Bunkering procidure

Before Bunkering
1.Ÿ The chief engineer should calculate and check which bunker/fuel oil tanks are to be filled after he receives confirmation from the shore office about the amount of fuel to be received.
Ÿ2. It might be required to empty some tanks and transfer the oil from one tank to other. This is required so as to prevent mixing of two oils and prevent incompatibility between the previous oil and the new oil.
Ÿ3.A meeting should be held between the members that will take part in the bunkering process and they should be explained about the following:-
a.       Which tanks are to be filled.
b.       Sequence order of tanks to be filled.
c.       How much bunker is to be taken.
e.       Emergency procedure in case oil spill occurs.
f.        Responsibilities of each officer are explained.
Ÿ 4.Sounding is taken before bunkering and record is made.
Ÿ 5. A checklist is to be filled so that nothing is missed on.
Ÿ 6. All deck scuppers and save all trays are plugged.
Ÿ 7.Overflow tank is checked to be empty.
Ÿ 8. Adequate lighting at bunker and sounding position is to be provided.
Ÿ 9. No smoking notice should be positioned.
Ÿ10.On board communication between the people involved in bunkering is made.
Ÿ11. Red flag/light is presented on masthead.
12.Ÿ  Opposite side bunker manifold valves are closed and blanked properly.
13. Vessel draught and trim is recorded before bunkering.
Ÿ 14.All equipments in SOPEP(shipboard oil pollution emergency plan) locker are checked to be in place.
Ÿ15. When barge is secured to the ship side, the persons involved on barge are also explained about the bunker plan.
Ÿ16.Barge paperwork is checked for the oil’s grade and the density if they are as per the specification.
Ÿ17.The pumping rate of bunker is agreed with the barge.
Ÿ18.The hose is then connected to the manifold.
Ÿ19.All the valves required are open and checked.
Ÿ20. Proper communication between the barge and the ship is to be established.
Ÿ21.Sign and signals are to be followed as discussed in case of communication during emergency.
Ÿ22.After this, the manifold valve is open for bunkering.
During Bunkering
1. During start of the bunker the pumping rate is kept low, this is done so as to check that the oil is coming to the tank to which the valve is opened.
Ÿ 2. After confirming the oil is coming to the proper tank the pumping rate is increased as agreed before.
3. Generally only one tank filling is preferred because gauging of more than one tank at a time increases the chances of overflow.
Ÿ4. The max allowable to which tank is filled is 90 % and when the tank level reaches about to  maximum level the barge is told to pump at low pumping rate so as to top up the tank, and then  the valve of other tank is opened.
Ÿ5. During bunkering, sounding is taken regularly and the frequency of sounding is more when the tank is near to full. Many vessels have tank gauges which show tank level in control room but this is only to be relied if the system is working properly.
Ÿ6. The temperature of bunker is also to be checked; generally the barge or supplier will provide the bunker temperature. Temperature above this may lead to shortfall in bunker.
Ÿ 7. A continuous sample is taken during bunkering with the help of sampling cock at the manifold.
After Bunkering

1. Draught and trim of the ship is checked.
Ÿ 2. Take sounding of all the tanks bunkered.
Ÿ 3. The volume bunkered should be corrected for trim, heel and temperature correction.
Ÿ 4. In general for each degree of increase in temperature the density should be reduced by 0.64 kg/m3.
Ÿ 5. Four samples are taken during bunkering. One is kept onboard, one for barge, one for analysis, one for port state or IMO. One sample is given to barge.
Ÿ 6. The chief engineer will sign the bunker receipt and the amount of bunker received.
Ÿ 7. If there is any shortfall of bunker received the chief engineer can issue a note of protest against the barge/supplier.
Ÿ 8.After everything is settled the hose connection is removed.
Ÿ 9.The sample is sent for laboratory analysis.
Ÿ10. The new bunker should not be used until the report from the lab.

Want to share your tips and advice? Got questions? Visit the community forum to ask questions, get answers, meet people, and share your tips!

Membrane Tanks

These are non-self-supporting tanks consisting of a thin layer (membrane) supported through insulation by the adjacent hull structure. The membrane is designed in such a way that thermal and other expansion or contraction is compensated for without undue stressing of the membrane. Membrane tanks are primarily used for LNG cargoes (see Figure 24).

Lifeboat Regulation as per SOLAS

General requirements for lifeboat:

    All lifeboats shall be of sufficient strength to:

1.     Enable them to safely launch when fully loaded with their full complement of person and equipment.

2.      Be capable of launched and towed when a ship is making headway at a speed of 5 knots in calm water.

3.     Except for free fall, each other lifeboat to be launched by falls shall be of sufficient strength to withstand when loaded with its full complement of person and equipment and with applicable skates or fenders in position, a lateral impact against ship side at an impact velocity of atleast 3.5m/sec and also a drop into water from a height of atleast 3 mtrs.

4.     The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship and number of ship’s crew, but it should not be less than 7.3 m in length and minimum two lifeboats are provided on both side of the ship (port and starboard).

5.     The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching when the ship is heading with a speed of 5 knots.

6.     The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be designated as a rescue boat if more then one lifeboat is present onboard ship.

7.     The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These ropes are called gripes.

8.      The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more then 36m/ min which is controlled by means of centrifugal brakes.

9.     The hoisting time for the boat launching appliance should not be less than 0.3 m/sec with the boat loaded to its full capacity.

10.                          The Lifeboat must be painted in international bright orange colour with the ship’s call sign printed on it.

11.                        A fully loaded lifeboat in calm water has an engine speed of atleast 6 knots and at least 2 knots when towing a 25-person life-raft and enough fuel for 24 hours.

Additionally for Tanker lifeboats

    Self rightening fully enclosed.

    Self-contained air system (Oxygen bottle)

    Fire protected lifeboat (Sprinkler system)

Regulation for lifeboat engine as per SOLAS

1.     Lifeboat shall be powered by a compression ignition engine. No life boat engine can be used if the fuel used in it has a flash point of 43˚C or less.

2.     The lifeboat engine can either be two stroke or four-stroke type, and can be started either by hand or by power.

3.     The engine must be capable to operate when life boat be flooded upto waterline of crankshaft. Power starting can be by using accumulator batteries or hydraulic.

4.     In power starting, normally two independent rechargeable energy sources are provided. However, any starting method should be capable of starting engines at 15˚C of ambient temperature within two minutes of commencing of starting procedure.

5.     The engine power is transmitted to propeller through gearbox. The gearbox is capable of disengaging the engine as well as engaging in either ahead or astern direction.

6.     The exhaust pipe outlet is located well clear of waterline.

7.     Engine should be capable of operating for not less than 5 minutes after starting from cold, with lifeboat out of water.

8.      Neptha or Butane spray is injected in air filter to start from cold condition.

MYTHS ABOUT MERCHANT NAVY SAILOR

OK, so over the years I had several thousand clinched questions asked about Sailors and Merchant Navy. So here are some myths about sailors and sailing, along with the reality attached to it : Myth: Everybody gets seasick – WRONG!!! this is usually the first question everyone asks. So ur in the merchant navy eh? don't u get sea sick?? Sea sickness is exactly like motion sickness. Does everyone have motion sickness? NO!! so why would everyone get seasick? Yea people do get sea sick but not as often as normally believed. Sailor’s life is the easiest : There is always work on a ship. what work you ask? cargo needs to be loaded, monitored, secured. routes need to be devised for the next voyage , necessary engine repairs need to be done. The need of the hour is speed, so by the time you are done with your work in port , it is time to depart. It is your good fortune if you get to go out. Sailors can guzzle any amount of alcohol – Sure back then sailors and pirates had barrels full of ale and would get drunk at the drop of a hat. But these days that can lead to you getting sacked. Companies have a zero alcohol policy, thanks to all the drunken accidents caused by ancient mariners. Alcohol upto a certain percentage is allowed, anything above that is unacceptable. Which makes sense coz in that state ur a danger to yourself and your crew. So try being sober for 5-6 months and then guzzling crazy amounts of alcohol. Sailors make a ton of money – Not really. It firstly depends on the type of ship ur on. oil tankers etc will obviously pay more thanks to the inherent risks involved. Secondly it depends on your company. obviously some companies pay more than others but even then, a decent MBA from a good college or a masters will end up paying you the same amount. sure the starting salary has a wide margin, but 5-6 years down the line it is almost the same. I’ve been asked – Don't u get bored just looking at the sea everyday? Riddle me this, do u get bored looking at the same roads, buildings etc each day? Atleast at sea u often wake up to the sights of an island right next to you, or maybe a few dolphins swimming with your ship, or a pack of birds which fly for days along with your ship which in my opinion is fantastic. The night sky is unbelievably clear, the moonlight does wonders to the sea at night. You have to see it to believe it , I find it calming, the soft rustle of the ship cutting across the water, small ripples that run for miles. Sailor eh? What about pirates? – Pirates are like a corrupt government. you know its there but not much can be done. it is an evil that exists and probably will for several decades to some. i dont know if the movie franchise ‘pirates of the caribbean’ can be blamed for it but it sure has risen over the years. what can be done? Ships = Massive pollution – Ships are responsible for just 3% of the world total pollution. the rest comes from industries, automobiles etc. i know there have been a string of oil spills in the recent past but those were all accidents. Bottom line after all this is that Sailors are human too. we too work hard, we too have families to think about and no sailing does not imply living on a cruise ship. it sucks ad hurts that sailors are branded as people who just love to while away time and are not really serious about life. working on a ship is no piece of cake. We live with cuts, bruises, burns almost daily. The work environment is hostile, and it requires a great competence to survive at sea. the sea does not forgive incompetence. i know most of you cant help it coz this seems to be the general opinion for everyone. Source: LIFE IN MERCHANT NAVY ""MARINERS BLOG""

Six management process

1. Control of document.
2. Control of records.
3. Control of non confirming products. 
4. Internal audits.
5. Corrective action.
6. Preventive action.

Management Principles

1. Customer focus.
2. Leadership.
   
3. Involvement of people.
4. Process approach to management.
5. System approach to management.
6. Continuation of improvement. 
7. Factual approach to decision making and
8. Mutually beneficial supply system.

Qualities Of A Leader

1. Lead.
   
2. Manage Less.
3. Articulate your vision.
4. Simplify.
5. Get less formal.
6. Energize other.
7. Face reality.
8. See change as opportunaty.
9. Get good ideas from everywhere.
10. Eliminate boundaries.
11. Get a ride of bureaucracy.
12. Follow up.
13. Put values first.
14. Cultivates leaders.
15. Create a learning culture.
16. Involve everyone.
17. Make everybody a team player.
18. Stretch.
19. Instill confidence
20. Have fun.
21. Be number:1 or number:2.
22. Live quality.
23. Constantly focus on innovation.
24. Live speed.
25. Behave like a small company.