Where ships can be bunkered. Procedure and conditions for bunkering sea vessels. Preparing for bunkering operations
Shipbuilding has a lot of special terms. For example, what is ship bunkering only a few know, but this is a very common phenomenon that occurs almost daily. Ship bunkering is the process of refueling ships engine oils and fuel on the move. That is, it specific process, which can be produced both in the drift at sea, on the lake, on the river, and at the pier. Such a process is carried out exclusively on the basis of specialized equipment.
What is ship bunkering?
The machine with the tank is installed on a specialized vessel - a bunker. That is, the bunker is considered to be a specific tanker having a specialized structural structure that allows for well-defined actions regarding the refueling of ships.- Bunkering can be carried out at the berth, in this case a specialized pipeline or a tank truck is used;
- Refueling can also be carried out when the vessel is at anchor, in this case a specialized vessel is considered the basis for bunkering;
- Often, the refueling process is carried out on the move, even fishing vessels are used here, on which specialized equipment is simply installed. Immediately it should be said that the process of offloading oil, both at the berth and at full speed, is called a cargo procedure, and not a bunker procedure.
Features of bunkering
As we have already said, bunkering is a special process of transferring fuel to the ship for the operation of the main engine, auxiliary mechanisms and steam boilers. The main purpose of bunkering is considered to be the rapid replenishment of all ship stores, which are an important element in the full operation of ships. Note that the bunkering process can be carried out in the ocean, sea, lake, river and pier.The fuel bunkering technology itself has a number of features. The most commonly used brands are M-40, M-100, as well as fuel oil F5, F12. Analogues of these materials can be used. It is necessary to take into account the characteristics of the transferred fuel in order to maintain the desired temperature. When bunkering, the fuel temperature is set and maintained, which is 10 degrees lower than the ignition temperature. It is for this reason that the equipment is equipped with additional elements that will allow heating and cooling the temperature of the transferred - transported fuel.
As you can see, ship bunkering is a very complex and multifaceted process, which is carried out exclusively with specialized equipment and with detailed temperature control.
The federal legislation of the country states that various administrative violations can be considered by judges of general jurisdiction. These powers are vested in...
Vessels are the most “gluttonous” and at the same time unpretentious consumers of fuel: diesel, fuel oil, and mixtures of various hydrocarbon fractions are used for their refueling. However, the "omnivorousness" of marine engines today is increasingly limited by environmental standards. And strict safety requirements for bunkering - refueling ships with fuel - allow minimizing the pollution of sea waters with oil products
Marine low-viscosity fuel (SMF) is used in marine diesel engines, as a rule, medium and high-speed. Unlike automotive diesel, it has a lower cetane number, as well as a higher sulfur content and viscosity.
In the late 19th and early 20th centuries, coal was mainly used as fuel on ships. It was loaded into special compartments - coal pits, or, in other words, bunkers (from the English coal bunker). This is where the term "bunkering" came from. Loading coal was a rather complicated operation, requiring a lot of time and labor: it was carried on board by hand, in bags.
Mooring a bunkering tanker to a bunkering vessel is a responsible and complex process
The advantages of liquid fuel, which replaced coal, are not only the convenience of transportation and storage, but also a higher calorific value. This made it possible to reduce the size of the power plant while increasing the duration of flights without refueling. The use of liquid petroleum fuel also made it possible to increase the speed of ships, and in addition, reduced the amount of soot in the exhaust gases. At the beginning of the 20th century, this was not so much a matter of ecology as of military tactics: the less black smoke came out of the chimneys, the closer it was possible to approach the enemy without being noticed.
Fuel of the future
One new type of marine fuel that is only gaining popularity is liquefied natural gas (LNG). LNG is produced by cooling natural gas to -160°C. When liquefied, the volume of gas is reduced by 600 times, which makes it convenient and safe for transportation.
Currently, only 80 out of more than 115,000 ships around the world operate on LNG. The main part of gas-fueled ships is operated in Norway, where the NOx fund has been operating for more than 10 years, stimulating shipowners to switch to LNG. In 2017-2018, about 200 new gas-fueled or dual-fuel (diesel and LNG) vessels will be handed over to customers from the shipyards. According to experts, by 2020 the number of ships consuming LNG will exceed 500 units, and by 2030 the new kind fuel will account for at least 10% of global bunkering. One of the main advantages of natural gas is its outstanding environmental performance. The use of LNG as marine fuel will significantly reduce pollution environment oxides of sulfur and nitrogen and comply with increasingly stringent International Maritime Organization (IMO) environmental restrictions.
Gazpromneft Marine Bunker is also working on the development of offshore infrastructure for bunkering with liquefied natural gas: a pilot project is being implemented to create a small-tonnage LNG bunkering vessel for operation in Russian ports of the North-West region.
Today, light and dark oil products are used as fuel on ships. The light ones are different types diesel fuel, in particular marine low-viscosity fuel (SMF). Marine diesel differs from automotive diesel in lower cetane number*, higher sulfur content and higher viscosity. In the Far North, arctic diesel is also used, designed to operate at temperatures down to -50°C.
Dark oil products are, first of all, fuel oil, as well as fuels close to it in viscosity, but differing in a lower sulfur content - for example, the so-called marine fuel component (CFC) obtained from gas condensate.
For all occasions
When choosing what kind of fuel to refuel his vessel, the shipowner is guided by somewhat different criteria than the motorist. Moreover, it often floods not one, but several types at once. Of course, the characteristics of the engine matter, but the power plants of ships, as a rule, are adapted to use different fuels. A much more important criterion is what waters the ship is heading to. So, for example, in the areas of special control over sulfur emissions (SECA) in accordance with the International Convention for the Prevention of Pollution from Ships (MARPOL) from January 1, 2015, there are strict restrictions: the sulfur content in marine fuel should not exceed 0.1%. These zones today include the Baltic and North Seas, as well as the Atlantic and Pacific coasts of the United States and Canada. This means that conventional fuel oil cannot be used in these regions. Only more expensive and environmentally friendly fuel is allowed - SMT or KST. However, after entering the open ocean, the ship switches to fuel oil - after all, it is noticeably cheaper, and the fuel consumption on the ship is estimated at tens of tons per day.
Marine fuel oils are obtained by mixing residual oil products (fuel oil, tar, heavy gas oils from secondary processes) and diesel fractions. Compared to heating oils, they have a lower viscosity and a lower content of mechanical impurities and water.
Heavy fuel oil performs its function well after the ship leaves the port, when it is moving at full speed. If there is a need to perform maneuvers and, accordingly, a quick change in the operating modes of the main engine, it is transferred to lighter fuel, and this is done in advance in order to flush the fuel system from heavy and viscous fuel oil.
floating gas station
Another difference between marine bunkering and car refueling is that it is not the vessel that goes to the filling station, but the station itself approaches the vessel. Refueling in this case is a bunkering ship, a small tanker that carries a supply of fuel with it.
Sectional view of a bunkering vessel
As well as at gas stations, a bunker truck usually has several types of fuel: diesel, CST, fuel oil with different sulfur content (from 1.5 to 4%). Fuel is stored in special containers - tanks, and one or more tanks are allocated for each type - so that one fuel does not mix with another. If a small amount of lighter oil products gets into fuel oil, nothing bad will happen. But if fuel oil gets into diesel fuel, it will no longer meet the high requirements for it. So, if for some reason the tank needs to be converted to lighter fuel, it will need to be subjected to special cleaning.
With the exception of fuel tanks and a special crane installed on the deck for supplying fuel hose, bunkerers are not much different from bulk carriers of similar size. The difference lies in the special requirements for fire safety (for example, welding is prohibited on board) and for the training of the crew (a certificate of completion of the course for working on tankers is required). In addition, such vessels undergo annual surveys by port control authorities and the maritime register. The capacity of bunkerers can be different - from several hundred to ten or more thousand tons. As for the vessels of Gazpromneft Shipping, the bunkering subsidiary of Gazprom Neft, its vessels are capable of transporting from 2.5 to 7 thousand tons of fuel.
4200 tons of fuel oil is transported by one train of 66 tanks
However, there are no strict restrictions on the size of tankers in bunkering: if necessary, a huge tanker carrying oil products can also become a bunkerer. In this case, given its size, it will not be moored to the bunkered vessel, but vice versa.
Transshipment point
Before the fuel reaches the bunker truck, it must be delivered from the refinery. As a rule, oil products from refineries are transported by railway in tanks. Then they get to the terminal, where they are pumped into tanks. And if there are no particular difficulties with diesel fuel, then draining fuel oil from tanks is not such simple task, because at a temperature lower than 20–30 ° C (depending on the brand of fuel oil), it is in them in a frozen state. To extract it from the tank, the same fuel oil is fed into it, only preheated. Gradually, in the place where the jet of hot fuel enters, the fuel oil “thaws” and becomes fluid. Some tanks are equipped with a "steam jacket" - a special cavity, passing hot steam through which, you can additionally heat up the entire tank. This is especially true in severe frosts.
Fuel oil enters the terminal tanks heated to 55–65°C. Due to thermal insulation, such a temperature is maintained in them for several days, therefore, for the subsequent transshipment to the bunker, it is not necessary to additionally heat up the fuel oil. If the fuel is stored for a long time and begins to cool, it can be heated again by passing through a heat exchanger. However, this is usually not necessary: the duration of storage of petroleum products at the terminal does not exceed 3–5 days.
Sulfur Special Control Areas (SECA) under the International Convention for the Prevention of Pollution from Ships (MARPOL) include the Baltic and North Seas, as well as the Atlantic and Pacific coasts of the United States and Canada
To the berth, to which the bunkerer approaches, fuel is supplied through the pipeline or delivered in tankers (if the tanks are located far from the berth). During loading, the bunkerer is surrounded by booms - special barriers that float in the water and do not allow oil products to spread over the water area if an emergency spill occurs. In this case, a supply of sorbent is also stored on the berth - a substance that simplifies the collection of oil products from the surface of the water.
Refineries typically supply a limited amount of the most commonly used fuels. If fuel with the required characteristics is not available, it can be prepared at the bunker terminal or directly on the bunker by mixing light and heavy components. So from standard fuel oil with a viscosity of 380 centistokes, you can prepare fuel oil with a lower viscosity, diluting it with light oil products.
Having filled the tanks with fuel, the bunkering ship goes to bunker other ships. The flight can be quite long and take several days. Flight planning is a separate difficult logistical task. It is necessary to take into account how long each of the ships that applied for bunkering will be in the port and at what time it will be possible to bunker them. Some ships stay in the port for 2-3 days, others moor only for a few hours, while the ship can only be refueled after it has passed customs control.
Accurate calculation
Usually bunkering takes place when the vessel is moored, although in some cases vessels are bunkered in the road** and even on the move. In fact, a vessel moored to the berth can also be bunkered from the shore - from a tank truck, but this method is not often used. The most common option is refueling from a bunkering tanker, which approaches and moored to the side of the vessel.
The engine of a large-tonnage vessel consumes an average of about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe and back, about 800 tons will be required, for a longer voyage across the ocean - about 2.5 thousand tons.
Mooring ships to each other is a responsible and complex process. Sometimes they stand close, sometimes, if there is a risk of hitting some equipment on board, special fenders *** or a tug are installed between them. Then - in case of an emergency spill - booms are put up. As a rule, they are installed in the bow and stern of ships, however, depending on the port, the rules may vary.
The fuel hose is fed to the bunkered vessel by means of a crane
Before starting bunkering, the amount of fuel on board the bunker must be measured. For this, a special tape measure is used, which determines the distance to the surface of the liquid in the tank. Knowing the total volume of the tank, as well as the temperature and density of the fuel, you can get its mass. After bunkering, this procedure is repeated.
The average speed at which fuel is transferred from one vessel to another is 200–250 m3 (approximately 170–220 tons) per hour. On average, the engine of a large-tonnage vessel consumes about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe, about 800 tons will be required. Those who go across the ocean take more - about 2.5 thousand tons. It is easy to calculate that bunkering usually takes several hours. However, the process can take up to a day.
They usually fill in exactly as much fuel as necessary to reach their destination and return back. Another 15–20% (more or less, depending on the season and region) is a storm reserve in case of weather surprises. They do not take too much, because this will reduce the amount of commercial cargo, and hence the profit of the shipowner. In addition, customs may have questions about whether these surpluses are intended for resale.
The main risk in bunkering is accidental fuel spills. To avoid them, both parties closely monitor how the bunkering process takes place, and if something goes wrong, the pumps are immediately stopped. If a leak did occur and the fuel got into the water, the port's emergency rescue services are involved in the elimination of the consequences. They use special oil-garbage skimmers that pass the top layer of water through themselves, removing a film of oil products from it.
0.1% maximum sulfur content in marine fuels in SECA emission control areas
* The cetane number is a characteristic of the flammability of diesel fuel, which determines the delay period for the combustion of the working mixture (the time interval from fuel injection into the cylinder to the start of its combustion). The higher the cetane number, the lower the delay and the more quietly and smoothly the fuel mixture burns.
** Raid - part of the port water area intended for anchorage of ships
*** A mooring fender (ship) is a device that is used to cushion the impact of a ship's hull on a berth or other ship during mooring or towing. This device should ensure the transfer of loads to the largest possible area of the side and thereby exclude its damage or permanent deformation.
Bunkering call refueling large ships: tankers, liners, and container ships with fuel and motor oil. Use bunkering to ensure movement sea vessels and other needs. It is immediately worth noting that the procedure for unloading oil (at full speed and at the berth) is called not a bunker, but a cargo procedure.
Ship bunkering process
The bunkering process is carried out on rivers, lakes, seas and oceans. Bunkering can be done different ways. Often, refueling is done on the move, and fishing vessels are also used for it (highly specialized equipment is installed on them).
When carrying out bunkering at the berth, it is carried out using a special pipeline or tank trucks.
Sometimes bunkering is carried out while the vessels are at anchor, in such cases a special vessel is considered as the basis.
The bunkering procedure has its own specific aspects, therefore only qualified companies using specialized equipment for refueling should perform bunkering.
Storage and supply of fuel can be carried out by floating filling stations(CCD). Equipment with a tank is installed on the bunker (special vessel).
Bunkering technology has its own nuances. The brand and type of fuel must be taken into account in order to set the required temperature. The fuel must have a temperature ten degrees lower than the ignition temperature. To comply with these rules, the equipment is equipped with additional tools that allow you to control the temperature of the fuel transferred during bunkering.
Fuel bunkering methods
- Bunkering from the pier. The least labor intensive way.
It is done in two ways:
- From a tank truck;
- A bunker vessel is moored to the berth.
- Bunkering on the road.
It is carried out only from a bunkering vessel to a vessel in the roadstead.
In this case, the bunkerer or the bunkered vessel is anchored.
- Bunkering on the move or bunkering while drifting.
Most often used on fishing boats.
- Small bunker.
The main stages are the storage and delivery of fuel to ships of a small fleet. It is the most environmentally friendly and safe type of bunkering for powerboats.
Bunkering in the modern sense is understood as refueling and engine oils of ships. Bunkering is carried out, as a rule, in roadsteads, at the berth, on the move or drifting on the river, in lakes, seas and oceans. It is carried out by all main types of necessary oil products.
But still, the main bunkering is carried out from the shore (berth) - from a tank truck.
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Bunkering is carried out on the basis of the customer's application, which indicates the name of the transport vessel, the port of destination of the bunkering, the date and time of arrival and departure of the vessel, the bunkering itself and a full description of the transported necessary oil products.
The market for the offered services of refueling both river and sea vessels is currently one of the priority areas in the trade in oil products and oil refining.
According to 2013 data, the volume of its Russian component, estimated in marine fuel, reaches 8-10 million tons per year. The main representatives here are economic enterprises, in which there is a significant share of the parent capital of such global companies as Gazpromneft Marine Bunker, LUKOIL Bunker, as well as a number of other Russian and foreign bunker enterprises.
Two main types of fuel are used for refueling ships: heavy (naval fuel oil) and light fuel (marine low-viscosity fuel, MMT).
Types of bunker fuel
- Diesel fuel L-0.05-62
- Diesel fuel L-0.2-62
- TMS type 1
- TMS 3 types
- Fuel oil M-40, type III, low-ash, t zast. 25 C
- Fuel oil M-100, type II, low-ash, t zast. 25
- Fuel oil M-100, type VII, ash, t zast. 25 C
- Furnace fuel oil M-100, type VI, ash, t zast. 25 C
- Oils М14ДЦЛ30
- Oil M14G2TSS
- Oil M-16G2TSS
- Oils M20E70
- Oils M10G2TSS
The two main types of marine fuel are:
- Heavy - these are fuel oils with a viscosity of 30 to 700 mm2 / s (residual or Intermediate Fuel Oil (IFO) in the international classification).
- Lung is distillates (distillate or Marine Diesel Oil (MDO) and Marine Gas Oil (MGO)).
In shipping, the international standard ISO 8217 is used, which determines the qualitative composition of the fuel. Environmental protection organizations have acquired a significant influence on the bunker market today. IMO (IMO) is an international maritime organization, one of the important measures to combat environmental pollution of which has become international convention on the Prevention of Pollution from Ships 1973, revised 1978 (MARPOL 73/78).
Aircraft bunkering. In order to increase the efficiency of the sale of petroleum products, the sale of jet fuel, lubricants, bituminous materials, petrochemicals and bunkering became separate areas of business. This made it possible to expand the geography of the business and increase sales efficiency. The sale of aviation fuel and the operation of refueling complexes, as well as the provision of a range of services for the provision of aircraft with aviation fuels and lubricants, is carried out frequently and regularly. Airports, especially the largest ones, are complexes for the implementation of air bunkering. Aircraft maintenance services at the airport is a single technological complex of services, that is, a set of measures aimed at the implementation of air transportation.
Fuel oil bunkering
The fuel oil formed during the processing of crude oil is a highly efficient fuel for the operation of marine boilers. Having in its composition a high content of carbonaceous elements, the specific gravity of which is up to 87%, hydrogen more than 10%, nitrogen and oxygen about 1%, it is rightfully considered high-calorie.
Liquid fuel oil (furnace, boiler) is practically indistinguishable from oil in chemical composition, contains a small amount of H2O. Its quantity can be increased due to heating in oil tanks by means of steam or after transportation by water.
When bunkering fuel oil, one should take into account the technological features of a combustible liquid:
- The facility to which fuel oil is pumped is subject to Federal Law No. 116 “On the industrial safety of hazardous production facilities”;
- When fuel oil is bunkered, cyclic and conventional hydrocarbons, which have a fairly low concentration level, enter the atmosphere and the working area;
- Optimal temperature regime for pumping high-viscosity fuel oil grades M-40 (-100) is 60°C, since the range of its solidification ranges from 10 to 25°C;
- Fuel oil under certain conditions is an explosive mixture;
- The spill of fuel oil entails a violation of the environment and natural balance.
Bunkering technology takes place in three steps:
- At the unloading rack, bunker fuel is received from railway tanks, after which it is drained and subsequently collected in special tanks.
- Through the pipeline, transportation takes place, movement to ships of various capacities.
- The pipeline transports fuel to ships directly under loading operations on the pier.
The vessel is loaded in the following order:
- After connecting the cargo pipeline and the hose device, it is necessary to check the tightness of such a unit, as well as its reliability and grounding;
- The pumping equipment delivers the cargo through the pipeline to the vessel's tanks, starting from the minimum capacity. This is a necessary measure to check the safety, tightness and tightness of the connection to the ship's tank. At a speed not exceeding 1 meter per second, the movement of the load occurs until the bottom set is closed in order to extinguish the formation of static electricity. After that, it is possible to safely increase the performance of the pumps to the desired parameters;
- Cargo clinkets, their opening and subsequent closure, delivery of technological plugs of the pipeline is carried out by the crew of the vessels;
- For the purpose of environmental supervision and prevention of emergencies during cargo transportation operations, there are duty tugboats, fireboats and oil skimmers in the loading area in full operational readiness;
- Continuous monitoring of the loading process;
16.3.2. Preparation and conduct of bunkering operations on board
Preparing a ship for receiving fuel (bunkering) is the most important part of organizing the proper operation of a ship in terms of preventing pollution of the environment (sea) by oil products. This has become especially relevant with the introduction of the International Code for the Management of the Safe Operation of Ships and the Prevention of Pollution (ISM CODE).
Thus, when preparing and carrying out the bunkering of the vessel, the ship's watch service and responsible persons must perform the following activities:
Raise the BRAVO flag or turn on the red circular light;
Issue a warning to the vessel about the start of bunkering and the prohibition of smoking and the use of open fire on deck;
Make sure that the valves are closed and that there are plugs on the opposite side fuel intake pipelines;
Ensure good communication with the watch officer, engine room, bunker operator;
Measure the amount of fuel in the tanks of the vessel and the bunker;
Make sure that the self-closing valves on the metering pipes of the fuel tanks are in the closed position, and the plugs are installed in their original places;
Check the closure of all deck scuppers;
Make sure that the ventilation pipes of the fuel tanks are not blocked by anything;
Bring to the place of bunkering primary funds fire extinguishing;
Ensure that oil spill response (OIL SPILL EQOIPMENT) facilities and equipment are available and ready for use;
Make sure that overflow tanks are empty;
Check the operation of the ship's signaling about the filling (overflow) of tanks
Since ISM CODE is used on all vessels, follow the requirements of the BUNKER OPERATION CHECK LIST.
Before the final filling of the tanks, reduce the fuel supply capacity to the minimum by filling the tanks sequentially;
Blow out the bunker hose before disconnecting it from the ship's pipeline;
Make the necessary records of bunkering in the engine log book and the oil record book (OIL RECORD BOOK).
When preparing the vessel for bunkering operations, the Chief Engineer should ensure that:
2.1. Deck scuppers are hermetically sealed and, if necessary, cemented;
2.2 Ventilation piping pipes of tanks to be filled,
Provide a free exit of air and gases, grids are cleared;
2.3. The overflow tank is empty and the overflow alarm is working;
2.4. Pallets are installed under the hose connections for bunkering;
2.5. The tanks allocated to receive the bunker allow you to receive the required amount of fuel, for which measurements of the levels in these tanks must be performed. The results of the measurements are recorded in the watch engine log and checklists.
2.6. Determine and agree with the captain or chief mate the tanks for receiving the bunker and the procedure for filling them in order to avoid loss of stability.
2.7. Fuel intake must be carried out without mixing the received fuel with the fuel already on board.
2.8. Usually, prior to bunkering, the ship is given a notice, which the ship's command should carefully read. An example of such a notice might look like this:
Notice of readiness for the delivery of the bunker.
Our bunker approached your vessel at_local time
Today and has m/ton IFO (cSt) and m/ton MDO/GO ordered for your vessel.
Fuel will be pumped into your tanks at an average rate of _t/h. Therefore, it is necessary to keep the valves open and also measure the level if you wish to check the fuel intake rate.
Before taking fuel, you will prepare everything necessary to prevent oil pollution of the sea, and also install a fire extinguisher on deck at the junction of the hoses.
Please appoint an authoritative representative to inspect open bunker tanks which have previously been sealed by customs to control the amount of fuel dispensed and to check hose connections - points that are dangerous to miss as the overall responsibility for bunkering lies with your vessel.
The QUANTITY will ONLY be determined by measurements in the bunkering tanks, so we will not be responsible for the quantity after bunkering if there is a difference in measurements with your tanks. If you do not agree, you can invite an independent surveyor to take measurements on our bunker during the bunkering period, all costs are time, losses will be at the expense of your shipowner /.
SAMPLES will be taken in accordance with existing requirements during the bunkering period and will be provided to you. The safety of the samples is guaranteed within a reasonable period. Please note that we do not pursue any goal / in any case /, and our company is only concerned with the collection of samples and their sealing.
After the completion of bunkering, we invite your representative to carry out final measurements of fuel on our bunker and to sign the certificate.
Please note that:.
The Bunkering Receipt does not allow any type or form of "waiver stamp", nor any modifications or denials made later.
We wish us and your crew a pleasant and safe voyage and a good time to see us in the future.
2.9. Based on the certificate provided by the bunkerer (Bunker Delivery Note), make sure that the values of the characteristics of the fuel intended for delivery correspond to the ordered one.
The certificate (BDN) must contain the following information:
Name and IMO number of the receiving vessel;
Date and time of the start of delivery;
Name, address and telephone number of the fuel supplier;
Product name;
- Quantity in metric tons;
Fuel density at 15 C, kg/m3;
A declaration, signed and certified by a representative of the fuel supplier, that the supplied fuel complies with the established requirements.
When preparing for bunkering operations, the person directly responsible for their conduct must:
2.10. Check the readiness of the fuel (oil) system for receiving (issuing) the bunker, which is recorded in the logbook and in the corresponding checklists;
2.11. Check the availability of a bunker, fire extinguishing equipment and spill containment equipment (fire extinguishers, a box with sand, a fire hose, a foam generator, a scoop, shovels, sawdust, rags, absorbents) at the receiving points;
2.12. Check the reliability of connection and tightness of the bunkering hose(s), the date(s) of its(their) last test;
2.13. Check the reliability of the connection of all posts and the deck with the bunker.
2.14. Draw up an act, together with a representative of the bunkering company (bunkering operator), in which to reflect:
Measurements of the amount of fuel (oil) on the tanks of the ship and the bunker;
Stages of receiving the bunker and the intensity of its supply, by stages;
The order of giving signals for changing the intensity or stopping the supply of the bunker.
Prior to the start of bunkering operations, the mechanic responsible for bunkering; must conduct briefings for selected and his disposal persons and test their knowledge of:
The device of the fuel (oil) system of the vessel;
Location of fuel, overflow tanks;
Location of overflow, metering and air pipes;
Location of secant valves and clinkets;
Typical English phrases and hand signals during bunkering;
Action on the ship's Pollution Prevention Plan;
Location of communication posts with MO and bunkering emergency stop posts. The results of the briefing and inspection are recorded in the machine log (Personnel briefing log before bunkering) and noted in the appropriate checklists.
Before the start of bunker acceptance, the mechanic responsible for bunkering is obliged to ensure sealing, and, if necessary, cementing all upper deck scuppers. At the same time, the quality of the sealing of the scuppers should exclude even minor seepage of oil products overboard.
The tightness of the closing of the scuppers is checked by the chief mate and the chief engineer, about which an appropriate entry is made in the ship's log.
