Procedure for Bunkering Operation on a Ship


The term “bunkering” refers to the taking on board of fuel oil or transferring of fuel oil from vessel to vessel. To ensure that the procedure is correctly and safely carried out there are certain measures that need to be followed as fuel oil is a flammable liquid and can be highly explosive under the correct conditions in vapour form. There are certain steps that should be followed before proceeding to a bunker.

Bunkers are generally stored in the double bottom tanks located under the engine room. This is the area between the ship’s bottom and the tank tops and is divided into a number of separate tanks. Each tank normally has two manholes to allow access to the tanks for inspections when the tank is empty for the purpose of gas freeing or for cleaning or maintenance to the strengthening members that support the tank.

Each tank will also be fitted with a vent that is open to the main deck and has a gooseneck at the end. The vent is fitted to prevent any vacuum been formed while pumping fuel from the tank and allow for the escape of explosive gases when bunkering or when the tank is empty for extended periods. The end of the vent will have a wire screen or gauze fitted to allow for the dispersing of any flame and may also contain a lightweight ball that would seal the top of the pipe and prevent any ingress of water through the pipe in the event of the pipe becoming submerged.

Each tank will be fitted with at least one sounding pipe. The sounding pipe should be watertight capable of sealing properly. A sounding refers to the full depth of the tank from top to bottom and the quantity of fuel can be determined from this sounding. An ullage may also be taken. An ullage refers to the space that remains between the top of the tank and the top of the fuel after the tank has been bunkered.

These readings are then compared to a set of tables that is supplied with the vessel after construction by the shipbuilder and is used to find the amount of fuel inside any individual tank. The tables include information on the condition of the vessel at any given time like trim and heel and when using the tables, the correct page must be found for the tank before the amount of fuel can be confirmed.


BUNKERING PROCEDURES

There are various bunkering precautions to be followed that minimize the possibility of an incident both prior to bunkering, during bunkering and after bunkering. These procedures should be legibly printed in a language that is understood by all crew and permanently posted at the bunker station or in a place where the procedures can be easily seen. The procedure should contain: 

• A diagram of the vessel’s oil transfer piping, including the location of each valve, pump, control device, overflow and the shut-off valve or other isolation devices that separate the bilge ballast system from the oil transfer system as well as pump emergency stops.
• The number of persons to be on duty during oil transfer operations
• Names and ranks of certificated responsible officers in charge of oil transfers
• Procedures for tending moorings during transfer operations
• Procedures for topping off tanks and draining of hoses
• Procedures in the event of an emergency shutdown
• Procedures in the event of a spill
• Procedure for ensuring all valves are closed on completion of operation
• Sequence for closing of valves on completion of operation

The bunkering checklist should also be available and must be completed before each operation of fuel transfer from vessel to vessel, a vessel to shore or shore to the vessel.
The following procedures could be used as a guide for the bunkering procedure but each vessel would adapt the procedure to suit the specific Company regulations and Standard Operating Procedures (SOP) applicable to the specific vessel. The bunkering checklist must be signed by the Officer responsible for the procedure, both Navigation and Engineering.

The procedures to be followed for bunkering are as follows:

Initial Preparation       
• Ensure all personnel are aware of the intention to bunker
• Discuss the bunkering plan and sequence will all parties involved
• Close and secure all associated overboard discharge valves
• Close and blank off all unnecessary manifold valves/connections
• Plug all deck scuppers and make them oil/watertight
• Empty and plug all save-alls
• Place oil spill materials at key locations and ensure locker is open 
• Provide a means for draining off any accumulations of water on deck
• Ensure emergency stops and high-level alarms are tested and work
• Ensure communication links from bunkering station and engine room are operational
• Ensure all bunker tanks pipes are clear and all sounding pipes have caps 
• Confirm there is sufficient space remaining in bunker tanks to be filled
• Ensure the necessary fire precautions have been observed
• Fire hose has been coupled and primed
• Portable extinguishers are placed at key locations
• Ensure hose is of sufficient length and in good condition
• Inspect couplings and all fittings for damage (including gaskets and seals)
• Check that hose weight does not exceed the SWL of the lifting gear
• Ensure drip trays are located under hose couplings and flanges

Pre Bunkering
• Ensure delivery note quantity and specification are correct 
• Discuss plan with supplier
• Discuss emergency response procedure with supplier
• Establish a communication link between vessel and supplier
• Agree on a signalling method with supplier and ensure all communications are understood w.r.t
• Commence pumping
• Reduce pump rate
• Cease pumping and Emergency Stop
• Establish and Agree with supplier the amount of fuel oil be bunkered
• Establish and Agree on the unit of measurement (tonnes, cubic metres, barrels, etc)
• Establish and Agree on the maximum pumping rate and pressure
• Take a sample of fuel oil before pumping
• Check, agree and record meter readings
• Appoint person to tend mooring lines during bunkering
• Rig firewires (fore and aft) if necessary and applicable
• Ensure a designated overflow tank has been identified
• Prepare filling line by sequentially opening relevant valves

During Bunkering      
• Ensure the bunker flag is hoisted or indicating the light is on at night.
• Commence at the minimum pumping rate
• Take a sample soon after pumping commences, witness, date, jointly countersign and retain bunker samples
• Monitor supply line pressure continuously
• Examine hose connections for leakage and ship’s side for spillage
• Reduce pumping rate and/or open next tank before topping up
• Ensure sufficient ullage in final tank remains for draining of hose and line blowing
• Close valves as each tank are completed 
• Notify supplier timeously when final tank is reached

On completion
• Ensure hoses are totally drained, valves are shut and end caps are fitted 
• Confirm all meter readings and soundings/ullages are correct
• Close and blank off manifold connection and disconnected hose couplings and confirm all valves are shut
• Confirm and agree with supplier about readings and record all receipt details
• Complete entry in Oil Record Book 

The main sources of spillage may occur due to pipe leakage, tank overflow and tank or hull leakage
The primary concern in the event of any of this occurring would be containment. In the case of pipe leakage or overflow, it is necessary to prevent oil from spilling over the side. The first stage of prevention is by way of containers below connections and save-alls at vents. Secondary protection is provided by gutter coamings and ensuring all overboard scuppers are properly sealed.
In the event of spillage occurring anyway, ALL OPERATIONS SHOULD BE HALTED IMMEDIATELY by the quickest means possible and should not be restarted until the source of the spill has been identified and corrected. 

Pipe Leakage
If the spill is identified as a pipe on the system:
• Stop the operation and close relevant valves to isolate the leaking section
• Drain the leaking section to an appropriate tank
• Carry out necessary repairs or isolate the section from the system 
• Report the spill and await permission from the relevant authority to resume the transfer

Tank Overflow
In the event of a tank overflow:
• Stop the operation and close all tank valves except the relief valve for the affected tank
• The dedicated overflow tank should be opened until gravity has stopped the overflow
• Reduce the level of the oil in the tank to the intended maximum
• Investigate and correct any deficiency in the system
• Ensure other tanks are checked to prevent further overflows when operations are restarted.
• Prepare pumps to transfer ashore or back to the supplier if necessary

Suspected tank or Hull Leakage
If spillage is from a suspected hull leakage or ruptured tank:
• Close all tank valves
• Examine the ship’s side for visible leakage
• Check, record and monitor all tanks to identify which is leaking
• If the leak cannot be detected, reduce the levels of tanks in the vicinity of the leak by transferring to an appropriate tank.

If the source is identified as a leaking hull then the following action should be taken:
• Lower the level of the oil in the relevant tank until it is below sea level and the overflow has been stopped by internal transfer or by discharge ashore
• Determine from the leakage rate whether the defect is minor or major
• In the event of a minor leak the tank may be emptied out, gas freed and inspected to establish the damage for the purpose of carrying out repairs
• In the event of a major defect been identified as in the bottom or lower shell plating been damaged, the tank should be filled with water bearing in mind the stability of the vessel and the stresses that may occur in the hull. Bunkering should not restart until the Company, Owner or Charterer, and the relevant authorities have been notified and consulted.  
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WATCH KEEPING - Taking Over Watch At Sea (Engine)


Taking Over a Watch

The relieving watch keeper should come 15 minutes before the start of watch.
He should enter the engine room via the staircase, entering at the highest point, taking a brief ‘round’ or ‘walk – through’ of the engine room before the start of the watch.
This walk-through the engine room is important, as one can see and check all important parameters and conditions.

Funnel 

Always start from near the funnel, so that the colour of the exhaust can be seen from outside the engine room.
• A transparent , slightly Grey smoke means good combustion
• Whitish smoke  - excess air
• Blackish smoke – poor combustion due to fuel problems
• Slightly bluish smoke indicates lube oil carry over
• Identify the source – check which exhaust pipe it is coming from – Main Engine, Generator, Boiler or Incinerator.
• Some black smoke may emerge initially while starting the generator or boiler or during manoeuvring
• Emission of black Smoke is not permitted in ports.

Funnel  sparking

• Check to see if there are any sparks emerging from the funnel.
• This is dangerous if the wind is blowing the sparks towards an area where dangerous cargo is loaded.
• Sparks are caused by minute hydro – carbon deposits which self ignite.
• Reasons for funnel sparking –
• Economiser soot blowing
• Water in the fuel
• Dirty economiser
• Poor combustion
• Running the engine on very low load for a long time.
• It also happens for a short time after the economiser is cleaned

Engine Room Top Platform

• Check exhaust gas economiser for steam, water or exhaust leakages.
• Check the condition of “lagging” on the pipes and any signs of leakage.
• See the position of the skylight.
• Check the engine room ventilators.
• Check the access doors to the engine room.
• Check Main Engine Jacket Water expansion tank level
• Check Generator Water Expansion tank water level
• Check Cylinder Oil daily tank level

Main Engine

• Check cylinder heads and landing spaces for any leakages.
• Feel the fuel injectors high-pressure pipes.
• Check each unit exhaust gas temperature.
• Check each unit Jacket Water outlet temperature.
• Feel the air starting pipelines to see if they are hot.
• Check thermometers on Turbocharger.
• Check oil level and flow in the turbocharger bearing casing – turbine side and blower side.
• Check the pressure drop manometers on turbocharger.
• Check air cooler air inlet & outlet temperatures.
• Check air cooler cooling water temperatures.
• Check air cooler pressure drop.
• Check each unit lubricators.
• Check camshaft and cam cases for leaks.
• Feel each scavenge door for any rise in temperature.
• Check oil level in governor and servomotor.
• Check the fuel inlet temperature and pressure.
• Check crankcase oil mist detector.
• Feel each crankcase door for any rise in temperature.
• Check flow in the piston cooling return line sight glass
• Check air cooler air side drain.
• Check scavenge drains.
• Check crankcase relief doors.
• Check lube oil pressure and temperature.
• Check lube oil auto filter
• Check Thrust bearing temperature.
• Check sump sounding.
• Check oil level in shaft bearings.
• Check stern tube temperature.
• Check oil level in stern tube tanks.

Generators

• Check and note how many generators are running.
• Check each unit exhaust and cooling water temperatures
• Check sump sounding.
• Check lube oil pressure and temperatures.
• Feel each crankcase door for temperature rise.
• Check fuel pumps and high-pressure pipes.
• Check rocker arm lube oil.
• Check lube oil filter pressure difference.
• Check fuel oil filter pressure.
• Check turbocharger oil level and flow.
• Check pedestal bearing temperature, oil level and flow.
• Check oil level in the governor.

Air Compressors

• Check crankcase oil level.
• Check suction, discharge and oil pressures.
• Check cooling water temperature.
• Check unloader and drains.
• Check for any abnormal noise from the valves.
• Check lubricator and oil level.
• Check the pressure in main and standby air bottles.
• Drain condensate from the air bottles.
• Check control air bottle, drain condensate.
• Check dryer.

Fuel Oil Purifiers

• Check running current.
• Check gear case oil level.
• Check fuel inlet temperature and throughput.
• Check water outlet side for any overflow.
• Check for any vibrations, unusual noise.
• Check heater settings.
• Check for any leaks in the purifier space.
• Check sludge tank sounding.
• Check operating water tank level.
• Drain water from settling and service tanks.
• Check fuel oil heaters temperatures.

Lube Oil Purifiers

• Check running current.
• Check gear case oil level.
• Check Oil inlet temperature and throughput.
• Check discharge pressure.
• Check water outlet side for any overflow.
• Check for any vibration or unusual noise.
• Check heater settings.
• Check for any leaks in the purifier space.
• Check sludge tank sounding.
• Check operating water tank level.

Pumps and Motors

• Check running current.
• Feel the motor for any temperature rise.
• Check bearing temperatures.
• Check pump pressure gauges.
• Check for any leakages from the gland.
• Check for any vibration or unusual noise.
• Check that the standby pump is ready for use.
• Check oil levels in pumps gear boxes and bearing cases.

Boiler 

• Check Boiler forced draft fan running current.
• Feel the motor for any temperature rise, any unusual vibration, noise, bearing temperature.
• Check Burner.
• Check flame condition, colour.
• Check the water level in the gauge glass.
• Blow through gauge glass.
• Check steam pressure and any leaks.
• Check feed check valves, any leaks.
• Check hot well level, any oil on the water.

Control Room 

• Check generator load.
• Check main switchboard insulation.
• Check the alarms on the control panel.
• Check temperatures, pressures on the panel.
• Check any operations going on, like ballasting, fuel transfers etc.
• Read the night order book, special instructions if any.
• Check the log book.
• Find out from the out-going watch keeper about any observations during the watch.
• Check the nature of work being carried out in the engine room.

Engine Room - General

• Check that the portable fire fighting appliances are properly stored at their designated locations.
• Check  that all the objects in the engine room are properly secured, especially during bad weather.
• Check the nature and location of all the maintenance work going on in the engine room.
• Check if any system has been isolated.
• Check the bilge wells levels.
• Check the sounding of bilge holding tank.
• Check the fresh water generator – vacuum, ejector pressure, distillate pressure, water level, salinity, shell temperature.
• Check the fresh water and sanitary water hydrophores.

I hope you learned something :)
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Watch Keeping- Proper Engine Room Rounds

Usually, an engineer officer in charge, with perhaps a junior engineer assisting and one or more ratings, will form the watch. Each member of the watch should be familiar with his duties and responsibilities, the safety and survival equipment in the machinery space. This would include a knowledge of the fire fighting equipment with respect to location and operations, being able to distinguish the different alarms, and the action required an understanding of the communications systems and how to summon help and also being aware of the escape routes from the machinery space.

At the beginning of the watch, the current operational parameters and the condition of all machinery should be verified and also the log readings should correspond with those observed. Here is the guide how to take proper engine room rounds:

Taking Engine Room Round
* Start from outside of the Engine Room
1. Check the colour of the exhaust smoke.
2. Accommodation Air Condition blower room
3. Boiler Area
4. Incinerator Area
5. Jacket Water expansion tank
8. Air condition compressor, Refrigeration compressor platform
9. Main Engine Cylinder Head Area
10. Middle platform
11. Bottom platform
12. Steering Gear

-=Air Condition Blower Area=-
* Check the Blower Amperage.
* Check any unusual noise or vibration.
* Blower inlet and outlet temperature.
* Position of inlet flaps.
* Condensate water.
* Other blowers amperages.
* Check for any leakages / worn out line.

-=Boiler Area=-
* Check the Boiler water level.
* Check for water / steam / exhaust leak.
* Check oil leaks from fuel oil system.
* Check fuel oil pressure & temperature.
* Check the Burner.
* Check areas around the boiler.
* Check exhaust inlet & outlet temperature.

-=Incinerator Area=-
* Check whether it is operating.
* Check for water / fuel / exhaust / air leak.
* Check oil leaks from fuel oil system.
* Check fuel oil pressure & temperature.
* Check areas around the incinerator.
* Check exhaust outlet temperature

-=Expantion Tank Area=-
* Check water level.
* Check for any water leak / overflow.
* Check chemical drum is secure.

 -=Air Condition & Refrigeration Compressors Area=-
* Check crankcase oil level.
* Check liquid level in the receiver.
* Check suction, discharge, lube oil pressure & temperature.
* Check amperage of the motor.
* Check condition of driving belts.
* Check unusual noise / vibration.

-=Main Engine Cylinder Head Area=-
* Check exhaust temperatures each unit.
* Check Jacket Cooling water temperatures.
* Check any fuel oil leakage on cylinder heads.
* Check leakage collecting funnels.
* Check starting air valve if it is leaking.
* Check turbocharger temperature & cooling.
* Check for unusual noise or vibration.

 -=Middle Platform=-
* Check Generators parameters and area.
* Check air compressor area.
* Check cascade tank temperature and status, if there's any oil presence.
* Drain air bottles.
* Inspect purifier room for any unusual event.
* Check fresh water generator parameters & area around it.
* Check alpha lubricator operation.
* Check turbocharger oil return line.
* Check Air coolers.

-=Bottom Platform=-
* Check piston cooling oil flow.
* Check scavenge air drain (Fwd & aft).
* Check low temperature , high temperature & lube oil coolers temperature and pressure.
* Drain condensate from control air.
* Inspect lube oil purifier.
* Check all running pump conditions.
* Check oil trays.
* Check thrust block, shaft bearing, & stern tube.
* Check Freshwater hydrophore tank.
* Check condition of bilges.

-=Steering Gear=-
* Check steering operation, motor amperage.
* Check oil leakages.
* Check oil level in expansion tank.
* Check greasing pump.
* Check bilge well, any leakages.
* Check oil trays.
* Check oil and chemicals storage are.
* Check ventilation

And additionally, for a safety check C02 room. Check for any unusual event but first, switch on the C02 ventilation before entering. Stay tuned everyone :).
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17 Secrets Cruise Ship Workers Don’t Want You to Know

Credit to the Owner: This article is written by Rebecca Shinners and originally published by Woman’s Day
When you board a cruise ship, you’re instantly greeted by the smiling faces of employees from different countries across the globe. From restaurant waiters to performers, their job is to make your vacation as fun as possible. Of course, it’s hard not to wonder what working on a cruise ship is really like behind the scenes. While you’re only on board the boat for a week, workers sign contracts to move away from home for 4 to 8 months at a time.
A recent Reddit chat took on this very question, asking cruise ship workers to spill their secrets. From the good to the unbelievable, here are the most shocking responses:
1. They often work long hours. “We had a saying, ‘Every night is a Friday night and every morning is a Monday morning. Every day is Groundhog’s Day.'”
2. Crew members party even harder than you do. “We don’t want you to know that we actually have more fun than the guests. Sure we’ll work the big white hot party that you’re all going to, but once we finish our shift all hell is breaking loose in the crew bar.”
3. Workers are usually able to get off at ports. “I went to Europe, Canada, South and Central America, Asia, and more. I basically visited every continent except Antarctica and went to over 75 countries. I took a sled dog ride in Alaska, white water rafting along a river through the jungles of Costa Rica, visited Alcatraz, had an authentic curry in Mumbai, spent a day on a luxury yacht sailing around the Caribbean, snorkeling at the Great Barrier Reef, visited the great pyramids in Egypt, been to the lost city of Petra, spent days in Barcelona, Athens, Rome, Kiev, and so much more. Nothing you have to put up with on board matters compared to that.”
4. Doing laundry is a struggle.“You will never find a free washer unless you camp out in the laundry room for a few hours. There are usually about 5 to 15 washers/dryers, and anywhere from 1,000 to 2,500 crew members.”
5. Drinks are cheap, but you’re not supposed to get too drunk. “There is a crew only bar, and beers are $1.50. Some ships have a crew only hot tub.”
6. Your room can work for or against you—especially when it comes to hooking up. “Girls (and guys) go crazy over you if you have a solo room,” said one man. Another user chimed in, “Us girls had a way of just knowing who had the single cabins, and there was definitely a point system of which one was the better to aim for.”
7. But the crew cabins are generally cramped. “The rooms are tiny, and your shower curtain will always be trying to get to know you biblically.”
8. It can be a good or bad financial decision. “U.S. citizens aren’t paid that well, but some countries, where the conversion rate is really good, make some serious bank. South Africa, especially.”
9. There's strict rules to prevent crew members from fraternizing with passengers. “I worked on cruise ships for 3 years and have had three friends sent home over this. Essentially you get busted, you have a Masters Hearing and you’re sent home at the next port (on your dime). The cruise companies don’t want to be liable for anything. We aren’t allowed to take elevator rides with guests if you’re the only two people in it either, for the same reason. Also if you’re taking a photo with a guest both of your hands must be visible.”
10. But, this can be a good thing if you ever feel threatened by a crew member.“On the first cruise, I went on, one of the crew members repeatedly tried to get with me. I kept telling him I wasn’t interested and walked away. At one of the ports, he found me and followed me around. I wish I would have reported it,” said one former passenger. Another user chimed in, “For anybody else in a similar situation, if you report this to any officer or the front desk (Guest Services on some ships), security footage and logs will be reviewed, and that person will immediately be handled. You will never see them again.”

11. You see the same people all the time. “Think of a time you did something embarrassing while drunk at a bar. Now imagine having to see every single person who saw you do that embarrassing drunk thing, every day for months and months. That’s what ship life is like.”
12. Work never stops. “You’re always on duty and your supervisors have 24-hour access to you at all times by just ringing your phone and waking you up in your cabin. Sleep was very limited, so every off hour was spent trying to catch up.”
13. But like with any job, the people you work with can make your experience better.“Overall the people you live and work with are what makes your experience on board. Some days are worse than others but you somehow manage to get through it.”
14. They repeat themselves from week to week. “We also don’t want you to know that all those funny jokes we tell you at bingo? Yeah… Same ones are said, Every. Single. Cruise. That really funny answer you gave us about your wife during the happy couples game? Heard it. It was said last cruise and the one before that, and the one before that.”
15. The perks are different for different positions. “A friend of mine was a shopping guide. Pretty prestigious cruise job. She’d give presentations about port side shopping and recommend what shops to go to. This involved making partnerships with the local shops. Those recommendations are obviously very valuable to the show owners. So in exchange for them, she got to purchase designer clothing and jewelry at or below cost.”
16. They stereotype the guests. “You deal with 3 types of people: Newlyweds, overfed, and soon-to-be-deads.”
17. “Ship life is basically high School mixed with jail,” claimed one cruise ship musician, who performs in Party Bands. “Remember high school, where everyone knew everything about everyone’s business? Who was mocking whom, cheating on so-and-so, doing this-and-that, being a such-and-such? Well, that’s ship life in a nutshell. The bar is where we all congregate, it’s where we all commiserate. Now, let’s add in the jail factor: You’re in a tin can and you can’t leave. Some people can never get off when in port because their jobs don’t allow for it. “
Source: http://www.womansday.com/life/work-money/a55555/cruise-ship-worker-confessions/
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