6.16.2.3 ENI Tank Cleaning Procedure

Eni Trading & Shipping S.p.A.
TYPE OF REGULATION:
TITLE:
Disposition n. 12
of January the 27th, 2010
DISPOSITION
CLEANING CARGO TANKS IN TRANSPORT BY SEA
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)
REMARKS:
IUSSED DATE: January 27th, 2010

PREPARED BY:
OPER
EFFECTIVE DATE: January 27th, 2010
CHECKED BY:
APPROVED BY:
HRSE
SHIP
Disposition nr. 12 of January 27st, 2010

Cleaning Cargo Tanks in Transport by Sea
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

INDEX
Pag.
SCOPE
FIELD OF APPLICATION
REFERENCES
DEFINITIONS
OPERATIONAL INSTRUCTIONS
RESPONSIBILITY FOR CHECKING THE SUITABILITY OF THE

PROCEDURE
23
RESPONSABILITY FOR UPDATING THE PROCEDURE
23
RESPONSIBILITY FOR CHECKING THE APPLICATIONN OF THE

PROCEDURE
23
ARCHIVING OF DOCUMENTS
23
SYMBOLS LEGENDA
24
Annex

SCOPE
The aim of this procedure is to guarantee that the quality of the finished/semifinished/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 60C. 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 washwater pressure, which by rotating on their vertical and horizontal axis enable washing

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 82.5C. If the tanks are not gas-free,
the maximum allowed temperature is 60C 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 4C and a
litre of the product at 15C. 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.

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 61C, 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 37.8C and it is commonly reported in kilopascal (kPa).
Slops: mixture of petroleum products, water and sediment resulting from tank
washing.

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.

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;

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.

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
10

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
11

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
12

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
Captains 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.
13

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.
14

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.
15

Loading
When the loading operations are started, it is advisable:
1)
2)
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;
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,
16

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.
17

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 waterdetecting 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.
18

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 15C.
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.
19

Load measurements
The crew should strictly follow the procedure described below.
A)
B)
C)
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.
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.
The conversion and reduction coefficients used for density and volumes must
be obtained from ASTM tables.
20

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.
21

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.
22

SYMBOLS LEGENDA
P
= Drain entire system (tanks, pipelines, pumps, filters)
= 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)
= 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.
= 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.
23
PRODUCTS
Gasoline
Leaded
Methyl Ter Butyl Ether

Ethyl Ter Butyl Ether
Unleaded Gasoline
(Benzina Super senza Piombo)
Unleaded BluSuper
(Benzina BluSuper 98 Ron)
Leaded Gasoline
(Benzina Super con Piombo)
VNL
Virgin Naphtha, Light
VNH
MTBE
ETBE - BioETBE
Gasoline
Unleaded
Lubricating Oil
SN 90
SN 90 HF
SN 150
SN 150 S
Solvent Neutral 70
Solvent Neutral 70 HydroFinished
Solvent Neutral 80
Low Pour Point
Solvent Neutral 90
Solvent Neutral 90 HydroFinished
Solvent Neutral 150
Solvent Neutral 150 S
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
Jet Propeller 8
Jet Fuel per A.M.I.
Kerosene
(Petrolio)
Fatty Aicd Methyl Esthers
(Biodiesel)
Gasoil Sulphur<0,001%
(Gasolio Motori)
Gasoil Sulphur>0,001%
(Gasolio Riscaldamento)
BluDiesel Tech
(Gasolio Blu)
Gas oil M. M. (NATO F-76)
Gasolio Marina Militare Italiana
BS 200
Bright Stock 200
BluSuper
Ron 98
JET P-8
JET FUEL AMI
KERO
F.A.M.E.
Biodiesel
Gasoil
S<0,001 %
Gasoil
S>0,001 %
BluDieselTech
Gasoil F-76
LCO
Light Cycle Oil
CAT FEED
Cat Feed
(GAV - HVGO Vacuum Gasoil - Heavy Vacuum Gasoil - LVGO)

Light Vacuum Gasoil
Heavy Gasoil
Heavy Atmospheric Gasoil
GAP
(Gasolio Pesante)
SN 70
SN 70 HF
SN 80 LPP
Dirty Product
D.A.E.
ESAR
Distillate Aromatic Estract

(Estratti Aromatici)
LFO LSC
(OCF BTZ)
Light Fuel Oil, Low Sulphur Content

(Olio Com. Fluido Basso Tenore Zolfo)
HFO SLSC
(OCD CSZ)
Heavy Fuel Oil, Super Low Sulphur C.

(Olio Com. Denso Bassissimo Zolfo)
HFO LSC
(OCD BTZ)
Heavy Fuel Oil, Low Sulphur Content

(Olio Com. Denso Basso Tenore Zolfo)
HFO MSC
(OCD MTZ)
Heavy Fuel Oil Medium Sulphur Content

(Olio Com. Denso Medio Tenore Zolfo)
HFO HSC
(OCD ATZ)
Heavy Fuel Oil High Sulphur Content

(Olio Com. Denso Alto Tenore Zolfo)
FO 180
mm2/s
FO 380
mm2/s
Atm. Res.
(Res. Atm.)
Bitu
Crude
Fuel Oil 180 mm2/s

Fuel Oil 380 mm2/s
Atmospheric Residue
(Residuo Atmosferico)
Bitumen
Crude Oil
OPERATIONS
D
(P)
F
FWF
( F Dolce )
Draining
( Prosciugamento )
Flushing
( Flussaggio )
Fresh Water Flushing
( Flussaggio con acqua dolce )
CWW
(LF)
HWW
(LC)
V
M
Cold Water Washing

( Lavaggio a Freddo )
Hot Water Washing
( Lavaggio a Caldo )
Ventilation
( Ventilazione )
Mopping
Annex 1
Eni Trading & Shipping S.p.A. - Janury 2010
Annex 2
Lubricating
Oil
Notes:
LCO
Gasoil F-76
Gasoil
S 0,001
Gasoil
S>0,001
BluDiesel
Tech
F.A.M.E.
Biodiesel
KERO
Jet A-1
Lamium
Jet P-8
Jet Fuel AMI
ALK
LCN
CWW
V
CWW
V
CWW
V M
CWW
V
CWW
V M
CWW
V
CWW
V M
CWW
CWW
CWW
V
CWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
CWW
CWW
CWW
NO
CWW
V M
CWW
V
CWW
V
CWW
V M
CWW
CWW
NO
NO
NO
CWW
CWW
CWW
V
CWW
V
CWW
V
CWW
V
CWW
V
CWW
V M
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V
CWW
V
VNL
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V M
CWW
CWW
V
CWW
V
CWW
V M
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V
CWW
CWW
CWW
CWW
D
CWW
CWW
CWW
V M
LCN
CWW
CWW
V M
VNH
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V M
CWW
CWW
CWW
V M
ALK
CWW
V
CWW
CWW
V M
CWW
V
CWW
CWW
V M
D
D
CWW
CWW
CWW
CWW
CWW
CWW
Jet P-8
Jet Fuel
per AMI
CWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
CWW
V M
Jet A-1
Lamium
CWW
V
CWW
Gas Free
D V
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
V M
KERO
CWW
NO
NO
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
HWW
V M
F.A.M.E.
Biodiesel
CWW
Gas Free
D V
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
HWW
V M
Gasoil
S 0,001
CWW
CWW
CWW
V M
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
CWW
NO
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
HWW
V M
Gasoil
F-76
CWW
CWW
CWW
NO
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
HWW
V M
LCO
See
Lub. Oil
NO
CWW
CWW
HWW
V M
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
NO
CWW
CWW
HWW
V M
Lub.
Oil
Eni Trading & Shipping S.p.A. - January 2010
Cleaning procedures may not be applicable when ships are leased to third parties. In such a case, cleaning procedures must be agreed upon each time with Eni Trading & Shipping on a case-by-case basis.
In case of carriage F.A.M.E. (Biodiesel) tanks, lines must absolutely be free of water, with previous drying either inliquid fase or vapour fase, and nitrogen must be used to blow into lines and padding operations.
Gas Free
D V
HWW
V M
HWW
V M
CWW
CWW
CWW
CWW
CWW
CWW
HWW
V M
CWW
CWW
CWW
HWW
V M
CWW
CWW
HWW
V M
Gasoil BluDiesel
S>0,001
Tech
CWW
CWW
CWW
V
V
V
V
V
V
D
D
D
D
D
D
V
V
V
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
CWW
D
D
D
V M
V M
V M
V M
V M
V M
V M
V M
V M
V M
V M
V M
After each of the above mentioned operations, tanks, lines, pumps and valve filters must always be drained completely. Residues must be drained to a slop tank.
Vessels equipped with Inert Gas Sistem should perform tanks Purging instead of Venting procedures.
CWW
V
CWW
V
CWW
V
CWW
V M
CWW
V M
CWW
V
CWW
V M
CWW
V
CWW
V
CWW
V
CWW
CWW
VNH
CWW
CWW
CWW
Unleaded Unleaded
BluSuper Leaded
Gasoline Gasoline
Ron 98 Gasoline
S 0,001 S>0,001
CWW
CWW
CWW
CWW
V M
V M
V M
V M
MTBE
ETBE
BioETBE
VNL
Unl. Gasoline
S 0,001
Unl. Gasoline
S>0,001
BluSuper
Ron 98
Leaded
Gasoline
ETBE-BioETBE
Next
MTBE
Previous
CLEANING PROCEDURE FOR LIGHT AND MEDIUM PETROLEUM PRODUCTS - COATED TANKS
D
Remove any
traces of water
D
Remove any
traces of water
FO high S
180 / 380
BITUMEN
ATMOSPHERIC
RESIDUE
CRUDE OIL
Annex 3
Notes:
FO low S
180 / 380
D
Remove any
traces of water
HFO LSC
D
Remove any
traces of water
NO
HFO
MSC/HSC
D
Remove any
traces of water
FO low S
180 / 380
D
Remove any
traces of water
NO
FO high S
180 / 380
NO
NO
NO
NO
NO
BITUMEN
NO
NO
NO
NO
NO
ATMOSPHERIC
RESIDUE
Procedures to be
agreed upon
with H. O.
Procedures to be
agreed upon
with H. O.
NO
NO
NO
NO
CRUDE OIL
After each of the above mentioned operations , tanks, lines, pumps and valve filters must always be drained completely . Residues must be drained to a slop tank.
Washing of tanks used for transportion of FO and Bunker products must be performed using freshwater only.
To avoid the formation of Emulsions during transportation of bitumen, all residual traces of water must be eliminated completely from tanks and loading equipment.
Cleaning procedures may not be applicable when ships are leased to third parties. In such a case, cleaning procedures must be agreed upon each time with ENI Trading & Shipping on a case-bycase basis.
HFO
MSC/HSC
HFO LSC
HFO SLSC
LFO LSC
HFO SLSC
LFO LSC
Previous
Next
CLEANING PROCEDURE HEAVY PETROLEUM PRODUCTS
Annex 4
Notes:
Sodium
Hydroxide
MTBE
ETBE BioETBE
Phenol
Dicloro
Ethane
Acetone
Lubricating
Oil
Sulphurid
Acid
Gasoil
KERO
JET FUEL
LAMIUM
ALK
LCN
VN
CWW
V
CWW
V
CWW
V
CWW
V
VN
CWW
V
CWW
V
LCN
CWW
V
CWW
V
ALK
CWW
V
CWW
V
JET
FUEL
LAMIUM
CWW
V
CWW
V
KERO
HWW
V M
HWW
V M
Gasoil
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
Lub.
Oil
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
Sulphurid
Acid
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
Acetone
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
CWW
V M
CWW
V M
HWW
V M
LF
V M
HWW
V M
CWW
V M
HWW
V M
HWW
V M
Dicloro
Ethane
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
Phenol
CWW
V M
CWW
V M
CWW
V M
CWW
V
CWW
V M
CWW
V
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
V M
CWW
CWW
V
CWW
V
MTBE
ETBE
BioETBE
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
Sodium
Hydroxide
Cleaning procedures may not be applicable when ships are leased to third parties. In such a case, cleaning procedures must be agreed upon each time with ENI Trading &
Shipping on a case-by-case basis.
Petroleum products ONLY: vessels equipped with Inert Gas Sistem should perform tanks Purging instead of Venting procedures.
Chemical products ONLY: use fresh water for washing operations and refill the tanks with inert gas after the Mopping procedure.
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
HWW
V M
CWW
V
CWW
V
Leaded
Gasoline
SEE "CLEANING PROCEDURE FOR LIGHT AND MEDIUM PETROLEUM PRODUCTS

COATED TANKS"
C7 TOLUENE
Unleaded
Gasoline
Leaded
Gasoline
Unleaded
C6
C7
BENZENE TOLUENE Gasoline
C6 BENZENE
Next
Previous
CLEANING PROCEDURE FOR NEAT PETROLEUM PRODUCTS AND CHEMICALS
SN 90
SN 90 HF
SN 150
SN 150S - SH 5
SN 500
SH 9
BS 150
BS 200
Annex 5
SN 80 LPP
SN 90
SN 90 HF
SN 150
SN 150S - SH 5
SN 500
SH 9
CWW + M
CWW + M
CWW + M
BS 150
CWW + M
CWW + M
CWW + M
CWW + M
BS 200
Eni Trading & Shippng S.p.A. - January 2010
Cleaning procedures may not be applicable when ships are leased to third parties. In such a case, cleaning procedures must be agreed upon each time with
ENI Trading & Shipping on a case-by-case basis.
SN 80 LPP
Notes:
SN 70
SN 70 HF
SN 70
SN 70 HF
Next
Previous
CLEANING PROCEDURE FOR LUBRICANTS

6.16.2.3 ENI Tank Cleaning Procedure

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6.16.2.3 ENI Tank Cleaning Procedure

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Eni Trading & Shipping S.p.A.

CLEANING CARGO TANKS IN TRANSPORT BY SEA

This provision delete and replace the disposition nr 6 of July

IUSSED DATE: January 27th, 2010

EFFECTIVE DATE: January 27th, 2010

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

RESPONSIBILITY FOR CHECKING THE SUITABILITY OF THE

RESPONSABILITY FOR UPDATING THE PROCEDURE

RESPONSIBILITY FOR CHECKING THE APPLICATIONN OF THE

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Ullage: free height of a tank above liquid level.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Sea passage with ballast and tank conditioning before loading

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Sea passage with loaded vessel

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

GAS-FREE / SAFETY CERTIFICATE

ANNEX 1 : LIST OF PRODUCTS

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

CRUDE CLEANING STANDARDS

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

BITUMEN CLEANING STANDARDS

Pre-heating Preparation of loading tank and pipelines

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Loading should be carried out simultaneously in a group of tanks. In the unwelcome

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

GAUGING AND SAMPLING OF PRODUCTS

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

Load volume measurement. The ullage measurements must be carried out

Disposition nr. 12 of January 27st, 2010

Eni Trading & Shipping S.p.A.

1 sample to the refinery

The quantities of product necessary to obtain a representative "on board flange"

1 sample to the vessel

Disposition nr. 12 of January 27st, 2010