Solved: Reg TSW in Oil and Gas

former_member810660 · ‎02-21-2007

Hi Experts,

Iam new to this Oil-Gas in SAP.

Can any one tell abt TSW bussiness senario in general (not in sap).

And then tell how we can map in to SAP.

sumana

Former Member · ‎04-05-2007

Hi, I am posting some info on OIL & GAS SHIPPING which relates to TSW -

A.Terminal Management

A Terminal receives, stores, and distributes crude oil, feedstocks, lubricants, petrochemicals, and bunker oils (used for fueling ships and other marine vessels). A modern terminal now also provides inventory management, storage, and distribution services for refiners and other large end-users of crude oil.

A terminal has three basic facilities:

•Storage facilities

•Crude oil receiving facility including tanker berthing facility to along with pipeline arrangement: To give a dimension of the facilities available in a terminal, we quote that the Nederland Terminal in USA can receive crude oil at each of its five ship docks and three barge berths, which can accommodate any vessel capable of navigating the 40-foot freshwater draft of the Sabine-Neches Ship Channel. The five ship docks are capable of receiving over 1.0 million barrels per day of crude oil. The terminal can also receive crude oil through a number of pipelines.

•Delivery system: The Nederland Terminal can deliver crude oil and other petroleum products via pipeline, barge, ship, rail, or truck. Nederland Terminal is capable of delivering over 1.0 million barrels per day of crude oil to 12 connecting pipelines.

B.Shipping

Shipping is an integral part of Oil Industry. One of the factors behind Oil Industry’s global reach is ship’s ability to carry large quantity of oil all across the world.

Size of Vessels

Ship size has direct relevance to the cargo carrying capacity and port related facilities required for the ship to berth. The following terminology speaks about the dimension of ships:

•LOA (Length Over All): LOA is the overall length of a ship from foremost to the aftermost part. VLCC 300m, Suezmax 275m, Aframax 240m

•Beam: The width of a vessel at its widest part.

•Draft: The depth of the vessel below the waterline, which varies depending on the amount of cargo on board and the density of the water the vessel is lying in.

•Hull: The Hull is the Shell including the superstructure.

•Double Hull: A design of tanker which has double sides and a double bottom. The space in between are used for ballast.

•Ballast: Ballast is required in an empty ship to give her sufficient draft to ensure stability and sea handling.

•Dead weight (dwt): The cargo carrying capacity of a vessel plus the weight of bunkers, stores, fresh water etc (in MT).

•Gross Tonnage (GRT): A measurement of volumes including most of the confined spaces on board.

Types of Ship

I. With Reference to suitability for Cargoes & Trades

A] DRY Trades

B] WET Trades

II. With Reference to Tonnage

Dry Trade

•Liner Trades: Ships are designed to carry a variety of cargo between specific ports on fixed schedules.

Example: Containership, Barge carriers

•Tramp Trades: Ships are designed to carry no specific types of cargo and travel anywhere in the world

Example: Conventional Bulk Vessels (Handy max, Panamax, Capesize), ore carriers & combination carriers.

Wet Trade

•Crude Carriers

•Product Carriers

•Chemical Carriers

•Gas Carriers

•Specialist Vessels

Tonnage

•ULCC = A tanker of 320,000 + dwt

•VLCC = A tanker of 160-319,999 dwt

•Suezmax = Tanker between 120 - 159,999 dwt.

•Aframax = Tanker of 80-119,999 dwt

•Panamax Tanker between 50 - 80,000 dwt

•MR Tankers Tanker between 40-49,999 dwt

•Parcel Tankers Tanker between 10–39,999 dwt

Tanker Chartering

A vessel can be chartered in any of the following ways.

i) Voyage Charter

ii) Time Charter

iii) Bareboat Charter

iv) Trip-Time Charter

v) Contract of Affreightment (COA)

•Voyage Charter

Ship is engaged for either a single voyage or for consecutive/round voyage for shipments of an agreed quantity of cargo. The shipowner undertakes to provide the vessel to the charterers for carriage of agreed cargo within the certain range of rates and conditions mutually agreed in advance.

•Time Charter

Ship is hired for a fixed period of time for operation within the defined territories or between safe ports. The responsibility of scheduling the ship employment and meeting port expenses, canal dues, fuel cost, cargo expenses etc remains with the charterers. Running expenses have to be met by ship owners

•Bareboat Charter

Ship owner let out the bare ship for a period of time to the charterer. The ship in the bare form lies at the disposal of the charterer who has the full responsibility of operating and manning the ship. Thus charterer in this case become the disponent owners

•Trip -Time Charter

Ship is chartered on single or round voyage basis, where charterers bear greater responsibilities in ensuring timely performance of the voyage.

•Contract of Affreightment (COA)

Owner & Charterer agree to carry a certain quantity of specified cargo from one port to another during a fixed period at an agreed freight rate.

The ship owner may engage the number of ships to complete the assignment or contract within the agreed period.

Freight Market

Freight is what a tanker charter pays to the tanker owner. Depending upon the type of chartering used, it would essentially cover all the variable costs of running a vessel and a part of the fixed cost. The type of chartering as described above, would essentially apportion the cost either to the charter or to the owner, as the case may be.

For example, if a tanker is taken on a time charterer basis, then the variable costs like cost of bunkering, port dues etc are directly incurred by the charterer and the owner manages all the fixed costs like manpower. Therefore, the freight would cover only the fixed cost element.

If on the other hand, a tanker is chartered only for a voyage, then freight would essentially cover all costs which a charterer would pay.

Chartering is always done through brokers. A charterer in need for moving a cargo would give his requirement to a broker who would get a suitable vessel for the particular cargo at that point of time.

Freight market is highly sensitive to time. For a particular cargo type and cargo size, specific vessels are required. For example, crude vessel of a 100,000 tonnes, wuld require a ‘afra max’ vessel or a ‘suez max’ vessel with dead freight. Similarly, LNG and LPG vessels are specialized carriers. White oil and black oil vessels cannot be interchanged from voyage to voyage. It would mean grade changeover, for which there are stipulated keys (tables prescribing washing the tanks). There are vessel with registration restriction, like coastal voyage and international voyage. Various terminals have age restriction for vessels, like certain terminal would not accept a vessel more than 20 years. Most of the modern terminals have their own ship vetting system. All the restrictions coupled with the lay days requirement (period during which a vessel is required to report at the terminal), make the vessel selection quite a limited option. Within limited option available to a charterer, he has to enter the market through a broker and come out of it very carefully, so that he can get the best deal. Al the same time, from the tanker owner’s perspective, a tanker should get good business. Idling time of a tanker is a costly proposition for the tanker owner.

Essential features of a chartering party contract

A chartering contract is an agreement signed by the chartered with the ship owner or his agent. The contact would essentially cover the following points:

•The cargo description and quantity

•Load port and discharge port

•Laycan –the period during which the cargo is to be uplifted

•Freight rate – usually $ per vessel for the whole voyage

•Demurrage rate – usually $ per day

•Free time for loading and unloading operation – Usually 72 hrs permitted at both load port and discharge port

•Loading instruction, if any

•Port restriction, if any

Besides these cargo specific points, the charter party contract has got inbuilt provisions as per international maritime law, specifying liabilities and responsibilities of the charterer and the ship owner.

INCHOE Terms

The liabilities and responsibility of the seller and buyer of the cargo is spelt out in a document, called INCHOE TERMS. That would essentially mean, whether the cargo is to be uplifted on FOB or CFR or CIF basis. That would essentially mean, who pays the freight.

Irrespective of FOB or CFR, the title and ownership of cargo gets transferred to buyer at the flange of the manifold connecting the ship and the hose.

Bill of Lading

Bill of Lading is an essential shipping document that bears the ownership of cargo, quantity assessment, load and discharge port and the date of completion of loading.

Worldscale

•The new World wide Tanker Nominal Freight Scale is a catalogue of theoretical freight rates expressed as US dollars per tonne for most of the conceivable spot voyages in the tanker trade.

•Worldscale is used because it gives the flexibility required for the oil trade. If a tanker fixture takes place, this would involve the ship owner to calculate separate individual freights for a wide variety of discharge points.

Worldscale provides a solution to this problem in that it offers a set of nominal rates designed to provide roughly the same daily income irrespective of discharge point.

•Standard Vessel : 75,000 tonnes

•Average service speed :14.5 knots

•Bunker Consumption : 55 tonnes / day

•Grade of fuel oil : 380 cst

•Port time : 4 days basis 1 load / 1 discharge

•Fixed hire element : USD 12,000 /day

•Bunker price : USD 167.75 per tonne

•Port Costs : Current

•Canal Transit Time : 30 hrs for Suez Canal, 24 hrs for Panama canal

Here is the link for SAP IS Oil TSW

Hope the above info answers your query.

Regards,

Vijay

View solution in original post

Former Member · ‎04-05-2007

Hi, I am posting some info on OIL & GAS SHIPPING which relates to TSW -

A.Terminal Management

A Terminal receives, stores, and distributes crude oil, feedstocks, lubricants, petrochemicals, and bunker oils (used for fueling ships and other marine vessels). A modern terminal now also provides inventory management, storage, and distribution services for refiners and other large end-users of crude oil.

A terminal has three basic facilities:

•Storage facilities

•Crude oil receiving facility including tanker berthing facility to along with pipeline arrangement: To give a dimension of the facilities available in a terminal, we quote that the Nederland Terminal in USA can receive crude oil at each of its five ship docks and three barge berths, which can accommodate any vessel capable of navigating the 40-foot freshwater draft of the Sabine-Neches Ship Channel. The five ship docks are capable of receiving over 1.0 million barrels per day of crude oil. The terminal can also receive crude oil through a number of pipelines.

•Delivery system: The Nederland Terminal can deliver crude oil and other petroleum products via pipeline, barge, ship, rail, or truck. Nederland Terminal is capable of delivering over 1.0 million barrels per day of crude oil to 12 connecting pipelines.

B.Shipping

Shipping is an integral part of Oil Industry. One of the factors behind Oil Industry’s global reach is ship’s ability to carry large quantity of oil all across the world.

Size of Vessels

Ship size has direct relevance to the cargo carrying capacity and port related facilities required for the ship to berth. The following terminology speaks about the dimension of ships:

•LOA (Length Over All): LOA is the overall length of a ship from foremost to the aftermost part. VLCC 300m, Suezmax 275m, Aframax 240m

•Beam: The width of a vessel at its widest part.

•Draft: The depth of the vessel below the waterline, which varies depending on the amount of cargo on board and the density of the water the vessel is lying in.

•Hull: The Hull is the Shell including the superstructure.

•Double Hull: A design of tanker which has double sides and a double bottom. The space in between are used for ballast.

•Ballast: Ballast is required in an empty ship to give her sufficient draft to ensure stability and sea handling.

•Dead weight (dwt): The cargo carrying capacity of a vessel plus the weight of bunkers, stores, fresh water etc (in MT).

•Gross Tonnage (GRT): A measurement of volumes including most of the confined spaces on board.

Types of Ship

I. With Reference to suitability for Cargoes & Trades

A] DRY Trades

B] WET Trades

II. With Reference to Tonnage

Dry Trade

•Liner Trades: Ships are designed to carry a variety of cargo between specific ports on fixed schedules.

Example: Containership, Barge carriers

•Tramp Trades: Ships are designed to carry no specific types of cargo and travel anywhere in the world

Example: Conventional Bulk Vessels (Handy max, Panamax, Capesize), ore carriers & combination carriers.

Wet Trade

•Crude Carriers

•Product Carriers

•Chemical Carriers

•Gas Carriers

•Specialist Vessels

Tonnage

•ULCC = A tanker of 320,000 + dwt

•VLCC = A tanker of 160-319,999 dwt

•Suezmax = Tanker between 120 - 159,999 dwt.

•Aframax = Tanker of 80-119,999 dwt

•Panamax Tanker between 50 - 80,000 dwt

•MR Tankers Tanker between 40-49,999 dwt

•Parcel Tankers Tanker between 10–39,999 dwt

Tanker Chartering

A vessel can be chartered in any of the following ways.

i) Voyage Charter

ii) Time Charter

iii) Bareboat Charter

iv) Trip-Time Charter

v) Contract of Affreightment (COA)

•Voyage Charter

Ship is engaged for either a single voyage or for consecutive/round voyage for shipments of an agreed quantity of cargo. The shipowner undertakes to provide the vessel to the charterers for carriage of agreed cargo within the certain range of rates and conditions mutually agreed in advance.

•Time Charter

Ship is hired for a fixed period of time for operation within the defined territories or between safe ports. The responsibility of scheduling the ship employment and meeting port expenses, canal dues, fuel cost, cargo expenses etc remains with the charterers. Running expenses have to be met by ship owners

•Bareboat Charter

Ship owner let out the bare ship for a period of time to the charterer. The ship in the bare form lies at the disposal of the charterer who has the full responsibility of operating and manning the ship. Thus charterer in this case become the disponent owners

•Trip -Time Charter

Ship is chartered on single or round voyage basis, where charterers bear greater responsibilities in ensuring timely performance of the voyage.

•Contract of Affreightment (COA)

Owner & Charterer agree to carry a certain quantity of specified cargo from one port to another during a fixed period at an agreed freight rate.

The ship owner may engage the number of ships to complete the assignment or contract within the agreed period.

Freight Market

Freight is what a tanker charter pays to the tanker owner. Depending upon the type of chartering used, it would essentially cover all the variable costs of running a vessel and a part of the fixed cost. The type of chartering as described above, would essentially apportion the cost either to the charter or to the owner, as the case may be.

For example, if a tanker is taken on a time charterer basis, then the variable costs like cost of bunkering, port dues etc are directly incurred by the charterer and the owner manages all the fixed costs like manpower. Therefore, the freight would cover only the fixed cost element.

If on the other hand, a tanker is chartered only for a voyage, then freight would essentially cover all costs which a charterer would pay.

Chartering is always done through brokers. A charterer in need for moving a cargo would give his requirement to a broker who would get a suitable vessel for the particular cargo at that point of time.

Freight market is highly sensitive to time. For a particular cargo type and cargo size, specific vessels are required. For example, crude vessel of a 100,000 tonnes, wuld require a ‘afra max’ vessel or a ‘suez max’ vessel with dead freight. Similarly, LNG and LPG vessels are specialized carriers. White oil and black oil vessels cannot be interchanged from voyage to voyage. It would mean grade changeover, for which there are stipulated keys (tables prescribing washing the tanks). There are vessel with registration restriction, like coastal voyage and international voyage. Various terminals have age restriction for vessels, like certain terminal would not accept a vessel more than 20 years. Most of the modern terminals have their own ship vetting system. All the restrictions coupled with the lay days requirement (period during which a vessel is required to report at the terminal), make the vessel selection quite a limited option. Within limited option available to a charterer, he has to enter the market through a broker and come out of it very carefully, so that he can get the best deal. Al the same time, from the tanker owner’s perspective, a tanker should get good business. Idling time of a tanker is a costly proposition for the tanker owner.

Essential features of a chartering party contract

A chartering contract is an agreement signed by the chartered with the ship owner or his agent. The contact would essentially cover the following points:

•The cargo description and quantity

•Load port and discharge port

•Laycan –the period during which the cargo is to be uplifted

•Freight rate – usually $ per vessel for the whole voyage

•Demurrage rate – usually $ per day

•Free time for loading and unloading operation – Usually 72 hrs permitted at both load port and discharge port

•Loading instruction, if any

•Port restriction, if any

Besides these cargo specific points, the charter party contract has got inbuilt provisions as per international maritime law, specifying liabilities and responsibilities of the charterer and the ship owner.

INCHOE Terms

The liabilities and responsibility of the seller and buyer of the cargo is spelt out in a document, called INCHOE TERMS. That would essentially mean, whether the cargo is to be uplifted on FOB or CFR or CIF basis. That would essentially mean, who pays the freight.

Irrespective of FOB or CFR, the title and ownership of cargo gets transferred to buyer at the flange of the manifold connecting the ship and the hose.

Bill of Lading

Bill of Lading is an essential shipping document that bears the ownership of cargo, quantity assessment, load and discharge port and the date of completion of loading.

Worldscale

•The new World wide Tanker Nominal Freight Scale is a catalogue of theoretical freight rates expressed as US dollars per tonne for most of the conceivable spot voyages in the tanker trade.

•Worldscale is used because it gives the flexibility required for the oil trade. If a tanker fixture takes place, this would involve the ship owner to calculate separate individual freights for a wide variety of discharge points.

Worldscale provides a solution to this problem in that it offers a set of nominal rates designed to provide roughly the same daily income irrespective of discharge point.

•Standard Vessel : 75,000 tonnes

•Average service speed :14.5 knots

•Bunker Consumption : 55 tonnes / day

•Grade of fuel oil : 380 cst

•Port time : 4 days basis 1 load / 1 discharge

•Fixed hire element : USD 12,000 /day

•Bunker price : USD 167.75 per tonne

•Port Costs : Current

•Canal Transit Time : 30 hrs for Suez Canal, 24 hrs for Panama canal

Here is the link for SAP IS Oil TSW

Hope the above info answers your query.

Regards,

Vijay

Former Member · ‎11-19-2007

Dear Vijay,

When I am trying to create a Ticket. The system displays me the warning message "Unit Conversion: Default values for material not found ". I am unable to identify the error. Any input in this regard is appreciated.

Thanks in advance.

Regards,

Former Member · ‎01-22-2008

Sami,

"O3Defaults" for material has to be managed to defualt in conversion . Also material master should have the correct conversion group assigned .

Check this in "O3QCITEST".

Hope this helps

R. Ramvelu

Former Member · ‎08-08-2008

I have maintained the Conversion in the Material master with the maintainence of Oil-Specific views. It gives me same message when I enter the nomination number.

Regarding nomination, I have created the nomination with RDI field "S" and specifying the Ref.Doc number.

It gives me same message when I enter the nomination number. Not resolved yet.

It works properly and get the temperature and density when I entered RDI field "X" and not specifying the Ref.Doc number.

Former Member · ‎08-12-2008

hi do you have intransit storage location? if its there you have to maintain O3DEFAULTS to that sto loction & the same sould be extented in the material master data.

maintain the O3DEFAULTS for intransit sto location & plant,.

regards

raja

Former Member · ‎08-15-2008

Dear All,

I am facing an error messge (Message Class O8, Message Number 511) during the actualization of the ticket.

When I am creating/actualization the ticket sytem issues an error log i.e "Vehicle & not found".

It is the standard message while creating the shipment via transaction O4F1. I have generated the message by attaching the Vehicle number before the document during shipment creation.

Does anyone knows how do I get rid of this message?

ipejohn_jerin · ‎08-26-2008

Was a valid Vehicle Number entered in the nomination header - Tab 'Header Detail' ?

Former Member · ‎08-27-2008

Yes my friend, Vehicle number is present in the nomination header.

I found that during creation of shipment System gaves me the message when I create the shipment via O4F1 and assigned the Vehicle number. It gaves me the same error message but at the same time on pressing the Enter button error was removed and system gets the vehicle details.

One more thing I haven't got the message when I assigned the 1. Document number 2. Vehicle number

In the above case system is not generating the error message and finds the Vehicle details.

I have made an OSS and will give you response I get from SAP.