Monday, September 9, 2013

The Petroleum Industry, A Nontechnical Guide



The Petroleum Industry, A Nontechnical Guide
Petroleum industry is a main energy industry. It has a huge chain of value from upstream to the downstream industries, such as oil exploration, oil extraction from wellhead, storage, measurement, transportation, refinery, petrochemical and chemicals. Since the industry is all about dealing with various hydrocarbon products, “hydrocarbon industry” is another name for the industry.

Crude oil from the field reservoir usually has gas, water, and sediment in it. They are highly variable, with no two exactly alike. One crude may be bright green in colour, sweet smelling and as fluid as water. Another may be jet black and have an unpleasant sulfurous smell. Yet another may be pink and stack up in a pile when poured on the ground on a hot day. At the other extreme, gas condensate is colourless and will completely evaporate if left uncontained. The specific characteristics of each crude reflects its unique blend of sizes and types of hydrocarbon molecules, with thousands of different compounds in the mixture.

This extreme varability is why the material was named “crude”. It is indeed a crude material, being messy, unstable and dangerous to handle. Essentially unstable in its initial form, crude must be refined – broken down – into products with the specific characteristics to handle certain jobs well, e. g., gasoline and diesel to power engines, fuel oil to heat homes, etc. This is the role of refineries.

Very little of the crude is produced by refiner own company. Instead, it is generally purchased on the open market. The industry has a very efficient market operating between production and refining. Producers can count on getting a good price for their crude anywhere in the world and refiners can count on being able to purchase feedstock at a good price. Crude is traded freely, often changing hands several times as it takes the most efficient route between the producing fields and the refinery.

Crude oil can be transported from the producing field to the refinery in a variety of conveyances. For onshore production, tank trucks, railroad tank cars, and barges on inland waterways are used to some extent, but pipelines are the dominant mode of transportation. Pipelines are also used to bring production ashore from offshore fields located reasonably near to land.

For most export operations around the world, marine tankers are the only choice available. The bulk of the enormous Middle East production, for example, is shipped to all parts of the world in tankers.

Most of the water and sediment have to be removed before the crude can be sold to a shipper. Also, gas and oil must be separated from each other. Therefore, surface processing facilities with separation, measurement and storage are built close to the oil field. Also, there are special vessels called separators and treaters being employed to separate fluids and to remove emulsified water from oil.
Separate the produced fluids into stremas of oil, gas and water for sale and disposal

Remove free-water from the well by knockouts


Emulsion, a mixture of water and oil, to be separated by wash tank with flume

Refineries
Crude oil cannot be used as a fuel itself, because it contains such a broad spectrum of molecular size. To be practical as a fuel, a material must have known burning characteristics so that it can be matched with an appropriate burner system (engine, boiler, etc.).

The first step in a refinery is to split crude into several fractions or "cuts" – to cut the large molecules of the crude into smaller various hydrocarbon products. Each cut is concentrating a particular range of molecular sizes. For example, one of the cuts might be light gases described as "butanes and lighter"; a heavier cut might be kerosene. The cuts are made with a distillation process that employs selective vaporization and recondensation.

The highest valued petroleum products are the "white products", which include gasoline, diesel, jet fuel, and heating oil. Production of these "middle of the barrel" products, particularly gasoline, is maximized by converting as much as possible of the lesser-valued gases and the heavier "bottom of the barrel" materials to white products. This is done by altering the molecules as follows:

• Polymerization is used to combine the small gas molecules into larger, middle of the barrel, molecules
• Cracking is used to break up the large, bottom of the barrel, molecules into smaller ones
• Isomerization alters the arrangement of atoms in a molecule without adding or removing any the atoms

The processes employed to “cut” or refine the crude include atmospheric distillation, vacuum flashing, thermal cracking, cat cracking, hydrocracking, gas plant, alkylation, catalytic reforming and blending. Roughly, these are chain of process, meaning the yield of the previous process becomes the feedstock of the next process, with distillation being the initial process and blending the final one.

Distillation
To understand how the atmospheric distillation tower works, let’s use tap water being boiled (vaporized), then cooled so that it recondenses. This process creates distilled water, which is purer than the original water because only the H20 molecules vaporized and left the vessel. The various non–volatile impurities in the tap water remain behind, building up in concentration, and eventually precipitating out as a solid residue when the vessel boils dry. This process functions then to separate the water from the impurities.

In the above example, water is boiled at 100°C (at sea level). The 100°C is called water's boiling point and is specific to the water molecule. Each of the hydrocarbon molecules has its specific boiling point, with the smaller the molecule, the lower its boiling point. This is the key to cutting crude in a distillation tower.

Atmospheric distillation is the initial process in a refinery. Its fractionating tower - a large diameter vertical vessel with multiple internal contactor trays - is the largest in the refinery. The crude is heated, vaporizing most of it, then injected into the base of the tower. Vapors rising through ports in the trays come into contact with condensed liquids working downward through the column. This interchange continually vaporizes some liquid and condenses some gas, establishing an equilibrium throughout the column with heavier material toward the base and lighter material toward the top. Product cuts are continuously removed from the tower through side draws spaced along its vertical length. The location of each side draw is designed to tap a specific boiling point range of material.
Mechanism of distilling water

Distillation tower

Blending
Blending operations are the final step, combining the various outputs of all the processes into the final products that are sold. The blending operation has a major impact on managing the refinery. It determines what feedstocks and run volumes are needed so each of the various processes will yield the required volumes and specifications of products, such as gasoline, diesel fuel and furnace oil. The heavy, black, bottom-of-the-barrel residual remaining after processing can be sold as asphalt or blended with lighter materials and sold as "resid" (residual fuel oil).


Petrochemicals
Petrochemicals are non-fuel compounds derived from crude oil and natural gas. The industry has been built on the extreme reactivity of the carbon atom. The feedstocks for petrochemical plants are provided largely by refineries and include gases, naphtha, kerosene, and light gas oil. Natural gas processing plants are also a source of feedstock, providing natural gas, ethane and LPG (liquefied petroleum gas).

Petrochemical plants are typically built adjacent to refineries to be near their source of feedstock. Also, there often are byproduct streams created in the plants that can best be utilized by returning them to the refinery for processing. In fact, the boundary between the two types of plant often becomes blurred as progressive integration of both fluid streams and operating personnel takes place for increased efficiency. As a result, several very large refining/petrochemical complexes have developed around the world.

Petrochemical processes are, in general, much smaller than refinery processes, but there are exceptions like very large ethylene plants. The same tools are used as in refining - heat, pressure and catalysts - but, unlike refineries, inorganic chemicals are used in some of the reactions.

It's not hard to visualize a future where crude oil and natural gas could become in such short supply that burning hydrocarbons as fuel would no longer make sense. However, it would still make sense to manufacture petrochemicals because they extract such incredible value from the hydrocarbon molecule.
Process Tool

Whether crude refining or petrochemical processes, the tools used are the same. They are:
• Heat (distillation): to excite the molecules
• Pressure: to retard vaporization
• Catalyst: to assist the reaction but not participate in it
References

The above stuff is the excerpt from “The Petroleum Industry, A Nontechnical Guide” by Charles F. Conaway, Tulsa, Oklahoma Publisher. 1999.



Equipment
The followings are common equipment found in the oil and gas plant.
• Absorber: Collector that actively absorbs the light rays
• Boiler: Provide steam heat
• Compressors: Compressors do the same for gas streams as pumps do for liquids – creating a pressure differential that moves the gas through the system. It is used to inject low-pressure associated gas into high-pressure pipelines.
• Columns: For distillation
• Deaerator: To remove air
• Drum: A cylindrical metal container for storage of liquids
• Furnace: Provide heat for cracking
• Meters: Monitoring and control meters sense flow rates and pressures in vessels and piping, alert the operator or automatically take the needed action.
• Nozzle: Exhaust duct to control fluid flow exit from an enclosed vessel
• Pipeline: Pipelines transport for both gas and liquids. They provide the conduits for transporting produced fluids to and through the facility. They are constructed by welding together joints of steel pipe. Most pipelines are externally painted and insulated for protection from corrosion and abrasion.
• Piperack: Support pipelines
• Pressure vessels: The large cylindrical pressure vessels seen in every producing facility are essentially enlarged sections of a pipeline. The enlargement allows fluid velocity to slow, providing the retention time necessary for the fluids to gravity-segregate. Gravity segregation is the primary mechanism used to separate oil, water and gas.
• Pumps: Pumps pressurize liquids, creating a pressure differential that moves liquids through the system from lower level to the higher level.
• Reactors: A device used to force a controlled reaction with a given substance. The most common reactor is an ozone reactor, which forces water through a pressurized column of an air-ozone mixture
• Tanks: Tanks are large vessels used for volume storage of oil or water or to provide retention time for gravity segregation. Although storage tanks are not constructed to contain pressure, a few ounces of gas pressure is normally maintained to exclude air.
• Tower: Same as column
• Valves: They either blocking (open or closed) or control (throttling).

Wednesday, July 24, 2013

OIL RECORD BOOK ( ORB ) INSTRUCTIONS


Oil Record Book, Part I - Machinery space operations (All Ships)


The following pages of this section show a comprehensive list of items of machinery space operations which are, when appropriate, to be recorded in the Oil Record Book Part I in accordance with regulation 17 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational sections, each of which is denoted by a letter Code.

When making entries in the Oil Record Book Part I, the date, operational Code and item number shall be inserted in the appropriate Columns and the required particulars shall be recorded chronologically in the blank spaces.

Each completed operation shall be signed for and dated by the officer or officers in charge. The master of the Ship shall sign each completed page.

The Oil Record Book Part I contains many references to oil quantity. The limited accuracy of tank Measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book Part I should be considered accordingly.

In the event of accidental or other exceptional discharge of oil statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge.

Any failure of the oil filtering equipment shall be noted in the Oil Record Book Part I.

The entries in the Oil Record Book Part I, for ships holding an IOPP Certificate, shall be in English.

The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.

The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the Oil Record Book Part I shall be made admissible in any juridical proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part I and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.


LIST OF ITEMS TO BE RECORDED

(A)      BALLASTING OR CLEANING OF OIL FUEL TANKS
1.         Identity of tank(s) ballasted.
2.         Whether cleaned since they last contained oil and, if not, type of oil previously carried.
3.         Cleaning process:
.1     position of ship and time at the start and completion of cleaning;
.2     identify tank(s) in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals; type and quantity of chemicals used, in m3);
.3     identity of tank(s) into which cleaning water was transferred and the quantity in m3.
4.      Ballasting:
.1     position of ship and time at start and end of ballasting;
.2     quantity of ballast if tanks are not cleaned, in m3.


(B)      DISCHARGE OF DIRTY BALLAST OR CLEANING WATER FROM OIL FUEL TANKS REFERRED TO UNDER SECTION (A)
5.         Identity of tank(s).
6.         Position of ship at start of discharge.
7.         Position of ship on completion of discharge.
8.         Ship’s speed(s) during discharge.
9.         Method of discharge:
.1     Through 15 ppm equipment;
.2     To reception facilities.
10.      Quantity discharged, in m3.
(C)      COLLECTION, TRANSFER AND DISPOSAL OF OIL RESIDUES (SLUDGE)
11.      Collection of oil residues (sludge).
Quantities of oil residues (sludge) retained on board.  The quantity should be recorded weekly[1]: (This means that the quantity must be recorded once a week even if the voyage lasts more than one week.)
.1     identity of tank(s)
         .2.... capacity of tank(s)........................................................... m3
         .3.... total quantity of retention........... ...................................... m3
         .4.... quantity of residue collected by manual operation.... ........ m3
(Operator initiated manual collections where oil residue (sludge) is transferred into the oil residue (sludge) holding tank(s).)
12.      Methods of transfer or disposal of oil residues (sludge).
State quantity of oil residues (sludge) transferred or disposed of, the tank(s) emptied and the quantity of contents retained, in m3:
.1     to reception facilities (identify port)[2];
.2     to another (other) tank(s) (indicate tank(s) and the total content of tank(s));
.3     incinerated (indicate total time of operation);
.4     other method (state which).
(D)      NON-AUTOMATIC STARTING OF DISCHARGE OVERBOARD, TRANSFER OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES
13.      Quantity discharged, transferred or disposed of, in m3.[3]
14.      Time of discharge, transfer or disposal (start and stop).
15.      Method of discharge, transfer, or disposal:
.1     through 15 ppm equipment (state position at start and end);
.2     to reception facilities (identify port)2;
.3     to slop tank or holding tank or other tank(s) (indicate tank(s); state quantity retained in tank(s), in m3).
(E)       AUTOMATIC STARTING OF DISCHARGE OVERBOARD, TRANSFER OR DISPOSAL OTHERWISE OF BILGE WATER WHICH HAS ACCUMULATED IN MACHINERY SPACES
16.      Time and position of ship at which the system has been put into automatic mode of operation for discharge overboard, through 15 ppm equipment.
17.      Time when the system has been put into automatic mode of operation for transfer of bilge water to holding tank (identify tank).
18.      Time when the system has been put into manual operation.
(F)       CONDITION OF THE OIL FILTERING EQUIPMENT
19.      Time of system failure.[4]
20.      Time when system has been made operational.
21.      Reasons for failure.
(G)      ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL
22.      Time of occurrence.
23.      Place or position of ship at time of occurrence.
24.      Approximate quantity and type of oil.
25.          Circumstances of discharge or escape, the reasons therefore and general remarks.


(H)          BUNKERING OF FUEL OR BULK LUBRICATING OIL
26.      Bunkering:
.1     Place of bunkering.
.2     Time of bunkering.
.3     Type and quantity of fuel oil and identity of tank(s) (state quantity added, in tonnes and total content of tank(s)).
.4     Type and quantity of lubricating oil and identity of tank(s) (state quantity added, in tonnes and total content of tank(s)).
(I)        ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS

 


[1] Only those tanks listed in item 3.1 of form A and B of the Supplement in the IOPP Certificate used for oil residues (sludge).
[2] The ship’s mastersshould obtain from the operator of the reception facilities, which include barges and tank trucks, a receipt or certificate detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer.  This receipt or certificate, if attached to the Oil Record Book Part I, may aid the master of the ship in proving that the ship was not involved in an alleged pollution incident.  The receipt or certificate should be kept together with the Oil Record Book Part I.
[3] In case of discharge or disposal of bilge water from holding tank(s), state identity and capacity of holding tank(s) and quantity retained in holding tank.
[4] The condition of the oil filtering equipment covers also the alarm and automatic stopping devices, if applicable.
 



Oil Record Book, Part II - Cargo/ballast operations (Oil Tankers)

The following pages of this section show a comprehensive list of items of cargo and ballast operations which are, when appropriate, to be recorded in the Oil Record Book Part II in accordance with regulation 36 of Annex I of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL 73/78). The items have been grouped into operational section, each of which is denoted by a code letter.

When making entries in the Oil Record Book Part II, the date, operational code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces.

Each completed operation shall be signed for and dated by the officer or officers in charge. Each completed page shall be countersigned by the master of the ship.

In respect of the oil tankers engaged in specific trades in accordance with regulation 2.5 of Annex I of MARPOL 73/78, appropriate entry in the Oil Record Book Part II shall be endorsed by the competent port State authority.*

The Oil Record Book Part II contains many references to oil quantity. The limited accuracy of tank Measurement devices, temperature variations and clingage will affect the accuracy of these readings. The entries in the Oil Record Book Part II should be considered accordingly.

In the event of accidental or other exceptional discharge of oil a statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for, the discharge.

Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record Book Part II.

The entries in the Oil Record Book Part II, for ships holding an IOPP Certificate, shall be in English.

The Oil Record Book Part II shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned Ships under tow, shall be kept on board the Ship. It shall be preserved for a period of three years after the last entry has been made.

The competent authority of the Government of a Party to the Convention may inspect the Oil Record Book Part II on board any Ship to which this Annex applies while the Ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the Ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the Ship as a true copy of an entry in the Oil Record Book Part II shall be made admissible in any juridical proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part II and taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.




* This sentence should only be inserted for the Oil Record Book of a tanker engaged in a specific trade.


LIST OF ITEMS TO BE RECORDED

(A)      LOADING OF OIL CARGO
1.         Place of loading.
2.         Type of oil loaded and identity of tank(s).
3.         Total quantity of oil loaded (state quantity added, in m3at 15°C and the total content of tank(s) , in m3).
(B)      INTERNAL TRANSFER OF OIL CARGO DURING VOYAGE
4.         Identity of tank(s):
.1     from:
.2     to: (state quantity transferred and total quantity of tank(s) , in m3)
5.         Was (were) the tank(s) in 4.1 emptied?  (If not, state quantity retained, in m3.)
(C)      UNLOADING OF OIL CARGO
6.         Place of unloading.
7.         Identity of tank(s) unloading.
8.         Was (were) the tank(s) emptied? (If not, state. quantity retained, in m3.)
(D)      CRUDE OIL WASHING (COW TANKERS ONLY)
(To be completed for each tank being crude oil washed)
9.         Port where crude oil washing was carried out or ship’s position if carried out between two discharge ports.
10.      Identity of tank(s) washed.1
11.      Number of machines in use.
12.      Time of start of washing.
13.      Washing pattern employed.2
14.      Washing line pressure.
15.      Time washing was completed or stopped.
16.      State method of establishing that tank(s) was (were) dry.
17.      Remarks.3
(E)       BALLASTING OF CARGO TANKS
18.      Position of ship at start and end of ballasting.
19.      Ballasting process:
.1     identity of tank(s) ballasted;
.2     time of start and end; and
.3     quantity of ballast received. Indicate total quantity of ballast for each tank involved in the operation,
in m3.
(F)       BALLASTING OF DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY)
20.      Identity of tank(s) ballasted.
21.      Position of ship when water intended for flushing, or port ballast was taken to dedicated clean ballast tank(s).
22.      Position of ship when pump(s) and lines were flushed to slop tank.
23.      Quantity of the oily water which, after line flushing, is transferred to the slop tank(s) or cargo tank(s) in which slop is preliminarily stored (identify tank(s)). State the total quantity, in m3.
24.      Position of ship when additional ballast water was taken to dedicated clean ballast tank(s).
25.      Time and position of ship when valves separating the dedicated clean ballast tanks from cargo and stripping lines were closed.
26.      Quantity of clean ballast taken on board, in m3.
(G)      CLEANING OF CARGO TANKS
27.      Identity of tank(s) cleaned.
28.      Port or ship’s position.
29.      Duration of cleaning.
30.      Method of cleaning.4


1 When an individual tank has more machines than can be operated simultaneously, as described in the Operations and Equipment Manual, then the section being crude oil washed should be identified, e.g. No. 2 center, forward section.
2 In accordance with the Operations and Equipment Manual, enter whether single-stage or multi-stage method of washing in employed.  If multistage method is used, give the vertical arc covered by the machines and the number of times that arc is covered for that particular stage of the program.
3 If the programs given in the Operations and Equipment Manual are not followed, then the reasons must be given under Remarks.
4 Hand-hosing, machine washing and/or chemical cleaning.  Where chemically cleaned, the chemical concerned and amount used should be stated.



(G)      CLEANING OF CARGO TANKS (continued)
31.      Tank washings transferred to:
.1     reception facilities (state port and quantity, in m3)5; and
.2     slop tank(s) or cargo tank(s) designated as slop tank(s) (identify tank(s); state quantity transferred and total quantity, in m3).
(H)      DISCHARGE OF DIRTY BALLAST
32.      Identity of tank(s).
33.      Time and position of ship at start of discharge into the sea.
34.      Time and position of ship on completion of discharge into the sea.
35.      Quantity discharged into the sea, in m3.
36.      Ship’s speed(s) during discharge.
37.      Was the discharge monitoring and control system in operation during the discharge?
38.      Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
39.      Quantity of oily water transferred to slop tank(s) (identify slop tank(s). State total quantity, in m3.
40.      Discharged to shore reception facilities (identify port and quantity involved, in m3).5
(I)        DISCHARGE OF WATER FROM SLOP TANKS INTO THE SEA
41.      Identity of slop tanks.
42.      Time of settling from last entry of residues, or
43.      Time of settling from last discharge.
44.      Time and position of ship at start of discharge.
45.      Ullage of total contents at start of discharge.
46.      Ullage of oil/water interface at start of discharge.
47.      Bulk quantity discharged, in m3 and rate of discharge, in m3/hour.
48.      Final quantity discharged in m3 and rate of discharge, in m3/hour.
49.      Time and position of ship on completion of discharge.
50.      Was the discharge monitoring and control system in operation during the discharge?
51.      Ullage of oil/water interface on completion of discharge, in metres.
52.      Ship’s speed(s) during discharge.
53.      Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
54.      Confirm that all applicable valves in the ship’s piping system have been closed on completion of discharge from the slop tanks.
(J)        COLLECTION, TRANSFER AND DISPOSAL OF RESIDUES AND OILY MIXTURES NOT OTHERWISE DEALT WITH
55.      Identity of tank(s).
56.      Quantity, transferred or disposed of from each tank. (State the quantity retained, in m3.)
57.      Method of transfer or disposal:
.1     disposal to reception facilities (identify port and quantity involved)5;
.2     mixed with cargo (state quantity);
.3     transferred to or from (an)other tank(s) including transfer from machinery space oil residue (sludge) and oily bilge water tanks (identify tank(s); state quantity transferred and total quantity in tank(s), in m3); and
.4     other method (state which); state quantity disposed of, in m3.
(K)      DISCHARGE OF CLEAN BALLAST CONTAINED IN CARGO TANKS
58.      Position of ship at start of discharge of clean ballast.
59.      Identity of tank(s) discharged.
60.      Was (were) the tank(s) empty on completion?
61.      Position of ship on completion if different from 58.
62.      Was a regular check kept on the effluent and the surface of the water in the locality of the discharge?
(L)       DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY)
63.      Identity of tank(s) discharged.
64.      Time and position of ship at start of discharge of clean ballast into the sea.
65.      Time and position of ship on completion of discharge into the sea.
66.      Quantity discharged, in m3:
.1     into the sea; or
.2     to reception facility (identify port).5
67.      Was there any indication of oil contamination of the ballast water before or during discharge into the sea?








5 Ships’ masters should obtain from the operator of the reception facilities, which includes barges and tank trucks, a receipt or certificate, detailing the quantity of tank washings, dirty ballast, residues or oily mixtures transferred, together with the time and date of the transfer.  This receipt or certificate, if attached to the Oil Record Book Part II, may aid the master of the ship in proving that his ship was not involved in an alleged pollution incident.  The receipt or certificate should be kept together with the Oil Record Book Part II.



(L)       DISCHARGE OF BALLAST FROM DEDICATED CLEAN BALLAST TANKS (CBT TANKERS ONLY) (continued)
68.      Was the discharge monitored by an oil content meter?
69.      Time and position of ship when valves separating dedicated clean ballast tanks from the cargo and stripping lines were closed on completion of deballasting.
(M)     CONDITION OF OIL DISCHARGE MONITORING AND CONTROL SYSTEM
70. Time of system failure.
71. Time when system has been made operational.
72. Reasons for failure.
(N)      ACCIDENTAL OR OTHER EXCEPTIONAL DISCHARGES OF OIL
73.      Time of occurrence.
74.      Port or ship’s position at time of occurrence.
75.      Approximate quantity, in m3 and type of oil.
76.      Circumstances of discharge or escape, the reasons therefore and general remarks.
(O)      ADDITIONAL OPERATIONAL PROCEDURES AND GENERAL REMARKS


TANKERS ENGAGED IN SPECIFIC TRADES

(P)       LOADING OF BALLAST WATER
77.      Identity of tank(s) ballasted.
78.      Position of ship when ballasted.
79.      Total quantity of ballast loaded in cubic metres.
80.      Remarks.
(Q)      RE-ALLOCATION BALLAST WATER WITHIN THE SHIP
81.      Reasons for reallocation.
(R)      BALLAST WATER DISCHARGE TO RECEPTION FACILITY
82.      Port(s) where ballast water was discharged.
83.      Name or designation of reception facility.
84.      Total quantity of ballast water discharged in cubic metres.
85.      Date, signature and stamp of port authority official.