A

REPORT ON THE

STUDENTS’ INDUSTRIAL WORK EXPERIENCE SCHEME

(SIWES)

AT

NNPC/PIPELINE AND PRODUCTS MARKETING COMPANY

ATLAS COVE DEPOT, TARKWA BAY

LAGOS.

FROM 25TH APRIL 2010 TO 25TH OCTOBER 2013

BY

AJAYI GBENGA RAYMOND

100401008

SUBMITTED TO

THE DEPARTMENT OF CHEMICAL ENGINEERING

UNIVERSITY OF LAGOS, AKOKA-YABA, LAGOS, NIGERIA

IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE

AWARD OF BACHELOR OF SCIENCE DEGREE (B.Sc. HONOURS) IN
CHEMICAL ENGINEERING

1
CERTIFICATION

This is to certify that this Industrial training report submitted to the Department of Chemical

Engineering, University of Lagos, Akoka for the Industrial training period which lasted

From (April 2013 – October 2013) is a record of the original training undertaken by

Ajayi, Gbenga Raymond in the Operations department at NNPC/ PPMC, Atlas Cove

Depot, Tarkwa Bay, Lagos.

AJAYI, GBENGA RAYMOND

(Trainee)

ENGR. EMEREONYE C.O

(Industry Based Supervisor)

O. A .ADEYANJU

(Institution Based Supervisor)

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 DEDICATION

This is primarily dedicated to God for his infinite faithfulness in my life especially during my period of
internship and also to every member of my family including my parents Mr. & Mrs. Ajayi for their invaluable
support and encouragement.

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 ACKNOWLEDGEMENT

I would like to thank the Almighty God for seeing me through the industrial training at Atlas

Cove Depot as without his grace none of this would have been possible. I also wish to thank my

parents for their continued support financially, morally, psychologically and above all

demeanors, spiritually that I received from them during my stay at Atlas Cove as they were

always there for me when I needed them.

Also, appreciation goes to Engr. Fagbuyi for getting me a placement at NNPC/ PPMC, Atlas

Cove Depot, Tarkwa Bay, Lagos, my Industry based supervisor, Engr. C.O Emereonye whose

encouragement and support was highly relevant and motivating throughout the training program.

I also acknowledge the University of Lagos for being a platform for my study of Engineering;

special thanks goes to my course adviser and supervisor Engr. O.A Adeyanju and everyone that

contributed to the success of my industrial training, colleagues, co-workers and relatives.

Finally, my appreciation goes to NNPC/ PPMC, Atlas Cove Depot for giving me the rare

priviledge of internship.

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 ABSTRACT

This is a technical report on my industrial training experience at NNPC/ PPMC, Atlas Cove

Depot. Its core activities are primarily geared towards reception of imported of

refined petroleum products from the jetties, carrying out quantity and quality surveys on the

Products received and finally pumping the products to another location within the particular

pipeline system.

The key purpose of this technical report is to record all the jobs done, knowledge obtained,

challenges encountered and its impact and relevance in my field of discipline during my

internship at NNPC/ PPMC, Atlas Cove Depot.

During this period, NNPC/ PPMC, Atlas Cove Depot was involved in the importation of vessels,

which the firm is directly responsible for the comparative ease with which petroleum products

are sourced and distributed to all parts of the country, at a uniform price: a phenomenon which

Nigerians have come to take for granted. The role I played in the success of these operations will

be discussed in due course of the report.

I was first posted to the HSE (health, safety and environment) department for two weeks,

afterwards to Operations department (quantity and quality control) and was highly involved in

the day-to-day depot operations and also the daily reports compiled.

It was a great training experience and it greatly broadened my chemical engineering scope,

technical communication prowess and due protocol adherence.

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 TABLE OF CONTENTS

TITLE PAGE.................................................................................................................................1

CERTIFICATION.........................................................................................................................2

DEDICATION……………………………………………………………………………………3

ACKNOWLEDGEMENT.............................................................................................................4

ABSTRACT………………………………………………………………………………………5

TABLE OF CONTENTS..............................................................................................................6

BACKGROUND............................................................................................................................7

1.0 CHAPTER ONE......................................................................................................................8

1.1 SIWES......................................................................................................................................8

1.2 THE COMPANY....................................................................................................................8

1.3 PIPELINES AND PRODUCT MARKETING COMPANY..............................................10

1.4 ATLAS COVE DEPOT.........................................................................................................11

1.4.1 ACTIVITIES OF ATLAS COVE.....................................................................................13

2.0 CHAPTER TWO..................................................................................................................14

2.1 TRAINING PROGRAMME................................................................................................14

2.2 ACTIVITIES CARRIED OUT............................................................................................14

2.3 SKILLS AND KNOWLEDGE ACQUIRED....................................................................16

2.4 PROBLEMS AND CHALLENGES ENCOUNTERED.................................................29

3.0 CHAPTER THREE.............................................................................................................30

3.1 CONCLUSIONS...................................................................................................................30

3.2 RELEVANCE OF TRAINING TO COURSE STUDY AND CAREER.......................31

3.3 RECOMMENDATIONS....................................................................................................32

REFERENCES.............................................................................................................................33

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 BACKGROUND

The Students’ Industrial Work Experience Scheme (SIWES) is a valuable program that was initiated by

the Federal Government through the Industrial Training Fund (ITF), in collaboration with the Nigerian

University Commission (NUC) and approved by the authority of the University of Lagos, Akoka. It forms part

of the approved minimum academic standards for various degrees in any discipline of the university.

The aim of this SIWES is to create an opportunity for students of various disciplines in Nigerian

Tertiary institutions, to gain industrial work experience in their chosen fields of study, in relevant industries and

establishments. It also provides students the opportunity to apply their theoretical knowledge in real work

situations. This is a great advantage in technical fields such as engineering where practical experience goes a

long way in enhancing and improving understanding. All these come together to equip and update the student

with the current trend in the industrial world.

The bridge between theory and practice also helps to develop work ethics, communication, interpersonal

skills and industrial safety practices, through interaction with members of staff. The free access to various

computer software and applications has also offered me the opportunity to combine engineering with computer

science since most jobs are now automated as it is the case in most technologically advanced companies.

This report gives an explanation and an account of the activities carried out at Atlas Cove. Thereafter

comes an explanation of the various problems encountered in executing the afore-mentioned duties and

processes and the solutions proffered to solve those problems.

At the end of it all, conclusions are drawn, and recommendations made on how these activities carried out have

trained the mind of the student in the engineering profession and have given some of necessary experience

needed to face the challenges of this profession as well

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 CHAPTER ONE

1.0 INTRODUCTION

1.1 SIWES

Students Industrial Work Experience Scheme (SIWES) is one of the industrial training fund (ITF) programmes.

It was established in 1973 to solve the problem of lack of adequate practical skills preparatory for employment

in industries by Nigerian graduates of tertiary institutions. Or simply put, SIWES was to give Nigerian students

studying occupationally-related courses in higher institutions the experience that would supplement their

theoretical learning. And also to prepare students for industrial working environments they are likely to meet

after graduation.

1.2 THE COMPANY

The NIGERIAN NATIONAL PETROLEUM CORPORATION (NNPC) was established on

April 1, 1977, under the statutory instrument-Decree No.33 of same year by a merger of Nigerian

National Oil Corporation, NNOC, with its operational functions and the Federal Ministry of

Mines & Power with its regulatory responsibilities. This decree established NNPC, a public

organization that would, on behalf of Government, adequately manage all government interests

in the Nigerian Oil industry. In addition to its exploration activities, the Corporation was given

powers and operational interests in refining, petrochemicals and products transportation as well

as marketing. In 1988, the NNPC was commercialized into 12 strategic business units, covering

the entire spectrum of oil industry operations: exploration and production, gas development,

refining, distribution, petrochemicals, engineering, and commercial investments. The subsidiary

companies include:

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  National Petroleum Investment Management Services (NAPIMS)

 Nigerian Petroleum Development Company (NPDC)

 The Nigerian Gas Company (NGC)

 The Pipelines and Products Marketing Company (PPMC)

 Integrated Data Services Limited (IDSL)

 Nigerian LNG limited (NLNG)

 National Engineering and Technical Company Limited (NETCO)

 Hydrocarbon Services Nigeria Limited(HYSON)

 Warri Refinery and Petrochemical Co. Limited (WRPC)

 Kaduna Refinery and Petrochemical Co. Limited(KRPC)

 Port Harcourt Refining Co. Limited (PHRC)

 Eleme Petrochemicals Co. Limited (EPCL)

In addition to these subsidiaries, the industry is also regulated by the Department of Petroleum

Resources (DPR), a department within the Ministry of Petroleum Resources. The DPR ensures

compliance with industry regulations; processes applications for licenses, leases and permits,

establishes and enforces environmental regulations. The DPR, and NAPIMS, play a very crucial

role in the day to day activities throughout the industry.

Since its formation, NNPC has had various aims in the petroleum industry critical among is the

regulation of foreign and local oil producing firms, advancing technology transfer, developing

local content and indigenous participation in the industry. I worked at a subsidiary company of

9
the corporation, PPMC, Atlas Cove, Lagos.

1.3 PIPELINES AND PRODUCT MARKETING COMPANY

The pipelines and product marketing company (PPMC) is the product distribution arm of

NNPC. The creation of PPMC is perhaps the most significant event of the 1988 reorganization of

the NNPC, because the establishment of this subsidiary is directly responsible for the

comparative ease with which petroleum products are sourced and distributed to all parts of the

country, at a uniform price: a phenomenon which Nigerians have come to take for granted. The

pipelines and product marketing company limited, (PPMC) is a subsidiary of the

Nigerian National Petroleum Corporation (NNPC) which ensures, among other things, the

availability of petroleum products to sustain our industries, run automobiles and for domestic

cooking.

PPMC is directly involved in the effective transportation of petroleum and crude oil around the

Federation. The company primarily transports the products through pipelines. Transportation by

pipeline is the most cost effective. There are about 5000 km of NNPC pipelines network in the

Country, categorized into systems as follows: The pipeline plans and systems are as follows

 System 2A: Warri Benin OreMosimi

 System 2B: Atlas Cove MosimiIbadan Ilorin;

MosimiSatellite;

Mosimi Ikeja; Mosimi Ore

 System 2C: Escravos  WarriKaduna

AbuduAuchiLokoja Abaji Izom Sarkinpawa (with booster stations at

Abudu)

 System 2D: KadunaKano;

Kaduna Gusau (booster station at Zaria)

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 Kaduna JosGombeMaiduguri. (with booster station at Biu)

NEW:

 System 2EX: PH --- Aba --- Enugu --- Makurdi --- Yola;
Enugu --- Auchi
 System 2CX: Auchi --- Benin
Auchi --- Suleja --- Kaduna
Suleja --- Minna
 System DX: Jos --- Gombe

1.4 ATLAS COVE DEPOT

Atlas Cove Depot is an offshore Marine station basically involved in the reception of imported of

refined petroleum products from the jetties, carrying out quantity and quality surveys on the

Products received and finally pumping the products to another location within the particular

pipeline system. The station is directly controlled by Control Center, Mosimi and receives

DISPATCH ORDERS from the control center before pumping or reception of products can take

place.

Atlas Cove is one of the most important depots in the country as majority of imports made by the

Government are received at the Atlas cove jetty and unlike other depots in the country and

NNPC network, reports of the depots is reported to Abuja Headquarters on a daily basis.

The Depots consists of the following main departments

 Operations Department and Pump station

 Shipment and Logistics
 Administrative Department
 Laboratory

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FIGURE 1.1 – ORGANOGRAM OF ATLASCOVE DEPOT

The Depot has its operations anchored around the Operations department as this department

controls most other parts of the Depot and is obviously the most important of all the other

departments with the laboratory being in affiliation to it. The department has its base at the

control room and controls the communication transceiver system through which the depot

communicates with the Control centre as well as vessels at the Jetties. The department also

controls the pumping and reception of products as well as all other processes related to the Tank

farm. I was posted to this department throughout my stay at Atlas Cove as its articulatory power

would enable me work in all other departments at the company if the opportunity arises

The different sections of the company include:

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PUMPSTATION

13
TRAVEL BOAT AREA

NACJ (NEW ATLAS COVE

JETTY)

14
 SBM (SINGLE BUOY MOURING)

TANK FARM

HERMATIC SAMPLER

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  Jetties - New Atlas Cove Jetty (NACJ), Single Buoy Mooring (SBM) Jetty
 Tank Farm
 Operations Control Room
 Maintenance offices
 Admin and DM offices
 Designated Pump Area
 Travel Boat Area

1.4.1 ACTIVITIES OF ATLAS COVE

The importance of Atlas Cove to the PPMC and to the NNPC as a whole cannot be

overemphasized as the jetty is the only jetty in Lagos by which refined product imports as well

as products from other sections of NNPC get to Lagos.

The main duties carried out by the Depot include:

 Actions on Dispatch Order from Control Centre, Mosimi

 Product Reception From the Jetties
 Fiscalization (Tank Dipping) of Refined Petroleum Products
 Product Sampling and Laboratory Analysis
 Daily Stock Taking of Tanks
 Computation of the Quantity of Product in the Tank
 Reporting actions and Daily stocks to control Center, Mosimi
 Berthing and casting off of tanker vessels at the Jetties
 Ullaging of Vessels/Dry tank inspections as well as Remainder On Board Inspection
 Monitoring of variable Process parameters temperature, pressure, volume and flow rate
 Configuring and lining up pipelines for both pumping and reception of Petroleum products as well as
the use of Pumps for pumping, through valves
 Recording, accounting and reporting of product data to the control center

MOSIMI DEPOT
ATLAS COVE
NACJ / SBM PUMPSTATION & SATELITE
TANK FARM
DEPOT

FIGURE 1.2 - Flow of petroleum products through the different sections of the company till final pumping
through to Mosimi depot

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2.0 CHAPTER TWO

2.1 TRAINING PROGRAMME

Resumption at Atlas Cove was on the 25th of April,2013 at the company. Getting to the company

was a serious task as it was only possible either via use of boats from the Jetty at

Army Officer’s Mess II, Onikan, Lagos or by air transport through helicopters. As the boats

moved on scheduled plans, it was necessary to be there on time. I was posted to SAFETY DEPARTMENT
(H.S.E) almost immediately for two weeks and afterwards to OPERATIONS DEPARTMENT and asked to
remain there, throughout my stay at Atlas cove as

the department was involved in the operations in all other departments at Atlas Cove and a centre

point at the company as mentioned earlier.

2.2 ACTIVITIES CARRIED OUT

The Operations Department involved a bulk of all the activities of the company as it was really

the articulating and most important department of the company. My Crew members were very

supportive and most times they sought to put me through events that were new to me as an

individual and always explained processes in good detail. My Integration process took a whole

month and two weeks primarily because great care had to be taken in all processes as a simple

mistake could be fatal to the facilities as well as to the personnel at work so I wasn’t allowed to

do tasks on my own. Simply put, there was zero accommodation for mistakes and as such, it took

full two months for me to be totally left independent in tasks assigned to me and not monitored.

This way new interesting different jobs and operations were assigned to me as time progressed

and it really helped me build confidence in my ability as a future engineer. Main duties assigned

to me and experience gained are highlighted below-

 Going on-board vessels, actively involved in the Ullaging of vessels for quantity surveys with the
loading masters and surveyors

 Hourly recording of the flow rates, temperature, pressure readings during Pumping and reception
operations.

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 Reported any significant deviation from previously recorded readings to the superintendent as they
could depict leakages or operations of vandals.

 Familiarization with tanker vessel documents as related to cargo unloading and quality and quantity
surveys. Some of the documents include:-
Jetty advise
Bill of Lading
Ullage Record Time sheet
Letter of Protests

DIPPING PASTE

DIPPING TAPE

18
 DPR Approval letter.....etc.

 Calculations involving estimations of flow rates in and out of the tanks, using designated tank charts,
calculation of volume displacements for Floating Roof tanks

 Dipping of tanks at scheduled hours and the use of tank ticket

 Principles of Water draining tanks and inputting corrections using tank tickets

 Laboratory work:- This involved checking the temperature, density as well as quality of products at
ullaging and before pumping processes

 Calculation of Daily Stock reports and transmission to control centre

 Use of Radio Transceiver Systems, reception and sending of Radio messages from Control Center,
Mosimi as well as Vessels at the Jetty. Correct documentation and delivery of such messages to the
Depot Manager. Full understanding of Radio Language.

 Reception and Documentation of Dispatch orders

 Actively involved in the line-up and start up of pumping processes as well as Receptions processes,
Opening and closing of valves at the tank base and manifolds before and after such processes

 Safety equipment,personal protection equipments and the “safety first mentality”.

 Line tracing for faults detections and flow sequences.

 The Basic principles behind smooth Tank-switching process.

 Involved in Inter-phasing process in pipelines and the dangers in poor judgement and estimated arrival
time

2.3 SKILLS AND KNOWLEDGE ACQUIRED

Many concepts were explained throughout the course of my training. Below are the most important ones:-

TANK FARM OPERATIONS- The tank farm is a secluded area usually far from offices and

tanks used for storing petroleum products are located there. The tanks are usually are

usually arranged in matrix arrangement and are constructed at the location .Great care must be

19
taken with processes not to overfill the tanks during reception or go below specified level during

pumping. This implies calculations of flow rates must be carefully done and re-checked to avoid

dangerous occurrences and wastage of products. Water draining of tanks involves “bleeding”

tanks of water from a valve connected to the bottom of the tanks. This is so from the concept of

density since water is more dense and would settle at the bottom of the tanks. This process could

go on for hours as the drain pipe is mostly a very small one. Water draining is common with

open Floating roof tanks.

FIGURE 2.1 - Schematic diagram of a floating roof tank (TANK 12)

CONTROL ROOM- This is the main control center of the company’s pumping and reception

operations. It houses all the necessary switches and controls to all the major facilities in the plant.

It houses the Control Panel for the pump station. The operators handle the operations here and

ensure the smooth running of the pump station.

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FIGURE 2.2 - CONTROL PANEL AT ATLAS COVE CONTROL ROOM

FISCALISATION- This is defined as the process of determining the exact quantity and quality

of petroleum products in a tank. It is mandatory to fiscalize tanks daily at Atlas Cove Depot. The

process involves:-

-Dipping of Tanks, taking Samples and current temperature measurement

-Carrying out Laboratory analysis on samples taken

-Determining through appropriate calculation, the quality and quantity of the product from process variables
e.g. Density, temperature e. t. c and through the use of tank charts.

PROCEDURES FOR TANK DIPPING

This is the method used in measurement of the level of oil in the tank with the approved steel tape. This tape is
graduated with reversed numeral on the inside for easy reading.

21
A plumb bob mounted on a swivel is attached to the end of the tape so as to maintain the whole length in
tension when fully immersed in a fluid. The bob is a graduated cylindrical piece of metal.

As the procedures involve climbing of very high metal tanks, it is essential that the appropriate safety
precautions are taken. These safety precautions are listed in the steps below:

(1) Inspect the tape to ensure it is free of kink and the graduations are clearly visible.
(2) Within the smooth un-graduated side of the tape in contact with the rim if the gauging hatch at the
reference point, gradually lower the bob and tape into the tank until the plumb bob gently touches the
datum plate in the tank
Ensure that the tape is not lowered too fast that the bob will tilt and an incorrect gauge will be obtained.
Record the tape reading at the reference point and note any variance from the reference depth, it
is essential to avoid either sagging of the tape or its deviation from the vertical plane as this could
introduce appreciable errors.
(3) Withdraw the tape quickly, read and record the liquid out on the tape as the innage
(4) Repeat steps 3 & 4 until two consecutive identical gauges are obtained.
(5) When determining innage dip, ensure that the tape is lowered to the same reference height for both
opening and closing dips.

MEASUREMENT EQUIPMENTS

Some of the equipments used in the operations department include the following:-

i. Dipping tape (a graduated mild steel, 12mm in width and 20 to 30m in length) with a suspended
weight usually made of brass
ii. Water finding paste
iii. Dipping paste ( kolor cut)
iv. Waste rags
v. Thief can (sampling can)
vi. Sample container
vii. Stopper
viii. Thermometer
ix. A cord, knotted in metres

DISPATCH ORDERS- These are orders from the Control center at Mosimi requesting Atlas

Cove or the relevant depot to receive or pump petroleum products. Without necessary dispatch

orders, the depot will neither pump nor receive products. They are very important and are

received through the radio transceiver system and are documented and filed as they could be of

important reference purpose later. Movement of Petroleum products into, within and out of each

depot is totally directed from a Control Center of the Area Office to which a Depot belongs. A

22
Dispatch Order is designed to guide the Operators in the field on what should be done to avoid

mistakes in carrying out operational activities.

A dispatch order aims at furnishing the following information:

 Type of product to be pumped to the receiving Depot,

 Size and quality of the batch,

 Batch number,

 Estimated Time of Arrival (ETA) of the batch at the receiving Depot.

 Tanks into which the batch should be received,

 Sequence of switching tanks to avoid overfilling of the tanks, and

 Name of Dispatcher and Receiver.

TANKSWITCHING- This is a process whereby a tank’s use is suspended either due to ullage

constraint or desktop level, for reception and pumping respectively and simultaneously putting

another tank into the same use without shutting down the pumps. It is a delicate process as errors

could damage pumps and tank alike if carried out carelessly. Great care must be taken to ensure

that the process must be done at the right time and stiff valves must be freed at least 10 minutes

before the time.

Manifolds and relevant valves must be handled properly for smooth flowing operation.

VESSELS AND JETTIES – There are two different jetties which vessels berth for pumping into Atlas cove
depot. Products can be received through various ways:

 High sea (SBM- single buoy mooring)

 NACJ (new atlas cove jetty)

The main reason why we have vessels the SBM jetty is because there are very big vessels in which the shore at
NACJ is too shallow for them to sail, so they discharge from their location at SBM while lighter vessels come
to NACJ to discharge their products.

Vessels are the oceans tankers involved in transporting of petroleum products as well crude oil from a location
to another via seaways. Vessels carry a very large amount of products at full capacity.

23
 (1) General purpose (GP) : 16,500 – 24,999 cubic metres
(2) Medium range (MR) : 25,000 – 44,999 cubic metres
(3) Large range 1 (LR) : 45,000 – 79,000 cubic metres
(4) Large range 2 (LR) : 80,000 – 159,000 cubic metres
(5) Very large crude carriers (VLCC) : 160,000 – 319,000 cubic metres
(6) Ultra Large crude carriers (ULCC) : 320,000 – 549,000 cubic metres

THE STEPS INVOLVED ON ARRIVAL OF A VESSEL AT THE JETTY

1. On arrival of a vessel at the jetty for discharge of petroleum product, obtain from MTD a copy of the
vessel’s bill of lading
2. Approval of the product/vessel discharge from DPR (department of petroleum resources). They come to
take sample and test the product if it is “on-spec” (within specifications)
3. Approval of the quality control laboratory operator at the depot.
He comes and takes samples and test if the product is “on-spec”.
4. Then the loading master along with the surveyors from both NNPC and the Chatterers, auditor and
PPPRA(petroleum products pricing regulatory agency) official would go onboard the vessel for
“Ullaging” where they use the gauge tape to know the volume of the products in the vessel along with
its temperature and to know if all cargoes will be discharged or just part of it.

NOTE:- Ullaging is a process of determining the total amount of product on the vessel in reconciliation with the
figures given by control center.

The device used is the Ullage temperature interface (UTI) as it determines the level of liquid in

the specific tanks. It also measures temperature in the tank as this is a very important factor in

determining the volume as petroleum products expand at contract with changes in temperature.

A serious problem posed to ullaging could be turbulent waters and slanting vessels as this could

give wrong readings and could lead to serious losses for the vessel or NNPC. The Ullage level

determined by the process is then used with designated tank charts to calculate the volume of

product in the vessel. Ullaging of Vessels could take several hours and was really a difficult process

for me as a single vessel could have as much as thirteen tanks.

All necessary documents are stamped, signed and calculations are then carried out.
5. From the copy of the bill of lading, Identify the following :
(a) Name of the vessel

24
 (b) Bill of lading number
(c) Product type
(d) Bill of lading quantity
Fill in the above information in the attached form (Form A8)
6. Obtain from MTD, the vessel’s ullage report on arrival and ascertain the arrival quantity, record the
arrival quantity in column B of the form A8
7. Compare the bill of lading quantity with the arrival quantity. Record the variance (if any) in column C of
form A8.
8. When the bill of lading is higher than the arrival quantity, a copy of protest letter clearly stating the
difference issued by PPMC independent surveyors shall be obtained from MTD and attached as a back-
up.
9. When the arrival quantity is higher than the Bill of lading, the bill of lading quantity should be taken as
the arrival quantity.
10. After all these, the loading arm is then connected

NOTE:- the loading arm is what contains the manifold and other inlet and outlet valves which is connected
to the vessel for discharge.

11. We then wait for the dispatch order from the control centre.
12. The loading master on the vessel is then ordered to commence line packing.

LINE PACKING: can be described as an operation which is carried out before the complete discharge of
the vessel.

13. The vessel discharges the product to fill up the pipeline to the desired tank before complete discharge.
14. The line packing figure from the vessel is therefore transmitted to the operators in the control room.
NOTE:- The line packing figure is then added to the total volume discharged later which is also a
determinant for gain or loss.
Line packing is done to enhance discharge. The pipeline must also be filled to the tankage until a back
pressure is detected at the vessel.
Line packing is mainly an economical wastage. All professionals know it as a loss because the operators
at the jetty sometimes don’t give the exact figure of the volume of the product pumped out for line
packing.
They usually give a lesser value.
15. All these informations and their durations are recorded and transmitted to the control centre.

25
 16. Un-interrupted discharge is then commenced with a minimum pressure of 3.5bar and 4.5bar if
from NACJ or SBM respectively and flow rate of 1200 into tankage with the time for commencement
recorded.
NOTE:- Going on board the vessel could be a very dangerous task as it requires full concentration when
climbing steps and making movements as falls could be fatal.

The Surveyors, the Loading master as well as Captain/Chief officer make copies of the Vessel

documents and make reconciliations on calculated ullage and sign the necessary documents.

LOADING ARM CONNECTED

TO A VESSEL

26
 TRANSRECIEVER RADIO
SYSTEM

U.T.I – ULLAGE TEMPERATURE

INTERFA
27
The main documents are:-

BILL OF LADING- Details of the vessel, the age and the quantity of product it holds is

recorded here.

ULLAGE TIME SHEET- This is where the different tank level ullage is recorded. Facing the

mast aboard the vessel, the vessel is divided into two. To the left of the mast is the PORTSIDE

and to the right is the STARBOARD. Unloading of vessels always takes place at the PORTSIDE

and all the tanks are named based on where they are located on the vessel.

DPR APPROVAL LETTER– This letter shows the specifications of the vessel’s product and

the directions to discharge at will. Without this letter and the dispatch order, reception will not be

possible.

LETTER OF PROTEST- This letter is used when product received deviates in large range

from volume gotten from ullage. These are the main documents relevant to vessels discharge.

Others are Vessel particulars, Jetty advise and the Vessel activity log book

This was the most interesting part of my training as I was allowed to take part fully in processes

by my supervisor and the crew at MT. KRITON and was shown the important parts of the

processes carried out in the vessel.

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FIGURE 2.3 – SCHEMATIC DIAGRAM OF TANKER VESSELS

29
 QUALITY CONTROL DEPARTMENT

The three products that we run test on in the quality control department mostly are:

1. PMS – premium motor spirit

2. DPK – dual purpose kerosene
3. AGO – automotive gas oil

PROPERTIES OF GOOD PRODUCTS

1. For a good PMS, during distillation test, the final boiling point cannot exceed 210oC.
2. For a good DPK, during flash point test, the final boiling point should not be less than 46 oC.
3. For a good AGO, during flash test, the flash point should not be less than 66 oC.
Any product that is higher or lower than these temperatures are called OFF-SPEC.

PRODUCT SPECIFICATION
 Product quality or purity is specified in terms of colour, density, flash point, octane number, viscosity,
sulphur content, boiling points and vapour pressure
 The most relevant aspect of product specification that aids the operator to proper interface cutting is the
determination of the changes in density.
 The general densities of white products are:
PMS - 732kg/m3 - 798kg/m3 at 15oC
DPK - 794kg/m3 - 829kg/m3 at 15oC
AGO – 830kg/m3 – 877kg/m3 at 15oC

SAMPLING AND SAMPLE ANALYSIS

The international way of collecting sample from shore tanks is to collect the top, middle and bottom.

Top – 1m

Middle – 7m

Bottom – 14m

The minimum height of PMS tanks is 14metres.

The equipment generally used for sampling in the petroleum industry is the weighted sample can otherwise
called a THIEF CAN with a knotted rope, a cork and sample container. Another type of sampling can is the
open-ended Thief can with a knotted chain.

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 The disadvantage of the weighted Thief-can is that the knotted cord get soaked with petroleum product
over time, with a likelihood of polluting the sample been drawn. Another disadvantage is that it becomes
increasingly difficult to pull the cork out of the Thief-can as we get closer to the tank bottom due to increasing
overhead pressure.

Remember to label all samples drawn properly. A typical label should contain the following information:

i. Name of Vessel / Tank numbers

ii. Type of sample drawn
iii. Quantity of sample drawn
iv. Seal number
v. Time / date sample was drawn
vi. Name / signature of sampler.

SAMPLING ANALYSIS

Among the parameters required in determining cargo quantities in shore tanks are API gravity, density,
water and / or basic sediment content. In order to determine these parameters, a well-labeled representative
sample drawn from shore tanks, have to be analyzed in the laboratory which is a procedure in fiscalization.

There is a general saying, “that analysis begins with sampling”. Noting the word representative sample, no
matter the competence of the laboratory or how well equipped they may be, results from such analysis will be
totally misleading, if the samples analysed are not truly representative. So we must be careful in drawing our
samples to make them truly representative, thus enhancing the reliability of the results got from the analysis of
such samples.

DETERMINATION OF API GRAVITY

The standard code for API determination is ASTM D. 1298. The code recommends the use of glass hydrometer
of the appropriate API gravity range and a mercury-in-glass thermometer. The equipment required for the
determination of API gravity includes:

a. A 250 to 1000m3 measuring cylinder

b. A hydrometer of the appropriate API gravity range
c. A mercury-in-glass thermometer

In order to determine the API gravity of given petroleum product sample, proceed as follows:

i. Shake the sample container vigorously to ensure homogeneity of the sample.

ii. Pour part of the sample from the sample container into a 250ml or 500ml measuring cylinder.
iii. Lower the appropriate hydrometer into the sample. The hydrometer will submerge and emerge
repeatedly until it finally settles.
iv. Allow for some seconds for the temperature to stabilize
v. After the temperature has stabilized, read the hydrometer scale that is on the surface of the sample
simultaneously with the temperature from the thermometer component of the hydrometer.

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 NOTE:- The density taken with hydrometer after dipping is called OBSERVED DENSITY and the
temperature is called OBSERVED TEMPERATURE.

If the hydrometer is not equipped with a thermometer, a mercury in glass thermometer can be lowered into
the sample at the same time with the hydrometer and the two read together simultaneously.

In aspect to vessels, some come with open port or cap where you can dip the thief can while some come
with closed cup where you can use the ‘HERMATIC’. The international way of collecting samples from
vessels before tests can be carried out on the sample are as follows:-

(a) Volumetric sampling:- this deals with the different volume from each tank of the vessel.
(b) Equal sampling:- this deals with equal volume as a mixture of every product or sample from each tank
of the vessel which is usually stored for 3 months.

The above categories of sampling are strictly adhered to because the vessel comes with different tanks (up to 13
in number) separated on both the portside and starboard side or only at the centres

FLASH TEST:- It is only used for both AGO and DPK. PMS cannot be flash tested because it is highly
volatile and can ignite at low temperatures.

DISTILLATION OF PMS

For the distillation of PMS, it may be chilled to 0 oC because of its volatile nature before distillation test can be
carried out on the sample.

During distillation of PMS,

At 10ml – the temperature should not be more than 70 oC

At 50ml – the temperature should not be more than 125 oC

At 90ml – the temperature should not be more than 180 oC

FBP (final boiling point) :- is the final/highest temperature it gets to before it starts cooling - the temperature
should not be more than 210 oC.

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 THIEF CAN

FLASH TESTER FOR AGO

DPK FLASH TESTER

33
 DISTILLATION UNIT

FUME CUPBOARD WHERE

SAMPLES AND MEASURING INSTRUMENTS ARE KEPT

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OTHER TESTS ON PMS are as follows:

 Oxidation stability:- this is done as a result of exposing the product to oxygen. As the name implies,
oxidation well known is the addition of oxygen. When the product is exposed to oxygen for some
minutes and no changes occur like colour difference e.t.c
Then, the product is stable.
 Ethanol:- this test was not in existence before but due to the selfish and colour behavior of some of the
petroleum importer. It is noticed that some of the product is been mixed with ethanol but with a
percentage of 90% PMS and 10% ethanol.
 Copper corrosion
 Rapid vapour pressure
 Research octane number (RON):- this is known as the Anti-knock. The minimum is 91 but Nigeria is
using 90 as the minimum number. The device used for this test is called OCTANE FUEL
ANALYZER. It is the number that determines whether the product is capable of breaking down the
engine of a particular machine.
When the product is tested and the results reads from 90 and above, it is assumed that such product is of
good quality but when it reads below, that means it can knock down an engine.
 Lead:- some crude oil contains lead which is very toxic to human health. It is been tested from the odour
of the product
 Suspended particles

NOTE:- PMS alone can be blended with other products but DPK and AGO cannot be blended.

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EXAMPLE: LABORATORY LOG BOOOK PAGE

SAMPLE: PMS

VESSEL: MT KRITON

LOCATION: ATLAS COVE DEPOT/ S.B.M

TIME: 0617HRS

TANK NO: 12/32/31

TESTS RESULTS

APPEARANCE CLEAR
COLOUR UNDYED
OBSERVED DENSITY 733 KG/M3
OBSERVED TEMPERATURE 28.00 oC
DENSITY @ 15 oC 744.6KG/M3
o
DISTILLATION (%) C
IBP 43
10 57
20 64
30 76
40 84
50 93
60 106
70 120
80 135
90 155
95 173
FBP 196
% REC 98.0
%RES 1.0
%LOSS 1.0

REMARKS:- the above test results are within specifications

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2.4 PROBLEMS AND CHALLENGES ENCOUNTERED

During my stay at Atlas Cove Depot, the main problem was transportation as the company was

only reachable through the use of boats and the boats leave on a schedule. At a time when the

transport boats go on a boat course or when the jetty was at Atlas cove was failing, the company

was totally unreachable except through air transport which wasn’t available at the time so I had

to wait several hours at Officers Mess Jetty before I could get to work sometimes.

I also didn’t have the opportunity to get to the SBM jetty. This was because of the risks involved

as operations at the buoy could be fatal as it has claimed lives in the past and so I wasn’t given

permission to go to the buoy. But adequate jetty operations were made known to me at the NEW

ATLAS COVE JETTY (NACJ) and that will most probably suffice as it was a safer and a more

stable place.

There was also the problem of my crew members leaving me out of sensitive and interesting

processes at the plant at the initial stage of my programme. I was told that the processes weren’t

safe for learners. But with time even though this segregation lasted for almost two months, my

crew members gradually involved me in duties and I gradually got grounded in the processes of

the company.

My greatest challenge is the presence of snakes and harmful insects in the tank farm and mostly

on the tanks which restrains me from the tank farm to carry out operations.

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3.0 CHAPTER THREE

3.1 CONCLUSIONS

I honestly, am of the opinion that the SIWES is a perfect platform for students to get themselves

acquainted with their course of study. It affords the student the privilege of having a

pre-conception of what it would be like in the labour market after graduation. It would also serve

as a great guide to prevent the trainee from being in an awkward situation when faced with

challenges similar to the ones as undergone during the training.

During the 6-month industrial training, I gained a wide range of experience from the various

processes undertaken.

Furthermore, the training increases more discipline on responsibilities and has provided me with

the opportunity to become a better team person. It has also improved my understanding of the

uses of Pumps, Tanks, Valves and basic production equipments explained in courses undertaken

at school. My familiarity with production equipments has been greatly widened as the confidence

in knowledge of such equipments is priceless. Also, my communication skills and human

relations improved as I had to commune with so many people in vessels, onshore and offshore.

The programme will inevitably help to increase the zeal of any student and help them to

appreciate the course of study all the more. The objective of which the scheme was however

achieved.

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3.2 RELEVANCE TO COURSE STUDY AND CAREER

As a Chemical engineering Final year student the Industrial training programme has

 Helped me appreciate my course of study and increased zeal in career directions and

aspirations

 It has helped me understand some of the concepts taught to me in school as regards

Production and pipeline equipments as knowledge of these equipments in real life use

could be termed as a perfect explanation of those concepts.

 The experience is very useful to my future career as I aspire to work in an offshore setting or platform as

i find the operations very interesting and eventful

 It has improved my self-consciousness as an individual because one needs concentration

at work to get duties done perfectly if not for any reason but at least to protect life.

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3.3 RECOMMENDATIONS

Having gone through the 6-month training stipulated by the institution as a requirement for the award of B.Sc, I

have the following recommendations to make

 Companies should show more commitment to the training of engineering students so as to improve the

quality of training given.

 Students should be allowed to work in at least two different companies and from different sectors of the

petroleum and gas industry like one in the upstream sector and the other in the downstream sector. This

gives a full idea and representation of the industry

 Students should also be posted to more than two departments that are not in their discipline within the

company so as to broaden the scope of knowledge as no one knows where any experience gained will be

relevant to him/her in the future.

 Government should endeavour to improve business relationships with companies that have SIWES

students, as a way of adding importance to the scheme, in reality.

 Lastly, it would really be of great help, if the SIWES could be done twice before graduation. A possible

date would be second semester, year 3, with a likely duration of 3months. This will facilitate a better

acquisition of practical knowledge on the course.

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 REFERENCES

 Guidelines to a successful Participation in SIWES, O.A Mafe

 Operations Handbook (Atlas Cove)

 www.wikepedia .com

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