loading and unloading, loading must be carried out with the closed system. Before loading (preferably during transit with ballast), it is therefore necessary to check carefully the pressure and vacuum valves on the gas discharging system. All the automatic probes must be suitable for the operational conditions. 2) Any product which requires heating, or has a high temperature, must not be loaded in the tanks adjacent to those containing this type of crude.


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3) At least one central and/or slop tank must be kept full during unloading, in order to reactivate the suction of the loading and stripping pumps, in the event that they become filled with gas and lose suction. 4) The draining system, and especially the stripping pumps, must be in perfect operational condition. If this is not the case, the Captain must immediately notify the department which issued the loading order. It would be worthwhile segregating the suction pipelines in the loading tanks, in order to avoid aspiration of other gases present in the pipelines. Unloading of crudes with a high percentages of gas a) Unloading should be carried out by drawing from a limited number of tanks at any one time. It is also worthwhile maintaining a good trim by the stern to make draining easier. b) When a section of tanks is unloaded down to the minimum level compatible with the pump operation, the tanks should be drained one at a time, sending the drained product to an on-board tank. This method should be adopted during the entire unloading operation, in order to avoid any delays in draining . It is, in fact, necessary that the draining of a section of tanks is completed before the following section reaches the draining level. c) If the tank draining is particularly slow, it will be worth slowing down or stopping the unloading to avoid having a section of tanks ready for draining, before draining of the previous section has been completed. d) The central tank and/or slop kept aside to reactivate the suction of the pumps must be unloaded last, when draining has already been completed. Recon crudes These crudes generally consist of Tia Juana crudes mixed or enriched with one or more distillate products like kerosenes, middle distillates or gasolines, in varying quantities, according to the specific requests of the shipper/receiver. Special instructions for their transport and handling will be given each time together with the voyage orders. Fuel oils The cleaning of tanks will not always be necessary when fuel oils are to be loaded after certain types of crude. However, it should be noted that thorough cleaning and removal of sediments must always be carried out in order to load fuel oil 3/5 and Navy Special Fuel Oil, and especially when the previous loads were crudes rich in paraffin and hydrogen sulphide.


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BITUMEN – CLEANING STANDARDS Bitumens and asphalts are usually transported in vessels specifically equipped for this service. Consequently, it is assumed that the vessel is suitably equipped and fitted with segregated ballast tanks, served by special pipeline(s). Procedures to be followed General notes: transportation of bitumens with different classes of penetration does not present particular problems. The transport temperatures for these types of load usually vary between 110 °C and 150 °C, whilst for liquid bitumens (RC, MC, Cutback) the temperature may range from 63 °C to 95 °C. The following points should be kept in mind for the transportation of these products: a) the presence of water in the pipelines, pumps and tanks will inevitably lead to

production of foam, with consequent alteration of the product; b) if the load is not heated sufficiently, it could clog the loading system valves and

pumps, obstructing pipelines. Also, if the temperature of the product is low, unloading will be difficult because the viscosity of bitumen below 125 °C increases considerably and does not permit a fast flow.

Pre-heating – Preparation of loading tank and pipelines It will be necessary to check the watertight seal of the heating coils before arriving at the loading port. This should be done also for the insulated and heated coils of the outside pipelines. Pre-heating of all the tanks which will contain bitumen will then be carried out. This will ensure elimination of all traces of humidity in the tanks, a uniform expansion of the walls, structures, etc, and unblocking of valves from any bitumen left in the body of the valves from the previous voyage. For this reason, pre-heating must be started 10-12 hours before arrival, bringing the ambient temperature in the tanks to 100 °C for penetration-type bitumens and to 60 °C for flux bitumens, and ensuring that the temperature remains constant in the tanks for at least two hours. The temperature of the diathermic fluid in the coils must not exceed 220 °C to avoid alterations to the product which remains attached to the coils. Particular attention should be given to the adjustment of the supply and discharge of the diathermic fluid, depending on whether the coils are fitted with traps on the outlet or simple valves to avoid overloads in the boiler, etc. All the loading pipelines and valves, which will be in contact with the bitumen during loading, must also be pre-heated. It is good practice to leave at least one suction valve per pipeline open to enable ventilation and elimination of any steam due to condensation. It is also worthwhile, during this phase, checking the watertight seal of the valve and pump gaskets etc.


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Loading When the loading operations are started, it is advisable: 1) Shutting down the heating system in the tanks where the product is being

loaded. The system will be reactivated when all the load coils are covered by the product;

2) Keeping the suction and loading pipelines heated for the entire loading period. The loading system valves should not be forced closed, to avoid locking of the valve due to the inevitable expansion upon contact with the high temperature of the bitumen.

Loading should be carried out simultaneously in a group of tanks. In the unwelcome event that the product is contaminated with water (presence of foam), the loading must be immediately shifted to other tanks. Loading operations must be stopped immediately if the same phenomenon is again observed in the other tanks. It should be noted that the level of product in non-insulated tanks should be maintained below the longitudinal structure of the deck to avoid heat loss. The tank inspection hatches should be left open during loading, which should be carried out through the gravity pipelines and not through the pump room pipelines, to avoid excessive formation of vapour in the tanks. The hatches must be closed immediately in case of rain. The connection of the hoses to the on-board flanges must always be carried out with bolts and not with clamps. Sea passage The requested temperature must be continuously maintained for the entire voyage and checked at least twice daily. It should be noted that there must be no drops in temperature during the entire voyage, since, as a result of the high density and viscosity of the product, it would be impossible to return to the required temperature values. The temperature must not drop, during the entire voyage, to below 110 °C for penetration bitumens and 50-65 °C for liquid bitumens (cutback). If the formation of foam is noted, this will be certainly caused by leakage of the heating coils. It will be necessary to identify which group of coils loses steam and immediately cut off the line. Unloading Before arriving at the unloading port, the suction and supply pipelines to the entire loading system (including pump room) should be heated, and the pipeline purged by suitable discharging, to check that the bitumen has not been altered by any condensation phenomena. The unloading should be started slowly, recirculating the product to avoid an excessive increase in pressure in the pumps, caused by the cold and, consequently,


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hardened bitumen remaining in the pipeline. The circulation valve will be slowly closed as an increased flow of the product is noted. The remaining pumps may be started when the pipeline has been flushed completely. Draining of tanks Although there are many possible procedures to obtain a satisfactory draining of the tanks, we believe that the one described below is the most easily implemented and the one most likely to give the best results. The bitumen remaining in the tanks must cover the lowest rank of heating coils, maintaining the heating open for approximately one hour, so that the load runs from the walls to the bottom. The high temperature of the load will make the draining operation easier The temperature, which must be frequently checked, will be set according to the experience of the on-board personnel, especially in consideration of the type of pump used for this operation. The on-board pipelines should be flushed at the end of the unloading operations, opening all gravity pipelines and relative suction valves in the tanks, and emptying hoses. The system to be used must be agreed upon with the unloading terminal representatives, since different procedures may be adopted depending on the technical facilities of the terminal. Demulsifying products Demulsifying products, which may be used in case of leakage or infiltration of water into the bitumen, are available on the market. These products must be introduced into the tank(s) containing the emulsified product, immediately after the cause of the contamination has been eliminated (i.e. closing the heating or cutting off load valves). The formation of foam will soon lessen and disappear.


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GAUGING AND SAMPLING OF PRODUCTS The following data must be known in order to accurately check and calculate the effective volume of product contained in the tanks:

Determination of the quantity on board, API chapter 17.2

Determination free water on board, API chapter 17.3

Determination OBQ/ROB, API chapter 17.4

Sampling of the cargo, ISO 3170, API chapter 8

Determination of the temperature, API chapter 7

Determination VEF, ISO 13740, or API chapter 17.9 Quantity measurements Measurement of the quantities is carried out by gauging the level of the product in the tank. The gauging may be carried out in the following two ways: • ullage: measuring the distance from the surface of liquid to the top of the tank, as

indicated in calibration tables • innage: measuring the height of liquid in the tank, from bottom to the surface of

liquid. The "ullage" is normally used to calculate load quantities. The "innage" is normally used to calculate the amount of water lying on bottom of tank, or of the residue which cannot be pumped out Control of water The quantity of water is calculated by measuring the height of the water/product divide from the bottom of the tank. The height of the water/product divide is obtained by covering the measuring tape with a thin layer of water-detecting paste. When the water is to be measured in a tank containing fuel oil, the device must be left in the tank for approximately 60 seconds, and in any case not less than 30 seconds. For very dense products, the water-detecting paste should be covered with a thin layer of lubricating oil. For fuel oils, carefully remove the product from the tape with diesel fuel or gasoline in order to assess the water level. The quantity of water calculated will then be subtracted from the volume of product measured previously. Any water remaining in suspension in the product cannot be measured with the equipment available on board.


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Temperature measurement It is essential to know the temperature in order to calculate the actual weight of the load on board. The average temperatures measured in the various tanks will allow to calculate the volume of the load (by applying suitable coefficients) at a temperature of 15°C. The average temperature is obtained by calculating the volume-weighted average of the various temperatures measured in the tanks. The temperature should be measured using an electronic tape device (e.g. HERMETIC-UTI) or the so-called “pan-type” thermometer. A suitably sized pan is formed around the bulb. This will hold the product and enable the ambient temperature to be maintained during the short time necessary for reading the thermometer. The thermometer must be immersed in the load for not less than three minutes for light products (gasolines, kerosenes, diesel fuels, etc.) and up to 20 minutes for the heavier products (dense fuel oils, bitumens, etc.). The thermometer must be immersed and left for the set time by measuring the temperature at bottom - half - top the height of the tank. Load sampling Load sampling must be carried out in such a manner as to truly represent the load. Tests will be carried out on this sample to determine the quality of the product and to calculate the density, in order to then determine the volume and weight of the load. An average sample for the entire load will be obtained by taking a sample from each of the tanks, with the volume of each sample proportional to the volume of the tank. For special and particularly delicate loads, a sample will be taken from the surface of each tank (at approximately 10% of the tank height below the surface), one at half the height and one from the bottom (at approximately 10% of the tank height from the bottom). Calculation of density Every vessel is fitted with a certain number of hydrometers by measuring all possible densities, with respect to the petroleum products normally transported (from 0.6000 to 1.0000 kg/l). The average sample will be poured into a graduated, cylindrical glass beaker. The hydrometer and the thermometer will be slowly immersed into the load sample in an area of the vessel sheltered from winds and other atmospheric agents. Care must be taken to ensure that the hydrometer does not touch the sides or bottom of the beaker and that it floats freely. The density reading must be made by bringing the eyes to the level of the liquid to avoid incorrect readings due to the formation of a meniscus around the hydrometer rod.


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Load measurements The crew should strictly follow the procedure described below. A) Load volume measurement. The ullage measurements must be carried out

with the utmost precision. The same tape device, which must be in good condition and frequently checked, is used both at loading and unloading. A device with kinks must not be used.

B) The on-board calculations at loading and unloading must be carried out with density and temperatures figures measured with the same instruments. It is good practice to have the hydrometers and thermometers checked every 6 months by special laboratories, or to check them directly with a reference thermometer and hydrometer kept on board.

C) The conversion and reduction coefficients used for density and volumes must be obtained from ASTM tables.


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Preparation of samples The number of samples to be prepared is as follows: When loading 1 sample to the refinery 1 sample to the vessel 1 sample to the shipper (through the Captain) The quantities of product necessary to obtain a representative "on board flange" sample are as follows: • 2 litres for gasolines, kerosenes and diesel fuels • 2 litres for lubricating oil samples • 1 litre for fuel oil samples When unloading 1 sample to the vessel 1 sample to the receiver Both the container used for continuous sampling, and the containers to be distributed must always be new. The following details must be shown on the labels fixed to each container: Continuous on board flange sample from M/T ………………. For the product ……………………………………taken at ……………………… From ……………………………………………………..on ………………………… For the facility (stamp and signature) for the vessel (stamp and signature) The sample containers must be kept both on the vessel and at the facility for 4 months, unless disputes arise. All vessels should have pliers to seal the samples in the presence of a representative from the plant. The Captain should strictly follow the above requirements in order to facilitate checking of the load and any losses by the shipper.


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RESPONSIBILITY FOR MONITORING AND UPDATING OF THE PROCEDURE SHIP/OPER provide for the monitoring of this procedure in order to in order to check relevant effectiveness and the adeguacy. SHIP/OPER is also responsible for the proper application of above procedure and the collection of events that involved operating and updates of the procedure. TRACEABILITY AND STORAGE OF DOCUMENTATION All the units involved in the process subject of the provision are responsible, each for its part of competence, of the conservation of the documentation in respect of the terms of low, in order to ensure the traceability of business operations.


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SYMBOLS LEGENDA

P = Drain entire system (tanks, pipelines, pumps, filters) F = Drain tanks from product residue, purge entire system and place 2-3 feet of

sea water in the tanks Ffresh= Drain tanks from product residue, purge entire system and place 2-3 feet of

fresh water in the tanks LF = Cold wash for at least 1 hour per tank. Purge pipelines and pumps. Drain

system (P). LC = Hot wash for at least 1 hour at not less than 60 °C. Purge pipelines and

pumps. Drain system (P) M = Carefully drain pipelines, pumps and gravity lines through purges, using also

compressed air. Open inspection hatches of valves and eliminate any traces of water or product. Dry tanks with rags and use load heating system to eliminate any trace of humidity.

V = Ventilate tanks so that concentration of hydrocarbons at time of loading is

not more than 10% of lower explosive limit. Internal inspection of tanks should be avoided as far as possible.

MTBEETBE - BioETBE

Methyl Ter Butyl EtherEthyl Ter Butyl Ether

Gasoline Unleaded

Unleaded Gasoline (Benzina Super senza Piombo)

SN 70 SN 70 HF

Solvent Neutral 70 Solvent Neutral 70 HydroFinished

BluSuper Ron 98

Unleaded BluSuper (Benzina BluSuper 98 Ron) SN 80 LPP Solvent Neutral 80

Low Pour PointGasoline Leaded

Leaded Gasoline (Benzina Super con Piombo)

SN 90 SN 90 HF

Solvent Neutral 90 Solvent Neutral 90 HydroFinished

VNL Virgin Naphtha, Light SN 150 SN 150 S

Solvent Neutral 150 Solvent Neutral 150 S

VNH Virgin Naphtha, Heavy SH 5 Solvent Hydrotreated 5

LCN Light Catalytic Naphtha SN 500 SH 9

Solvent Neutral 500 Solvent Hydrotreated 9

ALK Alkylate BS 150 Bright Stock 150

JET A-1 Lamium

Jet A-1 Lamium BS 200 Bright Stock 200

JET P-8 JET FUEL AMI

Jet Propeller 8 Jet Fuel per A.M.I.

KERO Kerosene (Petrolio)

D.A.E. ESAR

Distillate Aromatic Estract (Estratti Aromatici)

F.A.M.E. Biodiesel

Fatty Aicd Methyl Esthers (Biodiesel)

LFO LSC (OCF BTZ)

Light Fuel Oil, Low Sulphur Content (Olio Com. Fluido Basso Tenore Zolfo)

Gasoil S<0,001 %

Gasoil Sulphur<0,001% (Gasolio Motori)

HFO SLSC (OCD CSZ)

Heavy Fuel Oil, Super Low Sulphur C. (Olio Com. Denso Bassissimo Zolfo)

Gasoil S>0,001 %

Gasoil Sulphur>0,001% (Gasolio Riscaldamento)

HFO LSC (OCD BTZ)

Heavy Fuel Oil, Low Sulphur Content (Olio Com. Denso Basso Tenore Zolfo)

BluDieselTech BluDiesel Tech (Gasolio Blu)

HFO MSC (OCD MTZ)

Heavy Fuel Oil Medium Sulphur Content (Olio Com. Denso Medio Tenore Zolfo)

Gasoil F-76 Gas oil M. M. (NATO F-76) Gasolio Marina Militare Italiana

HFO HSC (OCD ATZ)

Heavy Fuel Oil High Sulphur Content (Olio Com. Denso Alto Tenore Zolfo)

LCO Light Cycle Oil FO 180 mm2/s Fuel Oil 180 mm2/s

CAT FEED Cat Feed FO 380 mm2/s Fuel Oil 380 mm2/s

(GAV - HVGO - LVGO)

Vacuum Gasoil - Heavy Vacuum Gasoil - Light Vacuum Gasoil

Atm. Res. (Res. Atm.)

Atmospheric Residue (Residuo Atmosferico)

Heavy Gasoil Heavy Atmospheric Gasoil Bitu BitumenGAP (Gasolio Pesante) Crude Crude Oil

D ( P )

Draining( Prosciugamento )

CWW( L F )

Cold Water Washing( Lavaggio a Freddo )

F Flushing( Flussaggio )

HWW ( L C )

Hot Water Washing( Lavaggio a Caldo )

FWF ( F Dolce )

Fresh Water Flushing( Flussaggio con acqua dolce ) V Ventilation

( Ventilazione )M Mopping

Annex 1Eni Trading & Shipping S.p.A. - Janury 2010

PRODUCTS

OPERATIONS

Lubricating Oil

Dirty Product

Pre

viou

s

Nex

t

MTB

E

E

TBE

Bio

ETB

E

Unl

eade

d

Gas

olin

e

S≤0

,001

Unl

eade

d

Gas

olin

e

S>0,

001

Blu

Supe

r R

on 9

8 L

eade

d

Gas

olin

eV

NL

VN

HLC

NA

LKJe

t A-1

La

miu

m

Jet P

-8

Je

t Fue

l pe

r AM

IK

ER

OF

.A.M

.E.

B

iodi

esel

G

asoi

l

S≤0

,001

Gas

oil

S>

0,00

1B

luD

iese

l Te

chG

asoi

l

F-7

6LC

OLu

b.

O

il

MTB

E

ETB

E-B

ioE

TBE

DC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MU

nl.

Gas

olin

e

S≤0

,001

DD

DD

CW

WC

WW

VC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

Unl

. Gas

olin

e

S>0,

001

DD

DD

CW

WC

WW

VD

DD

DD

DC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

Blu

Supe

r

R

on 9

8D

CW

WC

WW

DN

OC

WW

VC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WH

WW

V

MC

WW

CW

WC

WW

NO

Lea

ded

Gas

olin

eD

DD

DD

CW

WV

DD

DD

DD

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

W

VN

LC

WW

CW

WC

WW

CW

WN

OD

DC

WW

DC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

W

VN

HC

WW

CW

WC

WW

CW

WN

OC

WW

VD

CW

WD

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

LCN

CW

WV

CW

WC

WW

CW

WC

WW

CW

WV

DD

DC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

W

ALK

CW

WV

CW

WC

WW

CW

WC

WW

CW

WV

CW

WC

WW

DC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

WC

WW

CW

W

Jet A

-1

Lam

ium

CW

WV

M

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

DD

CW

WN

OH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MJe

t P-8

Je

t Fue

l AM

IC

WW

V

MC

WW

V

MC

WW

V

MC

WW

VC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MD

DD

NO

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

KE

RO

CW

WV

VV

VV

CW

WV

VC

WW

VV

DD

DD

DD

DD

DD

F.A

.M.E

.

B

iodi

esel

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

CW

WV

M

D

V

Gas

Fre

eD

D

V

Gas

Fre

eC

WW

V

MD

V

G

as F

ree

NO

NO

HW

WV

M

Gas

oil

S≤0

,001

CW

WV

VC

WW

VV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WC

WW

CW

WD

DC

WW

FC

WW

CW

WC

WW

Gas

oil

S>0,

001

CW

WV

VV

VV

CW

WV

VC

WW

VV

DD

DD

DD

DC

WW

CW

WC

WW

Blu

Die

sel

Te

chC

WW

VC

WW

VC

WW

VC

WW

VN

OC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VC

WW

CW

WC

WW

DC

WW

CW

WN

O

Gas

oil F

-76

CW

WV

VV

VV

CW

WV

VC

WW

VV

DD

DD

DD

DD

DD

LCO

CW

WV

VV

VV

CW

WV

VC

WW

VV

DD

DD

DD

DD

DD

Lubr

icat

ing

O

ilC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MC

WW

V

MD

DD

DD

DSe

e

Lu

b. O

il

Not

es:

Ann

ex 2

Cle

anin

g pr

oced

ures

may

not

be

appl

icab

le w

hen

ship

s are

leas

ed to

thir

d pa

rtie

s. In

such

a c

ase,

cle

anin

g pr

oced

ures

mus

t be

agre

ed u

pon

each

tim

e w

ith E

ni T

radi

ng &

Shi

ppin

g on

a c

ase-

by-c

ase

basi

s.

Eni T

radi

ng &

Shi

ppin

g S.

p.A

. -

Janu

ary

2010

CLE

AN

ING

PR

OC

ED

UR

E F

OR

LIG

HT

AN

D M

ED

IUM

PE

TRO

LEU

M P

RO

DU

CTS

- C

OA

TED

TA

NK

S

Afte

r eac

h of

the

abov

e m

entio

ned

oper

atio

ns, t

anks

, lin

es, p

umps

and

val

ve fi

lters

mus

t alw

ays b

e dr

aine

d co

mpl

etel

y. R

esid

ues m

ust b

e dr

aine

d to

a sl

op ta

nk.

Ves

sels

equ

ippe

d w

ith In

ert G

as S

iste

m sh

ould

per

form

tank

s Pur

ging

inst

ead

of V

entin

g pr

oced

ures

.In

cas

e of

car

riag

e F

.A.M

.E. (

Bio

dies

el) t

anks

, lin

es m

ust a

bsol

utel

y be

free

of w

ater

, with

pre

viou

s dry

ing

eith

er in

liqui

d fa

se o

r vap

our f

ase,

and

nitr

ogen

mus

t be

used

to b

low

into

line

s and

pad

ding

ope

ratio

ns.

Prev

ious

Nex

tL

FO L

SCH

FO S

LSC

HFO

LSC

HFO

MSC

/HSC

FO lo

w S

180

/ 380

FO h

igh

S18

0 / 3

80B

ITU

ME

NA

TM

OSP

HE

RIC

RE

SID

UE

CR

UD

E O

IL

LFO

LSC

DD

DD

DN

ON

ON

O

HFO

SL

SCD

DD

DD

NO

NO

NO

HFO

LSC

DD

DD

DN

ON

ON

O

HFO

MSC

/HSC

DD

DD

DN

ON

ON

O

FO lo

w S

180

/ 380

DD

DN

ON

ON

ON

OPr

oced

ures

to b

e ag

reed

upo

n w

ith H

. O.

FO h

igh

S18

0 / 3

80D

DD

DD

DPr

oced

ures

to b

e ag

reed

upo

n w

ith H

. O.

BIT

UM

EN

D

Rem

ove

any

trac

es o

f wat

er

D

Rem

ove

any

trac

es o

f wat

er

D

Rem

ove

any

trac

es o

f wat

er

D

Rem

ove

any

trac

es o

f wat

er

D

Rem

ove

any

trac

es o

f wat

er

D

Rem

ove

any

trac

es o

f wat

erD

D

AT

MO

SPH

ER

ICR

ESI

DU

ED

DD

DD

DD

D

CR

UD

E O

ILD

DD

DD

DD

DD

Not

es:

Ann

ex 3

Eni T

radi

ng &

Shi

ppin

g S.

p.A

. -

Janu

ary

2010

CLE

AN

ING

PR

OC

ED

UR

E H

EA

VY

PETR

OLE

UM

PR

OD

UC

TS

Cle

anin

g pr

oced

ures

may

not

be

appl

icab

le w

hen

ship

s are

leas

ed to

thir

d pa

rtie

s. In

such

a c

ase,

cle

anin

g pr

oced

ures

mus

t be

agre

ed u

pon

each

tim

e w

ith E

NI T

radi

ng &

Shi

ppin

g on

a c

ase-

by-

case

bas

is.

Was

hing

of t

anks

use

d fo

r tra

nspo

rtio

n of

FO

and

Bun

ker p

rodu

cts m

ust b

e pe

rfor

med

usi

ng f

resh

wat

er o

nly.

To a

void

the

form

atio

n of

Em

ulsi

ons

duri

ng tr

ansp

orta

tion

of b

itum

en, a

ll re

sidu

al tr

aces

of w

ater

mus

t be

elim

inat

ed c

ompl

etel

y fr

om ta

nks a

nd lo

adin

g eq

uipm

ent.

Afte

r ea

ch o

f the

abo

ve m

entio

ned

oper

atio

ns, t

anks

, lin

es, p

umps

and

val

ve fi

lters

mus

t alw

ays b

e dr

aine

d co

mpl

etel

y. R

esid

ues m

ust b

e dr

aine

d to

a sl

op ta

nk.

Pr

evio

us

Nex

tC

6 B

EN

ZEN

EC

7 TO

LUE

NE

Unl

eade

d

Gas

olin

eLe

aded

Gas

olin

eV

NLC

NA

LKJE

T F

UE

L

LA

MIU

MK

ER

OG

asoi

lLu

b.

O

ilSu

lphu

rid

A

cid

Ace

tone

Dic

loro

E

than

ePh

enol

MTB

E

E

TBE

B

ioE

TBE

Sodi

um

Hyd

roxi

de

C6

BE

NZE

NE

DD

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

CW

WV

HW

WV

M

HW

WV

M

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

CW

W

VH

WW

V

M

C7

TOLU

EN

ED

DC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VC

WW

VH

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

HW

WV

M

Unl

eade

d

G

asol

ine

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

DH

WW

V

MLe

aded

G

asol

ine

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

DH

WW

V

M

VN

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

CW

W

HW

WV

M

LCN

CW

WV

M

CW

WV

M

CW

W

V

M

CW

WV

M

CW

WV

M

HW

WV

M

ALK

CW

WV

M

CW

WV

M

CW

W

V

M

CW

WV

M

CW

WV

M

HW

WV

M

JET

FU

EL

LAM

IUM

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

CW

WV

HW

WV

M

KE

RO

CW

WV

M

CW

WV

M

LF

V

MC

WW

V

MC

WW

V

MH

WW

V

M

Gas

oil

CW

WV

M

CW

WV

M

HW

WV

M

CW

WV

M

CW

WV

HW

WV

M

Lubr

icat

ing

Oil

CW

WV

M

CW

WV

M

CW

W

V

M

CW

WV

M

CW

WV

M

HW

WV

M

Sulp

huri

d

A

cid

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

DC

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

M

Ace

tone

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

CW

WV

M

DH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MD

iclo

ro

Eth

ane

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

HW

WV

M

CW

WV

M

CW

WV

M

DC

WW

V

MC

WW

V

MH

WW

V

M

Phen

olH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MD

CW

WV

M

HW

WV

M

MTB

E

E

TBE

Bio

ETB

EH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MC

WW

V

MD

HW

WV

M

Sodi

um

Hyd

roxi

deH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MH

WW

V

MC

WW

V

MC

WW

V

MD

Not

es:

Ann

ex 4

Cle

anin

g pr

oced

ures

may

not

be

appl

icab

le w

hen

ship

s are

leas

ed to

thir

d pa

rtie

s. In

such

a c

ase,

cle

anin

g pr

oced

ures

mus

t be

agre

ed u

pon

each

tim

e w

ith E

NI T

radi

ng &

Sh

ippi

ng o

n a

case

-by-

case

bas

is.

Eni T

radi

ng &

Shi

ppin

g S.

p.A

. -

Janu

ary

2010

CLE

AN

ING

PR

OC

ED

UR

E F

OR

NE

AT

PETR

OLE

UM

PR

OD

UC

TS A

ND

CH

EM

ICA

LS

Che

mic

al p

rodu

cts O

NLY

: use

fres

h w

ater

for w

ashi

ng o

pera

tions

and

refil

l the

tank

s with

iner

t gas

afte

r the

Mop

ping

pro

cedu

re.

Petr

oleu

m p

rodu

cts O

NLY

: ves

sels

equ

ippe

d w

ith In

ert G

as S

iste

m sh

ould

per

form

tank

s Pur

ging

inst

ead

of V

entin

g pr

oced

ures

.

SEE

"CLE

ANIN

G P

ROC

EDU

RE F

OR

LIG

HT

AND

MED

IUM

PET

ROLE

UM

PRO

DU

CTS

CO

ATED

TAN

KS"

P

revi

ous

Nex

t

SN 7

0

SN

70

HF

SN 8

0 L

PPSN

90

SN 9

0 H

FSN

150

SN 1

50S

- SH

5SN

500

SH 9

BS

150

BS

200

SN 7

0

SN

70

HF

-D

DD

DC

WW

+ M

CW

W +

M

SN 8

0 L

PPD

-D

DD

CW

W +

MC

WW

+ M

SN 9

0

SN

90

HF

DD

-D

DC

WW

+ M

CW

W +

M

SN 1

50

SN

150

S - S

H 5

DD

D-

DD

CW

W +

M

SN 5

00

SH

9D

DD

D-

DD

BS

150

DD

DD

D-

D

BS

200

DD

DD

DD

-

Not

es:

Ann

ex 5

CLE

AN

ING

PR

OC

ED

UR

E F

OR

LU

BR

ICA

NTS

Eni T

radi

ng &

Shi

ppng

S.p

.A.

- Jan

uary

201

0

Cle

anin

g pr

oced

ures

may

not

be

appl

icab

le w

hen

ship

s are

leas

ed to

thir

d pa

rtie

s. In

such

a c

ase,

cle

anin

g pr

oced

ures

mus

t be

agre

ed u

pon

each

tim

e w

ith

EN

I Tra

ding

& S

hipp

ing

on a

cas

e-by

-cas

e ba

sis.

6.16.2.3 eni tank cleaning procedure

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