TRANSPORT AND STROAGE OF PETROLEUM

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00039R000200160001-2
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 24
• Document Creation Date: December 22, 2016
• Document Release Date: March 21, 2012
• Sequence Number: 1
• Publication Date: January 22, 1953
• Content Type: REPORT

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STAT
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?
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404sts
Transport and Stroage of Petroleum
by P. I. Shishchenko and K. A. Apresov
Transport i Khranenie Nefti, 1950, pp 29, 63, 88, pp 8C-84,
97-98, 114, 115, 118 and 119, Rusthian hook, 1950
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STAT
STAT
f!)
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UNOLASSIFIBD w For Official Use
TABLE 14_
Number Types of Installation ti P
1 Buildings 25 4
2 Pipelines 15 6.5
3 Pampa 10 10
4 Thermal Engines 5 20
5 Storage Tanks 15 6.5
6 Artificial Installations along Route 20 5
7 Electrical Equipment 10 10
UNCLASSIFIED
mosso'
For Official Use
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(continued)
[ p63]
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[1] [2] 1:31 [41 [51
150 4.5 159
150 5.5 159
150 8.0 159
140 17.15
52 20.82
29.79
TABLE? Page 2
[6] [7] [83 191 [103
350 10.0 376 140 90.26
350 12.0 376 52 107.72
350 18.0 376 80 ]69.90
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OA"
p63
5.
?
43
a
.34
r4 .0
E4
r4
r4
[ [ 2]
76 3.25
76 4.0
76 5.0
100 3.75
100 5.0
100 7.0
125 4.0
125 5.0
125 7.0
in Millimeters
e4t
89
89
89
los
108
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TABLE 7
Table 7 gives the dimensions of oil pipelines according to GOST 5098.
in Millimeters
Working ?ressurs,
in Kilograms per
140
52
Cubic Centimeter
Weight per Linear
Meter in Kilograms
[51
6.87
7.10
80 8.76
40 9.64
52 12.70
108 80 15.09
133 40 12.73
133 52 15.78
133 80 21.75
0 0
54 0 54
0
? 42 460
C
1:4
.i 0 .4
r4 ri r-i
I l r-I
N3 "4
= r4 =
sr,
r4
:2 .5 141 4
[63 [71
200 6.5
200 7.5
200 11.0
250 7.5
250 9.0
250 13.0
300 9.0
300 11.0
300 16.0
Outside Diameter,
(81
216
216
216
267
267
267
325
325
325
in Millimeters
0
"-I 0
ai .0 k I
v4
e Si to
b cl
1 1-40
be
1 1 .$ '-4
64
be 2 i
4 54
3
e
ph 4
0. a
Ad 0 0 be e
54 ri
b4 1 1
0 .el
[9] [1.0.1
40 33.58
52 38,56
80 55.61
40 48.00
52 57.26
80 81.43
40 70.14
52 85.18
80 121.93
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*My
The characteristics of the most widely used types of
tank care are given in table 6 taken from the book of V. V.
Povoroshenko entitled "Organisation of the Transportation
of Liquid Freight on Railroad Transport", [Railroad Transm
port Publishing House], 19141).
.0000
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.111?11010."
TABLE 8
p 88 Tank Number of Carrying Weights Coefficient Axle Load Volume of
Cu Axles Capacity, in Tons of Weight (Gross), Tanks In
in Tons in Tons Cubic Meters
[1] [2] [3] [41 [5] [6] [7.1
Standard 2 13.95 7.55 0.54 3.0.7s 15-5
157"13 W.12 IttE 1
Odessa
(TYPe 5) 2 25.00 11.00
Oil
(Thermos) 2 30.70 13.30
Large CaPeeitY
Built by Plant
imeni Andre Marti
for Oil Products 47.00 23.00
23-315
0.44
18.00
0.43
22.00
0.49
17.50
7.6P,
17.
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25.5
25.5
50.0
p 88
[ii
piglo.German
North Caucasus
Railroad
American
(Canadian)
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4111111111.,
IABLE 8 (Continued)
[21 [31 [41 ES] [61 [71
0.79 12.16 30.2
4 27.1 13.6 0.9) 10.17 29.2
1476 irSE DUX
14 35
Figures in the denominator refer to braking tank cars.
24.8 0.73.
34.95 31.4
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4460,
The following factors, as can be seen from table 8$ con-
stitutes fundamental technical characteristics of tank cars.
a. Carryinq, capacity maximum weight load permitted for
transportation in Utak car. The actual load capacity differs, ac
cording to the specific gravity of the oil product being trane-
ported. For example, the load capacity of a. four-axle tank car?
built by to the Plant imoni Andre Marti, whose tank has a volume
of 50 cubic meters, is: 38.0 tons for gasoline with a specific
gravity 0.760; 42.5 tone for kerosene with a specific gravity of
0.850; 46.5 tons for crude oil with a specific gravity of 0.930.
The tanks oars are stencilled to indicate their load cape
-
city in terms of water.
p 88 b. Tare--weight of the empty tank oar is shown in tans aa
the longitudinal supporting member of the frame.
o. Coefficient of weight--ratio of weight of empty tank
car to carrying capacity. The smaller the coefficient the more
economical is a tank car from the point of view of weight carrying
capacity.
d. Axle load--depends basically on the dimensions of rails
and the strength of railroad tracks. Our railroad network has an
average maximum permissible axle load of 18 tons and an newly con-
struoted lines up to 20.5 tone.
Depending on the nature and quality of transported oil pro-
ducts, tank cars are classified according to the following categories:
000.
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Ofta
(1) crude oil, (2) lubricating oil, (3) kerosene, (4) gasoline,
and (5) asphalt.
Tank car intended for a particular trpe of oil product can-
not be utilized for transporting another product without prior
cleaning. For example, crude oil tank cars are intended for all
P 89 kinds of dark oil products, 90MS of which cannot be put into the
tank car until it has been cleaned.
Oil is loaded into the tank car through the dome. Dispedeing
equipment is of design specially for each kind of product trans-
ported.
p 80 311.01.126EFORTATION ROUTES
The favorable geographic location of the principal regions
of the oil industry in the USSR, most of which are to be found
not far from the Caspian Sea, has made possible the vide utiliza-
tion of water transport. The principal oil-producing region of
the Union, Baku, is located on the shore of the Caspian Sea and
this has resulted in the fact that the overwhelming volume (about
70 percent) of Baku oil and oil products are sent over the long
p 80 water route -- Caspian Sea Volga-Mariinsk Systemmleningrad. Along
this route are to be found large supply bases which distribute oil
to the remaining parts of the country. For example, oil products
reach Moscow by way of the Volga-Moscow Canal, and Molotov via the
Kama and Chusovaya rivers. Oil products from a number of points
are distributed to all of Siberia by way of a combined rail-water
route using the rivers of the Obl-Irtysh basin. The supplying of
MONIS:
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OM.
the country's central regions is done primarily through oil bases
which are located along the Volga.
A special feature of hauls over the Caspian sea is that seam
going vessels do not call at Aotrakhanl itself because of shallow
water, but go only as far as the Astrakhan' 12?foot roadstead, 160
kilometers from Astrakhan' ad 670 kilometers from Baku. At this
roadstead, which serves as a transshipment junction, oil cargoes
are pumped from the seagoing vessels of the Kasptanker type to
roadstead (semi-seagoing) barges of the Reydtanker type for delivery
to Astrakhan', which is the largest base an the Volga.
This is an open roadstead because the slight incline of the
bottom in the northern part of the Caspian Sea and because the con-
stant silting from the Volga River does not permit the transfer of
such loads to any shore. Furthermore, this roadstead is not a
fixed geographic point because the gradual shoaling of the mouth
of the Volga and the northern part of the Caspian Sea and the c0la-.
comitant increase in tonnage and consequent deeper settling of
seagoing vessels make it necessary to bring the roadstead vessels
further and further into the open sea.
The special conditions involved in transporting oil cargoes
from the roadstead to Astrakhan' have resulted in the creation of a
special roadstead fleet converted from river barges that have been
specially reinforced so 0 to travel on open water.
*Om"
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410?4
The Astrakhan' base receives oil products from roadstead
vessels and transfers them to Vola river barRes.
Oil cargoes go to Leningrad from 4ftinsk by lay of the
Mariinsk system. Shallow water and the presence of sluice gates
demands the use of a special type of small vessel with a net
capacity up to 900 tons.
The shipping or oil products from Astrakhan' is possible
only from the beginning of April to the end of November because
the mouth of the Volga and the northern part of the Caspian Sea
freeze during the winter.
Transportation between the other ports (Krasnovodsk and
MakhachmiKala) takes place the whole year around. Krasnovodsk
serves as the principal base for supplying Middle Asia through
overland hauls by means of railroad and later over water by means
of Amu-Dar'ye River. Oil cargoes are shipped from Makhach-Kala by
railroad for supplying nearby areas.
On the Black Sea the principal transshipment port is Odessa
where oil products are shipped from Batumi, Tuapse, and Novorossiysk
for supplying principally the southwestern regions of the Union by
way of the Dnepr.
Oil Obtained from the island of Sakhalin at Okha is shipped
by pipeline to the port of Moskallvo, where it is transferred to
sea barges, which carry it to Nikolayevsk. Here it is again trans-
ferred to river barges and delivered by way of the Amur to Khabarovsk
for refining.
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*PIM
2e. virsoFas
Vessels transporting oil and oil products can basically be
broken down into sea and river craft) they can be further subm?
divided into self-propelled and nonwself-propelled craft.
At the present time seagoing oil-carrying vessels, usually
called tankers, have a load capacity varying from 1000 to 9000 tons
(for voyages on the Caspian and Black sea), oceanoigoing up to
12,000 tons.
Barges are used for hauling oil products along lock systems
(Mariinsk system), The width of vessels is limited by the size of
p 81 the locks. With respect to design they differ but little from those
of the Volga, having a net capacity up to 900-1000 tans.
p 82 All oil-carrytng vessels diffgr from those carrying non-
liquid cargoes in that they are divided into compartments which
prevent shifting of the entire mass of the liquid to any one side
while the vessel is underway, If liquid cargoes were permitted to
move freely within the ship, this would tend to cause excessive
dippinp?of the prow or stern, as well as heeling to the sides. To
prevent this occurrence the hull of the vessel is divided longitudinal-
ly and transversely by a number of water tight bulkheads running
from the bottom to the deck. In this way the hold is divided into
individual compartments (tanks), and stern and prow compartments
which are dry, This design for liquid.wicarrying vessels checks the
shifting of the liquid cargo throughout the hold while the vessel
is in motion, increases the stability of the vessel (stability
-11-

.wiwo
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imie4
refers to the ability of the vessel to regain its initial upright
position after temporarily loosing it because of some external
force), and also reinforces the strength of the vessel. Moreover,
the separa* tanks make it possible to transport different kinds
of oil products simultaneously on the same vessel.
The compartments are interconnected through openings in the
bulkheads which can be hermetically sealed by metal wicket valves
called olikets. The clickets are controlled by handwheels located
on the deck and are opened only during the time of loading and un-
loading of cargo,
On self-propelled liquid-cargo vessels (figure 33) the en-
gine and boiler rooms are located in the stern of the vessel.
Both the stern and prow compartments are separated from the
liquid-cargo compartments by two watertight vertical bulkheads
which are set 1 to 1.5 meters apart.
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limatv
,04.4...."??????4,?Moiromp...4....
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r.
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, tali ON 41i0./14048411110461411.14611444101.4.0.14?146641....44.
.... 14 0.0.1
????10.1??????"1.111?104?00,441/11414.11.00401/
?ow....1?1000.....11.41.4.010-06?...?????104.
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Wall
OW 1.41.14 110.1.1?41,1 WO
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r 4 p
11..1110111hot Iforite
.4?10?1?14....,1 4.1e t. +i ON ? 4.1.11.1111110.i
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if
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e( ' I Y,
\
Figaro 33
Liquid.Carrying Vessel (Tanker)
1 . No 1 cofferdam; 2 . No 2 cofferdam 3 - boiler fuel: - tanks
for storage of oil products; 5 . pumping compartment; 6 - pilot
bridge; 7 - boiler room.
?
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p83
01w
Large-tonnage tankers of the Kasptanker type built at the
Krasnoye Sormovo Plant carry up to 9000 tons of oil) they are de-
sirmed for service on the Caspian Sea. They consist of a prow
section, a dry bilge, a forward cofferdam, 9 pair of middle come
partments 9 pair of side compartments, an engine room and stern
(storage) compartment.
The 9 pair of central compartments and 8 pair of side come
partments are adapted for the receiving and transportation of only
one kind of oil product. The last, the ninth, pair of side com-
partments is located under the pumps which are next to the engine
room and are separated from it by a transverse bulkhead.
The central cargo compartments do not coma in contact with
the engine room. Past the ninth pair of central compartments are
to be found the fuel compartment and a cofferdam. In this way the
stern cofferdam does not continue from one side to the other but
is only a section between the longitudinal side partitions.
The bulkheads contain valves which can be opened to re-
ceive or discharge the cargo. When these valves are open, the
oil can flaw from one compartment to another.
P 83 With the valves open all of the oil gravitates toward the
ninth pair of central compartments from which point it is dis-
charged by pump.
Tankers are equipped with four-cylinder, two-cycle diesels
of the "MAN" type. The output of each engine is 1400 horsepower.
mmo
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Woe
The total output is 2600 horsepower.
Tankerwtowshore discharge to accomplished by means ol! two
centrifugal cargo pumps and two cleantn1 pumps. The capacity of
each cargo pump Ls 800 cubic meters per hour and of each cleaning
pump 150 cubic meters of water.
Tankers also have equipment for flushinl decks and are pro-
vided with gas vents which ran from the compartments up along the
masts.
Special oil piers have been built for the loading and un-
loading of oil-carrying tankers and barges, These piers provide
accomodations for vessels, shore pipelines, oil storage facilities,
etc.
Loading is gravitational when the relief of the area pro-
vides adequate speed; otherwise, shore-based pumps are used. The
shiposto-share connection is made by means of a flexible metal pipe-
line.
At roadsteads, a seagoing tankeri unloads directly into a
roadstead barge which ties up to its side; the tankeell pumps are
used. So as not to overwork the tanker's pumps when discharging
at a pier, the tanker pumps its cargo into nearby, intermediate,
shore storage facilities; shore pumps later transfer the cargo to
oil storage tanks.
Figure 34 shows the design of the. hull and pipelines of an
oilocarrying barge.
000
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0
Both barge and tanker hulls are divided Into compartments
which are connected by valves,
?..,I. I, : tOnier........,091,....????? .... ??????????? ....P.M .
, ?
MOP 11?11??? 10.0.1 A..................?
!WM.., .ffroWatiggrIVIAL ONOMANeera.Verr.141.101.4.0.42.111.06.0?Mor.101411:110.0. li ? \
111.00. ir? Y?110 /
11.1011,..S?fe??????7111110... ???????? .04'.
,
?roong?mromt.
4
1?04.1?111romos. ., 1.464 ........+4?????1:????44 it:, ,,,
ro w t e, -...v.w.t.........,...04.,..0.0,to0 +wooer rd,41,f
Figure 34
Design of the Hull and Pipelines of a River Oil-Carrying Barge
I wi longitudinal bulkhead; 2 transverse bulkhead; 3 dry prglyw
section; 4 . dry stern section; . main pipeline; 6 . branching
to compartments; 7 . fantail; 8 watertight bulkhead.
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4.1
41.dot
For loadinr, and unloading the barges are provided with a
pipeline which has branches running to each compartment. Loading
and unloading of the barges is usually accomplished by means of
pumps which are located on the barge tugboats, fixed shore pumps,
or floating oil-pump units which are capable of performing all
loading and tranaloading operations.
2. TRANSPORTATION IN CONTAINERS
P 97 The oldest method of transporting oil products is in con.,
tainers; under certain conditions this method is still important.
Such widely used oil products as lasoline and kerosene are
shipped in containers only when there is a very small quantity in.
volved or when there is no railroad or waterway available.
Oil products, which are produced in insignificant quantities
and which cannot practicably be storeCin tanks are also transported
in containers.
At the present time the following are the principal types
being transported in containers: high.quality oils, solidified
lubricants, oil bitumens, and various other special kinds of oil
products.
Iron drams, wooden barrels and iron and tin cans are the
most widely used kinds of oil containers.
p 97 For light oil products(gasoline and kerosene), strong iron
drums having a capacity up to 275 liters are used, but oils and
-17
Declassified
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4001o4
solidified lubricants are shipped exclusively in wooden barrels
having a capacity ranging from 100 to 225 liters. Cans having a
capacity of 16 to 80 liters are used for small quantities of oils,
solidified lubricants, and fuel.
The design, capacity and use of the containers described
above are determined by different OST specifications and by the
technical conditions current in the oil industry.
Tho containers are received at the oil supply bases in
railroad cars and vessels but are transshipped to the consumer via
truck.
Containori transportation is costly because it adds a large
additional expense to the cost of oil products. For this reason
it is necessary to devote a great deal of attention to problems of
proper transportation (loading, unloading, storage) in order to
prevent deformation of the containers which would render them un-
fit for further use.
33. NIRIEP2L ....rAmouLTEsleseaLlijm
For purposes of decreasing the cost of transportation in conm
tamer's and of alleviating the demand for metal barrels, sturdy,
small capacity iron tank called "containers" are being used. These
containers vary in sizes from 1.4 to 6 cubic meters) they are
transported on railroad flatcars and then transloaded onto trucks
for direct delivery to the consumer. Certain types of containers
(1.4 to 6 cubic meters) are provided 4th integral rims on which
they can be rolled; when fitted out with a special yoke they can
.418.
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.04
be drawn by a truck-tractor (agar() 110). Thia means of transport-
P 98 ing the containers Is erfectivn not only along: good roads blt also
where there aro no roads, which in of great importance when sup0
plying fuel to agriclatnral machinery operating in the fields.
When oil is transported in containers the quality of the
product remains unchanged up to the time of use; the contents are
not subject to the losses which are unavoidable for all other
means of transportation which involve loading, unloading, pumping,
and bulk storage.
WO.
...????????????....?????11100110.4.
.0"
Figure 40
Drawing of Container
-barrel; 2. rims; 3 . cap; 4 .? hub; S4, yoke for tot oar
19
oew
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p1114
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4atiobs
In any came) all authors who have attempted to make such a
study concur that ouch losses when taken on the scale of the entire
oil industry or the USSR are tremendous and, in monetary terms,
comprise hundreds or millions of rAbles annually.
(Professor Yakovlev, deputy chairman of the Commission an
Motor Fuel of the Academy of Sciences, mentions in an article pub-
lished in the paper "Tekhnika", No 40 1937 that losses in monetary
terms should be fixed at one and a half billion rubles annually
and in quantitative form at 40 percent of the total quantity of
light oil fractions produced in 1936.)
According to data of AzDIII, gasoline fraction losses of oil
in air lift operations vary from 0.8 percent for heavy oil to a 2
percent light oil of the weight of produced oil. Be estimating the
gas factor to be on the average 50 cubic meters per ton for cosi-
pressed wells, we thus will have a lose for each 1000 tans of oil
obtained by air lift ranging up to 20 tons of gasoline and 50,000
cubic meters of gas, which is the equivalent of 50 tons when con-
verted into oil.
p 118 Experiments in determining loss from evaporation have been
carried out by many researchers both in the USSR and abroad.
We shall mention certain of these experiments below so as to
give an idea of the characteristic size of such losses.
The average rate of evaporation from a hermetic tank having
a capacity of 8,745 tons filled with gasoline attains 1.11 tons per
20
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p118
ph,
Owe
VIVOLASSITIO w For Offloial Use ohr,
day (or 4.7 percent of the vollme contAtned in the tank per year).
Losses in summer exceed averaf, annual losses by approximately
1/2 percent.
In order to determine the erfect of ventilating valves, a
comparative experiment was conducted with two tanks having a capa-
city up to 8,754 tons filled with gasoline, wherein one was prow
vided with a valve in general use adjusted for a pressure and vacuum
of 22 millimeters of water column and the other had an ordinary
opening without a valve. Both tanks were subject to identical con-
ditions of temperature and the length of storage (about 35 day* was
the same.
The experiments showed the following daily loss: 548 liters
for the tank equipped with a ventilating valve and 933 liters for
the tank with the ordinary opening.
Interesting data on loss during storage for half-full tanks
of gasoline with varying specific gravity and as expansibility are
given by A. F. Vinogradov in the publication "NKh" No 12 (1947).
The results are shown as curves in figure 49 wherein annual storage
losses due to slight volitilization are plotted on the abscissa
for gasoline with a vapor density of "p" equals 600, 375, and 140
millimeters of mArcary column for four locations in the USSR: 1 -
Astrakhan', 2 Kuybyshev, 3 Leningrad, and 4 .0 Arkhangelfski
The graph gives the ratio of loss to tank capacity, type of gasoline,
and climatic conditions.
UNCLASSIFIED For Official Use Oir),
is, 23.
Declassified in Part - Sanitized Copy Approved for Release 2012/03/21 : CIA-RDP82-00039R000200160001-2
Declassified in Part - Sanitized Copy Approved for Release 2012/03/21 : CIA-RDP82-00039R000200160001-2
STAT
Declassified in Part - Sanitized Copy Approved for Release 2012/03/21 : CIA-RDP82-00039R000200160001-2