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TECHNICAL MANUAL

Ch. 05 ENGINEERING OPERATIONS

Rev. No:

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Date 28-Oct-16

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5.1. BUNKERING 5.1.1. Requisition

Arrangements for supply of FO / DO bunkers to the vessel will be made by the Owner/Commercial Operators,

Charterers or Pool Managers as the case may be, depending on the terms and condition and type of the

charter party, of which the Master should be guided by. Chief Engineer should ensure bunker supplied meets

ISO 8217specifications and in line with charter party agreement.

The selection of the bunker supplier, port of supply, stemming the quantity and arrangements for affecting the

supply will be done by the concerned party through their appointed agents. In most instances, the Master will

be asked to propose the quantities he requires for the intended voyage and it remains his responsibility to

ensure that the vessel has sufficient bunkers for the voyage.

Points to be considered while making requisition

1) The Master while nominating the quantity to be stemmed should take into consideration the

"unpumpable" quantity that normally remains on board.

2) The "safe margin" necessary to accomplish the voyage should be calculated on the basis of the length

of the voyage and existing daily consumption. The minimum reserve of heavy fuel on-board shall

be an amount consistent with three days consumption calculated at 85% MCR plus one day’s

consumption for each week of the planned voyage.

In case of MDO minimum bunker should be 50 MT. Furthermore for tankers, if tank cleaning is

contemplated, reserves should be adjusted accordingly. On vessels where there are two or more grades

of Diesel oil, it is sufficient if the combined ROB of Diesel oil is 50 MT.

For vessels trading in ECA, Low Sulphur Gas oil (0.1% S) reserve must be minimum 30 MT. .

3) The Chief Engineer, in consultation with the Master, should preplan and designate the tanks into which

the nominated quantity is to be distributed, taking into view the final trim and stresses that are likely,

considering the cargo quantity that will remain on board, after the bunkering operation.

4) As a general rule, as far as possible two or more sources of supply should not be mixed to obviate the

problems caused due to stratification.

On larger ships with more and larger capacity tanks, this can be easily achieved. On smaller vessels

and vessels fitted with limited number of bunker tanks, there could be small amounts of oil which

perhaps will not be possible to avoid being mixed, however you should try and keep this quantity to

minimum possible.

If mixing beyond ratio of 80:20 by volume cannot be avoided, office must seek advice from fuel testing

laboratory by submitting newly proposed bunker specification (Quality Certificate) and last analysis

report of existing bunker. If no adverse remarks is received from laboratory then on receipt of bunkers it

is necessary to carry out a compatibility test by simple lube oil spot test using filter paper as given in

Annex 6.

Mixing of MGO is not an issue as they don't have any Asphaltic content and hence there is no concern about their compatibility with each other. It is necessary that the sulphur content of existing bunker and the new bunker stem should be less than 0.1 % to ensure that the final blend is complying with the ECA requirement.

Uncontrolled when Printed

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Since bunker arrangements are made without knowing the compatibility with existing bunkers onboard,

the Chief Engineer should develop a plan to transfer and segregate as far as practicable all the existing

bunkers to avoid intermixing. Vessel should check ME parameter closely while using new bunker and

send form TE-21 to office along with month end papers.

5) Always ensure that two sealed and signed sample is obtained from bunker supplier while receiving

bunkers (One MARPOL sample and one sample in case of dispute specification). The sample should

be drawn during bunkering in your presence. Preserve the MARPOL sample carefully for 12 months.

Preserve the other sample until the fuel is consumed and for a further period of at least 6 months more

in case the bunker supplied is suspected to be off spec.

6) Bunkering is allowed to take up to 90% of the tank capacity. The following precautions are required to

be followed strictly:

- To decrease the bunker intake rate to less than 50 MT per hour while topping up individual tanks from

80% to 90%.

- When topping up, except for the last tank, always keep two tank valves open. This would help to

control and stop the flow to the tank which is being topped up.

- Last tank should be topped up only unto 85%. The CE should take this into account while giving

maximum quantity which can be loaded.

- All tanks sounding, especially the tanks which are topped up, should be monitored irrespective of the

bunkering sequence.

5.1.2. Bunkering Procedure

5.1.2.1. Onboard Pre-Bunker Checks

1) For all bunkering operations of fuel and lubricating oils, the Chief Engineer is overall in charge. Vessel

should comply with “Bunkering Safety Checklist” (Form SF-09). A through risk assessment (Level 2)

shall be carried for bunkering operations identifying ship specific hazards. This risk assessment shall

be sent to office for review / comments from the technical / marine superintendents. This risk

assessment should be reviewed for adequacy prior every bunkering, considering any changes from the

routine bunkering procedure followed. Technical superintendents shall be informed of the review of RA

atleast 24 hours before bunkering.

2) Bunker pipelines should be hydrostatically tested 12 months to MAWP and every 2.5 yearly to 1.5 x

MAWP. The details of the test should be recorded in the Engine log book and also stenciled on the

pipeline. Regulations of some coastal states (e.g. USA), require that bunker pipelines are pressure

tested before every bunkering operation.

3) On the basis of the quantity to be stemmed and quantity remaining on board, before commencement of

bunker operations, the Chief Engineer should calculate the tank wise status in cubic meters/ metric

tons and the corresponding sounding / ullage expected on completion of bunkering. This should be

made known to all the personnel involved in the bunkering operation.

4) Ensure that the overflow tank is empty and confirm proper functioning of the high level alarm, if

installed.


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5) Ensure all tanks where bunkers are to be taken have their air pipes / vents open and that air pipes and

wire mesh are clean and allow free passage of air.

6) Ensure all save alls and containment trays are clean, dry and plugged.

7) Ensure that sounding pipes are clear and that bob goes all the way to the bottom. It is a good practice

to pour a little diesel oil down the F.O. Sounding pipes from time to time to clear residues that have built

up.

8) Ensure all valves on manifold, lines, tanks are free to operate and quick-closing valves are functional

from remote locations. Filter provided on the bunkering line is to be cleaned periodically. Correct lineup

of valves is to be verified.

9) Ensure means of communication between bunker manifold / engine room are in proper working order.

An emergency standby means of communication like walkie-talkies or messenger should be kept

available at the manifold and engine room.

Safe access to the bunker barge shall be provided by the vessel.

Sound all tanks once again to confirm that the tanks to be bunkered have enough capacity to take the

intended amount.

Make sure that the manifold connection not in use is suitably blanked and all blank flange fasteners are

in place, fully tightened

10) Ensure that all scuppers and deck openings are plugged on main and other decks where bunker tank

air pipes are located. This is the responsibility of the Chief Officer / Duty Officer.

11) Ensure proper red warning signals / flags are hoisted.

12) No welding / gas cutting is to be done at any part of the vessel while bunkering is in progress. Also it

must be ensured that there is positively no smoking in the vicinity of the manifold and the surrounding

areas. Mobile phones shall not be used on deck during bunkering operations (applicable to all vessels).

13) Ensure following are readily available: -

Good sounding tapes,

sawdust,

good working torches,

sufficient cotton waste / rags,

tank calibration tables.

14) Ensure adequate fire precaution is taken and portable fire extinguishers are placed near the bunkering

station.

15) Ensure that sequence of operation is discussed with the members of the bunkering team.

16) If bunkers are to be received by barges, the Deck department must ensure that sufficient hands are

available for securing and casting off all mooring lines of the barge upon its arrival and departure.

17) Ensure adequate lighting arrangements are made if bunkering at night.

18) Pre-bunkering meeting is to be carried out with bunker supplier representative during which

specifications of bunker as per BDN, quantity of bunker are discussed and MSDS is handed over. The


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mode of communication and pumping rates amongst others are discussed and agreed to by both

parties.

19) Ensure that sounding of all tanks of the barge is taken and recorded by a responsible hand of the

bunkering team before commencement of transfer. After the barge tanks have been sounded once, the

sounding of barge tanks should be checked again to verify if there is any change in soundings in tanks.

This helps prevent fraud.

20) The barge tanks should be checked for the presence of "free water" by the use of water finding paste

and recorded. Temperatures of the fuel tanks are to be checked for applying necessary correction.

Before starting any operations, the Chief Engineer is to ensure that all valves are shut tight and all

blanks are in place and tightened with a full set of bolts.

21) LSGO bunkering is to be planned very carefully taking precautions not to commingle low & high sulphur

fuel. In case bunkering LSGO in bunker tank not containing LSGO of the required S limit, tank is to be

emptied and cleaned to prevent S % going above required limit.

22) On vessels having common HFO/MDO/LSGO bunker line, special precaution is required for LSGO

bunkering. As far as possible, LSGO bunker should be taken first followed by HFO to avoid

contamination of LSGO with residual grade. Wherever there is possibility of contamination due to use

of common line, flushing of line is to be carried out by initially draining small quantity of LSGO into HFO

tank prior to switching over to LSGO bunker tank. Maintain adequate back pressure by throttling tank

valves to ensure bunker line is full while carrying out flushing - in a controlled manner. In case of

common bunker line there is also the risk of contamination due to LSGO bunker tank valve leaks.

Special care is to be taken to ensure valves of bunker tanks not in use are positively shut.

22) The line up for bunkering is then to be done in accordance with the “Bunkering Plan” and same is to be

cross checked by the Chief Engineer.

23) Bunkering should be started slowly and only once it has been verified that the oil is entering the

designated tanks, should the rate may be increased.

24) During the entire operation, the soundings of all the fuel tanks are to be monitored, not just those

being bunkered and the quantity received should be cross checked every hour with the supplier.

25) Please ensure MSDS are provided by bunker supplier prior to bunkering. It is mandatory

as per SOLAS to retain MSDS of every batch of bunker.

26) No bunkering to be undertaken in adverse weather conditions. If weather deteriorates during

bunkering, all bunkering operations to be stopped /suspended till weather improves.

Tech Supdt to be informed immediately by phone or mail regarding the suspension of operations.

The following are company’s guidelines on weather condition limits on bunker operations. However

the master shall review the local conditions and take final decision:

Two meters swell height or more; or

30 Knots winds or more


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5.1.2.2. Pre-transfer Conference with Shore facility

1) Means of communication between ship / shore is to be established. Where there may be language

difficulty between ship/shore personnel, agreement should be reached on verbal expressions and

language to be used.

2) The bunkering rate in tons/hr and its corresponding manifold pressure that the vessel can receive is to

be made clear in writing. The rate of flow should never exceed the venting capacity of the tanks.

3) The quantity to be loaded is to be confirmed and the specification of the fuel oil to be bunkered is to be

obtained.

Generally bunker suppliers give only bare minimum specification like specific gravity, flash point, pour

point and viscosity. It must be endeavored to obtain other specifications like sulphur, water, ash,

sodium, vanadium, Conradson carbon residue, etc. from the supplier.

4) The order in which the products will be loaded (in case of bunkering diesel oil also) must be agreed

upon, together with the changes in the line-up when changing grades.

5) During the transferring period, agreement must be made on what the critical stages are and that the

required manpower will be present. Special attention is to be paid at periods of startup and completion.

6) The local Port Rules, especially with regard to safety and pollution, should be discussed between the

Master/Chief Engineer and the shore representative.

7) There are to be discussions on the procedures to be followed in case of a spill or hose rupture, fire on

the vessels, the terminal or in the vicinity, electrical storms, mooring failure or similar situations.

8) Watch and shift arrangements should be discussed which should clarify the manning of the barge /

jetty, and the Officers in charge of loading on the vessel. Both the barge/jetty and the ship should know

who to contact, and how, in case of need.

9) The procedures to be followed in case of emergency, as well as those for normal loading shutdowns,

must be covered. Operation of the emergency shutdown systems should be reviewed.

The pre-transfer conference is required to ensure that both parties fully understand all phases of the

loading operation and are prepared to act properly in any situation that might arise.

5.1.2.3. Checks during Bunkering

1) At the start of bunkering, the initial flow of oil should be loaded at a reduced rate. The line-up should

then be checked by:

- ensuring that the oil being bunkered is flowing into the correct tank(s)

- Ensuring that the sounding / ullage of tanks which are not being bunkered do not show any change.

- Checking over side for any possible escape of oil for instance through ruptured / leaky hose.

- The bunkering manifold should be inspected to see if there are any leaks from the connection or from

the blanks fitted on the manifold, which is not in use.

- After all the above checks have been made and found satisfactory, the Chief Engineer shall inform

the shore/barge personnel to gradually increase the pumping rate to the agreed loading rate.


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2) Once the agreed loading rate has been reached, the ullages/sounding of the tanks being bunkered

should be frequently and regularly monitored and the flow rate calculated to get an idea of completion

time.

3) Vessel's draft should be monitored by the Duty Officer and reported to the Chief Engineer as required

during the course of the bunkering operation in order to allow for necessary trim correction in the

calculation.

4) Vessel's moorings are to be checked and attended to as required by the Duty Officer.

5) Vessel's over side should be monitored by the Duty Officer on regular basis for signs of any spill etc.

6) In case of vessel equipped with the common overflow/venting system, the sight glass on the common

pipe leading to the overflow tank is to be monitored and overflow tank sounded to ascertain if any of the

tank being bunkered is overflowing as it can happen in case of an airlock inside the tank. This is more

predominant when the bunker rate exceeds the allowable rate.

7) From the standpoint of oil pollution and safety, pressing the tanks up to the predetermined sounding

/ullage, securing them and transferring flow to the other tanks at the same time is a most critical

operation. There must be sufficient manpower to handle the tank valves and attain sounding/ullage.

Extra care must be taken to avoid over pressurizing the ship’s and shore lines by closing too many

valves against the shore pressure. As the topping off stage is approached, the flow to the tank involved

must be regulated so that full attention can be paid to securing one tank at a time.

8) If H2S or Benzene exceeding the TLV ( Refer to HSM manual – Chapter 13.7 for information on

TLV) has been detected during gas checks, Office to be informed, Risk Assessment to be reviewed for

the new hazards and bunkering to be continued only if mitigating measures are effective. Following may

be considered as part of mitigating measures

Employees should be informed of the hazards of exposure to gas and advised of measures that

should be taken to minimize such exposure. which in any case shall not exceed the STEL of the

gas.

The person gauging shall stand to the windward of the sounding pipe and bunker vents.

Vapor concentrations on deck shall be measured prior to any work being undertaken.

The crew working on deck shall wear appropriate protective equipment.

Before leaving all sounding caps must be properly closed.

The following points should be considered when topping off tanks:-

a) Closing off one tank increases the rate of flow to other open tanks on the same line. As the vessel

trims by the stern, the rate of flow into the after tanks that are open will increase.

b) The rate of flow into any tank that is nearly full can quickly be reduced by opening the valve to an

empty tank on the same line. This procedure, in conjunction with closing the valve on the full tank,

permits control of the rate of loading of individual tanks.

c) The greater the pressure against a manual valve, the longer it will take to open or close it.

d) The liquid level in the topped off tanks should be checked frequently to make certain that the level is

not rising through the tank valve not being properly sealed.

8) On a regular basis the Chief Engineer should check with the shore personnel and verify quantity of


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bunkers remaining to be bunkered in order to get an idea whether bunkers so far received on board

tallies with his calculations.

9) Adequate notice should be given to the shore/barge personnel when approaching the end of the

bunkering operation. The last part of the loading should be done at a reduced rate especially when

bunkering into the last tank only. The Chief Engineer should satisfy himself that shore personnel on the

barge/jetty are ready to shut down, prior to completion.

10) Before the lines are being blown with compressed air it must be ascertained that sufficient space

remains in the tank into which the line oil is being drained.

Cappuccino Effect

Cappuccino Effect refers to the air that is intentionally introduced during the transfer of bunkers, resulting

in the development of froth on the surface. The quantity of fuel received by the vessel will appear inflated

in comparison to the measured bunker tanker delivered quantity. However, the level of bunker drops

when the air bubbles gradually dissipate. The fuel shortage can be up to 10 – 20%.

There are several ways in which air may be introduced into fuel oil:

1. Injection of compressed air into its tanks by the Bunker Barge prior to joint soundings being taken

to increase the apparent volume of the fuel oil before it is transferred.

2. Injection of compressed air into the fuel oil during the transfer, either in the vicinity of the

discharge pump, or into the tank or into the discharge line.

3. Excessive stripping by the bunker barge.

Following are the signs, but not limited to, of Cappuccino Effect:

1. Foam and/or frothing on the surface of the fuel oil on the barge prior to bunkering, and on the

vessel during unkering and on completion.

2. Excessive bubbles on the sounding tape or brass bob.

3. Excessive bubbling on the sample collected at the manifold.

4. Unusual gurgling noises from the supply line or at the manifold.

5. Variations in line pressure at the manifold.


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6. Excessive movement or vibration, for prolonged period, of the supply flexible hose connected to

the vessel’s manifold.

7. Unusual noises from the fuel tank vent head, and / or excessive discharge of air via the

ventilators and sounding pipes.

In addition to giving due consideration to the above signs, following preventive measures to be complied

with:

1. Line clearing (air blow) is only allowed at the end of the bunkering, and it should be done after

informing and obtaining permission from the Chief Engineer of the vessel.

2. Barges can have air suction valve on deck which is used for air blowing. This valve needs to be

checked and sealed and only opened for the air blowing after the main bunkering is over.

3. If possible, the air blown content should be taken into a separate tank in the vessel.

4. Where safe and practicable, photographic and video evidence should also be taken.

Following are the guidelines for action to be taken should the Cappuccino Effect be encountered:

1. Generally, when the Cappuccino Effect happens, the vessel’s figures will be inflated in

comparison to the bunker barge’s delivered quantity. If this happens, the Chief Engineer should

indicate on the Bunker Delivery Note (BDN) that the vessel’s figures cannot be confirmed due to

air ingress in bunkers and issue a Note of Protest to the Supplier.

2. Some bubbles can be present in bunkers due to the natural process of oil transfer, and this

should not be mistaken for Cappuccino Effect.

3. If time permits, the vessel’s quantity of fuel ROB should be checked by an experienced Bunker

Surveyor immediately after the bunkering and after sufficient time has been allocated for

settlement of bubbles in the tank. An hourly check on cappuccino bunkers will indicate drop in

sounding, which makes it impossible to finalize the vessel’s received quantity. It will stabilize after

sometime, this can vary from a few hours to 1-2 days.

4. If the vessel has to leave port immediately after bunkering, the contents within the nominated

tanks should not be used or transferred in any way until arrival at the next port where an

experienced Bunker Surveyor should be engaged to certify the ROB. Where possible, this survey

should be done in the presence of the relevant parties to avoid disagreement related to claims.

5. The MPA of Singapore, with effect from 01 November 2012, has pro-actively implemented a 24/7

bunkering assistance hotline 1800-BUNKERS (1800-2865377) for the industry to contact the port

authority for on-site assistance in the event of bunker quantity dispute.


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Additional Counter measures for ship staff may include but not limited to:

1) C/E’s handing over notes should also include weekly bunker report.

2) Weekly bunker reports to be promptly sent by every vessel on Sunday through Shippalm. Office

will monitor and scrutinize same. Same also to include VCF and WCF corrections

3) During Bunkering operations, if the quantity received is more, we should be more cautious.

4) New/Take over Vessel’s C/E’s to send their bunker and trim calculations (only first time).

5) Ship Staff to be familiar with difference between on hire and off hire survey.

6) Precaution to be taken by vessels about keeping return lines only to mixing column and not

service tanks, else it will lead to wrong flow meter reading.

7) Always latest trim to be used for Bunker calculations. C/E must insist C/O to give latest trim.

8) Bunker survey to be carried out as far as possible at even keel conditions.

9) Backwash/Leak off oil not to be reused.

10) Ship Staff to be familiar with International Regulation as per ECA/SECA requirement. In case of

any doubt, same to be clarified with office.

11) Bunkering operations Posters to be displayed as provided by Office.

12) Singapore Standard code of practice for Bunkering (SS600-2008), to be made available and

familiarized.

The Cappuccino Effect in bunkering can take place at any bunker port in the world, and the fuel shortfall

can be significant. It’s imperative to take the required preventive and corrective measures in time to avoid

inconvenience and prevent commercial setbacks.

5.1.2.4. Checks after completion of Bunkering

1) As soon as the line oil has been drained and the bunkering operation completed it must be ensured

that all line and manifold valves are closed.

2) Even though the remnant oil is drained by blowing off, there is still likely to be a small quantity of oil in

the hose at time of disconnection. Drums, drip trays and also bags of sawdust should be made

available at the manifold while doing so. The manifold blanks should be put back as soon as the hose

is disconnected.

Allow some time for the oil to settle in the tanks bunkered and take soundings of all tanks. At the

same time check the sounding of the tanks in the barge or the final flow meter.


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After 30 minutes check tanks again. If soundings have reduced, this is evidence of air trapped in the fuel and

the quantity received is suspect. You must put the supplier on notice and inform all concerned at once.

Calculate the quantity received on board after applying necessary trim and temperature corrections and verify

if same matches with the shore quantity.

Ensure bunker tank soundings are checked again 12 to 16 hours after bunkering and quantities re-confirmed.

Any discrepancy found must be immediately brought to the notice of all concerned parties.

5.1.3. Bunker Samples

Under the conditions of sale, most bunker suppliers make it the responsibility of the ship to request oil

samples. To protect vessel’s interests, the following procedures are to be strictly adhered to :

5.1.3.1. To whom should you sent your samples to

Vessels to forward samples taken at all bunkering to the company advised by the office (E,g Maritec, Viswa

Lab ). Use the DHL AWB given by the lab and record the AWB Number for follow-up.

5.1.3.2. What samples are to be taken and to be sent

Samples of MDO,FO and LSMGO are to be taken during every bunkering. Sample of FO and LSMGO are to

be forwarded to the labaratory without fail..

5.1.3.3. Sampling method and location

The sample should be obtained using manual valve setting continuous – drip sampler. The fuel should

be sampled at the receiving ship’s inlet bunker manifold and should be drawn continuously throughout the

bunker period. If the sample is NOT drawn from the ship’s bunker manifold, vessel must seek permission

from technical superintendent in charge of vessel.

5.1.3.4. Retained sample handling

Immediately prior to filling the retained sample container, the sample quantity should be thoroughly

agitated to ensure it is homogenous. The retained sample should be of sufficient quantity to perform the

tests required, but should not be less than 400ml in volume. The container should be filled to 90%(+/- 5%)

capacity and sealed.

5.1.3.5. Sealing of the retained sample and storage.

Immediately following collection of the retained sample, a tamper proof security seal with a unique means

of identification should be installed by the supplier’s representative in the presence of the ship’s

representative. A label containing the following information should be secured to the retained sample

container.

- Location at which and method by which sample was drawn.

- Date of commencement of delivery.

- Name of bunker tanker / bunker installation.

- Names and IMO number of the receiving ship.

- Names and signatures of the supplier’s representative and the ship’s representative.

- Details of seal identification.

- Bunker grade.


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To facilitate cross-reference, details of the seal identification may also be recorded on the bunker delivery

note.

The retained sample should be kept in a safe and sheltered location outside the ship’s accommodation. It

should not be subject to elevated temperatures, but preferably kept at a cool / ambient temperature where

it will not be exposed to direct sunlight and where personnel would not be exposed to vapours which may

be released from the sample.

Typically, a suitable storage location may be the paint room. Care should be exercised when entering a

sample storage location.

- In the event that a sample is to be delivered to a port state control inspector, it is also important to

secure a record of the sample custody transfer. The transfer should be recorded in the logbook

with the BDN, with specific reference to:

- the sample label details and seal number

- the port, date and time of handover of the sample

- the identity of the person to whom the sample was handed, together with the name, signature and

authority stamp as appropriate

- Contact details of those who will hold the sample.

5.1.3.6. General points to be noted

1) Store sampling kit in a dry and dust free area. Bottles to be clean.

2) Place the clean container under the sampling cock.

3) Take drip sampling during bunkering.

4) Thoroughly mix by stirring.

5) Fill all sample bottles to the level mark.

6) Close sample bottles with plug and cap.

7) Seal all bottles and record seal numbers.

8) Fill out bottle labels and sign together with the supplier’s representative.

9) Place labels on all sample bottles.

10) Fill out Chief Engineer’s report form.

11) Put the Chief Engineer’s report form in plastic pocket with a copy of the bunker delivery note.

12) Pack one bottle for dispatch to Laboratory

13) Hand over one bottle to Supplier’s representative.

14) Store one bottle on board. Samples to be kept for a period of 12 months after bunkering and then

disposed off properly thereafter.

5.1.3.7. Forwarding

Follow company’s fuel analysis instructions on procedure of despatching samples.

1) Label cardboard box with appropriate address label.


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2) Complete the air way bill provided by the Fuel analysis Company

3) Prepare a Removal report and hand over the sample to agents for despatch.

5.1.4. Guidelines on Bunker Procedure at U.S. Ports

Below is a brief guideline on procedures for bunkering at U.S. Ports. Some ports require that a training

session is conducted 48 Hrs prior bunkering and Bunker Pre Loading plan is prepared.

a) Bunkering system line diagram located at engine room telephone desk shall be used as

reference.

b) Number of persons required during bunkering operation; to be made out according to the vessel's

manning.

c) It shall be ensured that all anti-pollution measures are taken. During bunkering operations the Chief

Engineer will take soundings and will direct the operation of bunkering manifold valves.

d) The Chief Officer will be responsible for mooring lines during the transfer of bunkers.

e) As tanks near capacity, filing rates shall be decreased accordingly.

f) The Chief Engineer shall ensure that all bunker valves are secured on completion.

g) Each fuel tank vent, overflow and fill pipe shall have a portable container at least 18 inches deep and at

least five (5) U.S. gallon capacity - used for desk discharge containment. Drain plugs must be screwed

in place.

h) Deck discharge containers are to be emptied into the vessel's fuel system.

i) In the event of an oil spill, the following shall be notified immediately:

United States Coast Guard

Follow emergency procedures as in NTVRP/ VRP. Contact Qualified Individual

Contact DPA/ Alternate DPA

5.1.5. Bunker Delivery Note

Before signing the bunker delivery receipt:

1) A comparison should be made between the bunker slip quantities and those delivered on board to see

whether they are the same taking into account the acceptable tolerance.

2) It must be checked that the transfer quantity is clearly indicated in, either net barrels, metric or long

tons.

3) The Bunker Delivery Note (BDN) shall be kept on board the ship under the custody of Chief Engineer

and it shall be retained for a period of at least three years after the fuel oil has been delivered on

board.

The Bunker Delivery Note shall contain the following information:-

i) Name and IMO number of receiving ship


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ii) Port

iii) Date of commencement of delivery

iv) Name, address and telephone number of marine fuel supplier

v) Product name(s)

vi) Quantity (metric tons)

vii) Density at 15ºC (kg/m3) tested in accordance with ISO 3675

viii) Sulphur content (% m/m) tested in accordance with ISO 8754

A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied is in

conformity with regulation

The PSC inspector may inspect the BDN on board ship, may take a copy of each delivery note and may

require the Master or the person-in-charge to certify that each copy is a true copy of such BDN. The inspector

may also verify the contents of each BDN through consultation with the port where the BDN was issued.

The BDN shall be accompanied by a representative sample of the fuel oil delivered. The sample is to be

sealed and signed by the supplier's representative and the Master or officer in-charge of the bunkering

operation on completion of bunkering operations and retained on board until the fuel oil is consumed or for a

period of 12 months whichever is more.

The bunker sample shall be labeled and shall contain the following information:-

i) Location at which, and the method by which, the sample was drawn

ii) Date of Commencement of Delivery

iii) Name of Bunker Tanker or Bunker Installation (if from shore)

iv) Name and IMO Number of the receiving ship

v) Signatures of supplier's representative and ship's representative

vi) Details of Seal Identification (Seal No. etc.)

vii) Bunker Grade

In any event, if there is any discrepancy at all between the ship and shore figures a protest should be made in

writing to the bunker supplier to avoid any later dispute and the delivery receipt should be claused mentioning

the actual quantity received.

For sake of good order in case of any discrepancy the owners or charterers should be immediately informed

and their appointed agents suitably informed to resolve all disputes.

Please note these days, bunkering disputes are very common between ship and bunker supplier.

The main cause for these disputes is due to difference in quality and quantity written on BDN and the actual quantity

or quality supplied/received. A note of protest (OP-11) is therefore issued to the supplier and a copy is forwarded to

the charterers/owners/synergy. However in case of any dispute, it is imperative to contact the

charterer/owner/synergy before clausing the BDN. It may be possible that in some ports, local regulations do not

permit clausing the BDN.


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5.1.6. Bunker Surveys

In accordance to the terms and conditions of some charter parties, an ON/OFF Hire bunker survey may be

required to be conducted by a Surveyor appointed by them. In this respect it should be known that keeping

extra fuel "in hand" could at times be detrimental and lead to financial losses for the owners. As such this

practice is not encouraged and should be avoided.

When any such survey is to be conducted prior notice will be given by the owners/charterers and vessel

should prepare for the survey by taking a fresh sounding of all tanks and make necessary calculation taking

trim and temperature corrections into consideration. The ascertained quantity should be compared with the

log figures and should be in the close proximity. In this respect the importance of regular gauging of tanks at

sea, weather and safety permitting, and maintaining a proper record cannot be over emphasized.

Besides above, at certain ports where bunkers are delivered to the vessel by barge or by third parties, an

independent surveyor may attend the bunker transfer. Independent surveyor may also attend the vessel in

case of any dispute arising out of discrepancy due to bunker quantity etc.

During the survey the surveyor will normally use his firm's equipment to gauge the fuel tanks, to take fuel

temperatures and fuel samples. If there are any fuel tanks that cannot be gauged or the fuel quantity or

temperature cannot be accurately determined, the reasons for it and the tank identification must be

highlighted. In case the survey is being conducted for reasons of any dispute, the surveyor must be given a

copy of the fuel delivery receipt issued by the supplier at the time of signing by the Chief Engineer. Also

copies of all Note of Protest issued to the supplier should be presented to the attending independent

surveyor.

In addition to the foregoing, if it is feared that contaminated bunkers have been placed on board, it is

recommended that the following information be recorded as soon as possible so that sufficient evidence is

obtained to support a claim:

1. Names of: Master, Chief Engineer, crew members involved in bunkering, ship's and supplier's

representatives who inspected tanks prior to bunkering, persons present at the time bunker sample

was taken.

2. Record in which tanks bunkers were placed on delivery, their quality and whether there was oil in tanks

prior to delivery. If tanks were not empty, provide details of bunkers in the tanks.

3. Identify the tank where suspect contaminated bunkers are located and the quantity.

4. Record details of ullages taken and new bunkers supplied, including bunker receipts.

5. Retain copies of deck and engine logs for the period.

6. Retain any notes of protest made.

7. Retain sealed sample taken at bunkering as well as samples from the previous bunkers on board.

5.1.7. Dealing with new Bunker

New bunkered fuel should not be consumed until the fuel oil analysis has been received onboard along

with operational guidelines from the vessel superintendent. Vessel should ensure fuel samples are landed

promptly and office will track the sample, liaise with lab for prompt reports. In extreme cases, if fuel has to be

consumed before analysis, risk assessment has to be carried out and office permission to be taken. Fleet

manager can authorize use of such fuels.


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In cases where fuel is required to be consumed prior receiving analysis report, fuel need to be treated as

POOR QUALITY (High Cat-Fines & High Density) and precautions for handling High Cat-fine and high

density bunkers has to be taken – such as running of two centrifuges in parallel (in HIDENS / Clarifier mode),

at the lowest throughput, such that the combined throughput just about matches the daily consumption

needs. In addition, inlet temperatures to the centrifuge are to be maintained high along with other precautions

for handling water content, such as regular draining of water from the settling tanks. Centrifuge operation and

Auto back flush filter – differential pressures, clog meters and back wash counters are to be closely

monitored.

Fuel Oil By-Pass filters for Main Engine & Auxiliary engines should NEVER be used if the quality of fuel is

unknown, ESPECIALLY, when facing problems with Auto Back flush filters (excessive back flushing or

Increased back pressures – requiring much more frequent cleaning etc)

Vessels have to maintain at all times, minimum recommended fuel treatment chemicals on board, in order to

handle poor quality fuels and also to handle co-mingling requests from charterers and owners, and to mitigate

risks due to incompatibility.

The Minimum recommended chemicals and quantities are as follows:-

For vessels under Wilhelmsen contract:

1) Fuelcare – 200 ltrs

For vessels under DREW contract:

1) Amergy 222 – 200 liters

2) Amergize – 200 liters.

Main Engine & Auxiliary Engine performance is to be closely monitored and Office informed immediately of

any abnormalities noted.

As a precautionary method after bunkering in any port, when clear of land and in open sea the engine should

be operated on the new bunkers, after confirming that the bunkers are reported to be on spec by the lab, for

about 24 hours and performance of the fuel system carefully observed. The engine parameters are to be

closely watched for any deviation from normal operating conditions. Performance should be recorded and

carefully monitored when using mixed bunkers.

In case any abnormality in the performance and deviation of engine parameter is observed the matter should

be promptly reported to the office using form “Engine performance data of newly supplied bunkers” TE-21for

taking up matter with the supplier accordingly.

5.1.8. Effect of bad Fuel on Performance

Enumerated below are some of the symptoms which could be related to inferior quality fuel namely due to

incompatibility & contaminants. They are to be taken as guidelines only.

5.1.8.1. Incompatibility

- Increase in fuel oil pressure to the heaters

- Rise in fuel oil temperature after viscometer, while trying to maintain viscosity.

- Excessive sludge discharge from purifiers.


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- Frequent loss of purifier seals.

- Rise in exhaust temperatures

- Choking of filters.

- Surging of turbochargers

5.1.8.2. Contaminants

- Loss of purifier seals

- Increased sludge discharge

- Sandy texture of sludge

- Vibration of purifier bowl

- Clogged purifier bowl

- Increase in sludge in scavenge spaces

- Choking of fuel filter

- Surging of turbochargers

- Rise in exhaust temperatures

- Sticking of fuel oil injection pumps and exhaust valves.

- Extensive wear of piston rings, liner etc.

- Seizing of piston rings

- Fouling of turbocharger and inlet grid.

- Increased corrosion.

5.1.8.3. Purifier Operation

The optimum performance of the fuel oil purifiers is of great importance for efficient operation of the fuel

system. Particular attention to the correct operation of the purifiers should be paid especially when new

bunkers have been received.

Soon after receiving bunkers it must be ascertained whether the correct gravity disc has been selected and

installed in the purifiers conforming to the specific gravity of the bunker supplied. In this respect it must be

noted that the largest possible gravity disc should be used for optimum separation of the contaminants.

If two purifiers are installed they should be used in parallel and the throughput of each should be kept as low

as possible - the total output should be just greater than the consumption.

When operating on new or mixed fuel, the period between de-sludge should be reduced to about one hour

and then gradually increased to about two hours if sludge discharge is found to be low. After about one days

operation the purifier should be opened and inspected to get an idea of the extent and nature of sludge

accumulation in order to adjust the period between de-sludge accordingly.

The temperature of separation should be as high as possible (98 deg C) for efficient operation of the

purifiers and separation of water traces, which might be present in the fuel bunkered.


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5.2. COLD WEATHER PROCEDURES

5.2.1. General

The following outlines, procedures and precautions to be taken to guard against damage to vessel and

equipment due to cold weather. The Master and Chief Engineer should take any additional actions he

believes necessary as determined by actual circumstances and conditions. The Chief Engineer should

establish a routine for all departments when it is anticipated that the vessel will be exposed to cold weather.

Protecting the vessel and its equipment from damage during cold weather rests upon foresight, knowledge of

detailed effects of freezing weather, preparedness and constant alertness in combating the effects.

Operations in cold weather constitute special operations, in that any errors may become apparent only a

hazardous situation has been created, or an accident has occurred.

Accordingly, all shipboard personnel should utilize the procedures provided in this section during any

operations in cold weather.

5.2.2. Ballast Sea Suctions, Strainers and Heat Exchangers (cold weather)

Ballast the vessel to a depth where sea suctions and propeller are below the level of any ice maintaining no

more than three feet trim to prevent ice from sliding under the vessel and reaching the sea suctions. Load

cargo prior to discharging ballast to maintain maximum draft. During periods of heavy ice, as far as practical

dock the vessel so the bow stems the heaviest ice flow. Anchoring should be avoided except as an

emergency. Use no more power than required to maintain steerage and headway to prevent bow plating

damage. Minimize running the engine astern.

At extremely low temperatures the impact resistance of steel is reduced. The incidence of structural failures

after transiting heavy ice or making hard contacts with wharfs or fenders may increase. Close examination of

any possible affected area is mandatory. Immediately on clearing heavy ice areas a vessel inspection should

be conducted covering cargo compartments and void spaces such as fore peaks, fore deeps, cofferdams,

pump rooms, etc., in order to verify hull integrity.

Ensure that adequate reserve of feed water is available. Prepare to use steaming out fittings and hoses to

thaw or keep clear sea chests and suction piping that has become clogged with ice.

Operate main and auxiliary circulating pumps with the crossover open. When securing the main plant, stop

the main circulating pump momentarily to wash back ice from the main injection system.

5.2.3. Bunkers and Emergency Generator Fuel Tank (cold weather)

Operating for prolonged periods in extremely cold weather and/or ice often places unexpected demands on

the boilers and increases the fuel consumption. This condition can generally be anticipated and bunker

reserves should be increased accordingly. On vessels where the emergency generator fuel tank is located

outside the machinery space, ensure that the fuel does not freeze. Adding paraffin or gas oil to the diesel oil

in a 50/50 proportion will lower the freezing point of the mixture to a level where freezing should not occur.

Maintain the liquid level of the tanks at about 90% of capacity to reduce condensation and to provide an

adequate supply in an emergency. Add antifreeze to the radiator and jacket water system if the emergency

diesel generator is in an unheated compartment.


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5.2.4. Deck Machinery and Piping (cold weather)

Grease winches and line them up (wires lashed, windlass wildcats disengaged, valves set) prior to departure

if unfavorable weather conditions are forecast.

Whenever there is danger from frost damage, special precautions must be taken with respect to steam driven

deck machinery and systems exposed to the atmosphere. Steam must be maintained on deck at all times

when temperatures are, or are expected to fall, below 0°C. Steam should be “cracked” on to windlasses and

winch engines and their control levers secured in the neutral position. Open bypasses fitted between steam

and exhaust lines to ensure adequate steam flow in exhaust piping. There will normally be sufficient leakage

through the valves to ensure that the steam cylinders are kept warm. They should be checked at frequent

intervals and the machinery run light for a few minutes. Engines should not be left running for long periods,

even at slow speed, as serious bearing damage may result.

The deck watch will inform the engine department well in advance of anticipated temperature changes,

together with actual changes in the temperature as it drops to the freezing point.

The Deck Department will keep watch on the deck machinery to ensure that steam is flowing through the

winches. White stripes painted on winch drum will assist the watch in observing the winches.

The Deck Department will ensure that:-

The lifeboat engine's fuel (gas oil or diesel oil) is suitable for use at 15C or less

The engine's cooling water spaces are properly drained

Water containers are temporarily stowed inside the accommodation.

5.2.5. Hydraulic Deck machinery (cold weather)

Hydraulic should be run continuously to keep the hydraulic oil temperature above 15o C. No machinery

should be put on load if the hydraulic oil temperature is less than 15o C. Keep the header tank 2/3

rd full at all

time.

5.2.6. Miscellaneous Weather Deck Service Piping (cold weather)

Drain and blow dry all piping not in use. This should include:

- Steam smothering

- Potable water filling

- Wash water filling

- Fire main

- Compressed air

- Steam eductor system under foc'sle head

Any vessel equipped with independent midships water systems should start the system prior to entering

freezing weather. Transfer and isolate wash water and potable water to midships system and drain deck

piping. If this is not possible, put steam tracer on both systems.

Maintain a minimal flow of water through sanitary systems and soil drains. Tying down one or more

flushometers or fitting jumpers at selected locations will help to prevent freezing. A small amount of


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antifreeze can be added in unused drain traps. Put steam chaser on midship sanitary system and/or open

overboard-circulating line.

Increase steam to quarters heating system. Quarters heating traps may be bypassed or have the internals

removed to ensure adequate flow.

5.2.7. Machinery Space Piping and Fittings (cold weather)

Reduce the flow of outside air into the machinery spaces by securing vent fans, trimming vents out of the

wind, fitting temporary covers over cowls and closing dampers. Opening a skylight or hatch adjacent to the

forced draft fan intake will short circuit the normal air circulation and therefore provide warmer machinery

spaces.

Utilize space heaters (where provided) to their full extent.

Circulate fresh water systems continuously to eliminate the possibility of freezing.

5.2.8. Miscellaneous (cold weather)

In spaces such as storerooms, linen lockers, etc., where the possibility of sweating and freezing exist, space

heaters should be used where provided. Moisture-absorbing material should be moved to warmer spaces

when possible or moved away from ship's structure where moisture collects and freezes.

Eliminate all steam and water leaks in spaces and keep doors closed if possible.

Alternate fuel oil service pumps to prevent a cold slug of oil from forming in the F.O. system.

Be alert to the possibility of flooding in remote spaces, i.e. shaft alley and pump room bilges, due to the

breaking of water piping caused by freezing.

If sea water temperature falls below 32F, all tanks adjacent to the ship's skin, i.e. double bottoms, peaks,

etc., containing fresh water, should be kept slack to prevent possible rupture from freezing.

The installed heating elements of electronic equipment should be used when equipment is not in use.

Equipment without heaters should be left on. Some radar scanners have heaters that may be on when the

equipment is in use. Consult your operating instruction manuals for the best method of protecting your

equipment.

Keep decks as ice free as possible to reduce slipping hazards, particularly heavily trafficked areas. Use deck

scrapers and generous amount of rock salt to assist in keeping ice off decks.

Careful attention should be paid to the air pipes of fresh water tanks. A tank, which has been filled from the

evaporator or fresh water generator in which, the air pipe, has been filled and the water frozen could collapse

when the tank is put into service. Water sloshing into the air pipe during rolling could also cause an ice plug

to form. In freezing conditions the air pipes should be rodded out prior to putting the tank into service.

5.2.9. Generic Checklist of Cold weather precautions

The below checklist is a guide to your vessel when trading in freezing conditions. Ship personnel should use

their discretion in deciding which particular items are applicable and should take additional precautions which

they consider necessary for efficient operations.

Engine room


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1. Check condition of steam connections to sea chests and test. If the sea chest air pipes extend above

the boiler flat, additional steam connections may be rigged if required.

2. Use Low sea suction and keep steam on sea chests at all times in ice.

3. Grease nuts etc on main sea suction strainers. Have impact spanner available and prepare spare

suction strainer if available, for use if ice chokes strainers. Remember that at speed the hull form may

carry ice below the surface.

4. In port, monitor stern tube temperature where fresh water cooling is used. If temperature drops below 2

degree C, drain lower aft peak tank (Stern tube cooling water tank) and remove manhole door. Post a

prominent warning notice in control room and refill tank before departure.

5. In port, circulate heated jacket water and keep main engine lubricating oil pump in operation, or pump

engine sump oil to high tank and bulk purify to maintain temperature, running oil down to main engine

just prior departure.

6. Where fitted, sea water re-circulation systems should be set up to minimize intake of freezing water. If a

re-circulation tank is available it should be put into use.

7. Sufficient ballast should be taken to ensure that the propeller is submerged to avoid ice damage. Turn

rudder and propeller once every day but before turning check that there is no ice formation around. Do

not turn propeller / rudder if ice formation is noticed. Assistance from shore / tug boat should be

arranged if necessary to clear the ice formed around the rudder before departure.

8. Rig space heaters in steering flat.

9. If not in use, blow bunker tank heating coils with air. Remove plug or bend to ensure complete

drainage. Drain return lines at low points and blow drain traps clear.

10. Ensure vessel has sufficient fuel and fresh water reserves to cover additional steam requirements.

Deck piping and deck machinery

11. Drain fire main and all branches at lowest points. Fabricate air connection for blowing lines clear

immediately after use. Blow compressed air lines clear.

12. Prepare steam hose for use in de-icing on deck.

13. Run hydraulic winch and windlass pump unit continuously. Run Hydraulic deck crane pump units

continuously and ensure heaters are on.

14. To minimize possible leakage, do not run hatch hydraulic units continuously. As these units are

normally under cover, the aim should be to maintain the temperature of the space by the best safe

means available.

15. Where applicable, keep heater on whistles and drain strainers. Test whistle daily using push button; do

not use the hand lever without checking the entire length of wire as it may be frozen.

16. Lay old wire or rope along hatch cleats, cross joints etc., with an eye left free at one end. If ice builds

up, the eye may be taken to a winch and pulled clear to assist in breaking the ice.

17. Fill recesses sockets on hatches for cleats etc., with grease or soft soap.

18. Lay cargo nets, old wire or rope over stowed gangways and accommodation ladders to assist in

breaking ice deposits. This may also be done on exposed windlasses and winches.

19. Drain moisture from deck machinery gearboxes and top up with correct oil.

20. Keep air hoses, gangway winches, pilot hoists and ladders and all portable equipment under cover in a

warm place when not actually required for use.


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21. Keep radar scanner turning and radars running in port where permitted. If scanners have to be

stopped, check that the scanner is free to rotate before switching on. Drain wave guide to confirm no

accumulation of moisture.

22. Wire aerials and whips may require to be manually cleared of ice to maintain operational performance.

23. Drain and isolate any exterior fresh water piping.

24. Keep mooring ropes and wires under cover for as long as possible, consistent with operational

requirements

Ballast 25. Change any fresh water ballast for sea water.

26. Use double bottom and hold ballast only. Do not use topside tanks unless absolutely essential. If

topside tanks are to be filled, only fill up to 80% of tank capacity.

27. Do not press up double bottom tanks into air and sounding pipes.

28. Dose sounding pipes with salt to prevent ice plugs forming. Keep caps screwed on as much as

possible.

Accommodation 29. Seal external doors with PVC tape and limit normal access to accommodation to one door. All doors

must be available for emergency use.

30. Rig fan heaters (portable hot air blower on hair dryer will do) in wheelhouse for window de-icing. Keep

clear view screen and window wiper motors running continuously.

31. Where deck heads are exposed to outside temperature, remove panels and rig fan heaters to reduce

risk of domestic water pipes freezing.

Safety 32. Ensure emergency generator cooling system has sufficient anti-freeze and that fuel tank contains fuel

suitable for low temperature operation. This applies also to lifeboat and emergency fire pumps.

33. Lower level in lifeboat fresh water containers to allow for ice expansion.

34. Ensure lifeboat plug holes are clear to prevent water building up in boats.

35. Rig safety hand lines on main deck, use ropes and not wire. Keep a passage way on deck clear of

ice/snow at all times. It is easier to clear deck immediately after snowfall when it is soft instead of later.

36. No open heaters or naked lights are allowed in accommodation area.

General 37. Have ample supplies of sand, salt and anti-freeze available.

38. If crew have to remain on deck for too long then it should be organized in such a way that at regular

interval they are allowed to refresh themselves with hot food and beverages. Ensure adequate warm

dry clothing.

39. The risk of freezing spray is very real. It is caused due to rapid changes in air temperature in a very

short time thus resulting in excessive ice formation on contact. Ships with low GM must try avoiding

same by reducing speed, altering course or in extreme cases, remain in sheltered waters till safe to

continue voyages.

40. On returning to warmer weather, ensure that all systems are returned to normal operation.


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41. Storerooms and lockers at the shipside are liable to have their consents damaged by frost. E.g. cans /

bottles in poorly insulated beer locker break in extreme cold. Move these into a warmer place if

required.

5.2.10. Guidance for hull structure inspection

Refer to Annex 3.

5.2.11. Protection of Life boat engine against cold weather

As per LSA code, Life boat engine starting systems and starting aids shall start the engine at an

ambient temperature – 15 degree Celsius within 2 minutes of commencing the starting procedure

unless, in the opinion of the administration having regard to particular voyages in which ship carrying

the life boat is constantly engaged, a different temperature is appropiriate.

To meet above requirement and to avoid troubles during PSC inspections, recommend to follow

below:

1. Life boat fuel tank to be filled with appropriate (eg wax free) diesel oil.

2. The heating elements on the lifeboat engine and in the life boatd space should be kept heated (Where applicable)

3. The engine lube oil to be changed to Synthetic oil

4. Ideally the lifeboat engine has to have at least 5o running hours using mineral oil for lubrication

prior to the change to synthetic oil

5. Lube oil sample to be tested at frequent intervals for loss of viscosity

5.3. INTERNAL OIL TRANSFER

Any internal transfer of oil apart from routine transfer of oil from bunker tank to settling tank must be

treated as same as bunkering operation and relevant pre-cautions to be followed as listed in 5.1.

Upon completion of oil transfer, entries to be made in ER log book.

5.4. BRINGING BACK MACHINERIES AFTER LONG SHUT DOWN OR MAJOR BREAK DOWN

REPAIRS

The machineries / equipment which are shut down for long time and / or after a Major break down repairs

must be brought back in to service only after carefully following the procedures mentioned in the maker’s

instruction manual specific to that particular machinery.

In general before any machinery brought back to normal continuous service, the machinery must be

tested to fullest satisfaction of the Chief Engineer which includes testing of all safety alarms, safety trips

and confirmation of thorough working of the safety devices. The machinery must be tested in various

conditions which may exist actually during the machinery in normal operating condition. Initially while the

machinery is put in service, it should be monitored continuously for a minimum period of 24 hours.


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