Fuel bunkering station

Contents international fuel connections and shut down valves.

• Bunkering of fuel or diesel oil requires

utmost care and alertness to prevent any
kind of fire accident or oil spill.
Marine distillate fuels characteristics

1. Kinematic viscosity
Kinematic viscosity is a measure of a fluid's internal resistance to flow under
gravitational forces.

• Fuel which is too highly viscous can cause damage in the fuel
pump (e.g., cam and follower wear) due to higher pressure.
• Too low viscosity may lead to a lack of lubrication.
• Viscosity also influences the fuel delivery rate and the atomization
of the fuel during injection.
Marine distillate fuels characteristics

2. Density
The density, of a substance is its mass per unit volume.

Density at 15 ᵒC - 890 kg/m³

1 tone = 1000kg of diesel fuel with density at 15 ᵒC - 890 kg/m³
will take volume of 1.124m³
50 tone = 50 m³
50 tone= 56.2 m³
Marine distillate fuels characteristics

3. Sulphur
Sulfur is a natural component in crude oil that is present in gasoline and diesel unless
removed.
• Sulfur in diesel oil impairs the effectiveness of emission control systems and
contributes to air pollution.
• Reducing the sulfur content in gasoline enables advanced emission controls and
reduces air pollution
• max 3% and 1% for restriction areas
 Fuel storage tanks
6
2

1. Fuel Overflow tank

2. Vent 3
3. Overflow tank alarm 1
4. Overflow from double bottom tank
5. Overflow to Fuel spilling tank
6. Bunker station
7. Bunker manifold

4
Fuel transfer pumps

Fuel transfer pumps to transfer fuel to settle or daily tanks from double
bottom storage tanks.

• They are one of the most common

types of pumps for hydraulic fluid
power applications
• Gear pump.
Gear pump
Bunkering operation

Bunkering is the supply of fuel for use by ships in a seaport.

• The term originated in the days of steamships, when the fuel,
coal, was stored in bunkers.
• Nowadays the term bunker is generally applied to the storage
of petroleum products in tanks, and the practice and business
of refueling ships.
What is a bunker barge?

While in port, ships need to have a range of services. Often ships need to
be bunkering.
• A boat called a bunker barge, rather like a floating petrol
station, goes alongside the ship.
• The bunker barge has powerful pumps and loads fuel oil, called
bunkers, into the ship's storage (bunker) tanks.
Bunkering Procedures: what needs to be done before Bunkering

1. 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.

2. It might be required to empty some tanks and transfer the oil from one tank to
other. This is required to prevent mixing of two oils and prevent incompatibility
between the previous oil and the new oil.

3. A meeting should be held between the members that will take part in the
bunkering process and they should be explained about the following:-
Bunkering Procedures: A meeting before bunkering

meeting agenda:

• Which tanks are to be filled.

• Sequence order of tanks to be filled.
• How much bunker is to be taken.
• Emergency procedure in case oil spill occurs.
• Responsibilities of each officer are explained.
Bunkering Procedures: before bunkering

4. Sounding is taken before bunkering and record is made.

5. A checklist is to be filled so that nothing is missed on.
6. All deck scuppers and save all trays are plugged.
7. Overflow tank is checked to be empty.
8. Adequate lighting at bunker and sounding position is to be provided.
9. No smoking notice should be positioned.
10. On board communication between the people involved in bunkering is
made.
Bunkering Procedures: before bunkering

11. Red flag/light is presented on masthead.

12. Opposite side bunker manifold valves are closed and blanked properly.
13. Vessel draught and trim is recorded before bunkering.
14. All equipment's in SOPEP(shipboard oil pollution emergency plan) locker
are checked to be in place.
15. When barge is secured to the ship side, the persons involved on barge are
also explained about the bunker plan.
16. Barge paperwork is checked for the oil’s grade and the density if they are
as per the specification.
 Bunkering Procedures: before bunkering

17. The pumping rate of bunker is agreed with the barge.

18. The hose is then connected to the manifold.
19. All the valves required are open and checked.
20. Proper communication between the barge and the ship is to be
established.
21. Sign and signals are to be followed as discussed in case of communication
during emergency.
22. After this, the manifold valve is open for bunkering.
 Bunkering Procedures: List of the tasks during bunkering

1. During start of the bunker the pumping rate is kept low, this is done to check
that the oil is coming to the tank to which the valve is opened.

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.

4. 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 to top up the tank, and then the valve of another tank is opened.
Bunkering Procedures: During Bunkering

5. 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.

6. 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.

7. A continuous sample is taken during bunkering with the help of sampling

cock at the manifold.
Bunkering Procedures: List of the tasks After Bunkering

1. Take sounding of all the tanks bunkered.

2. 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.
3. The chief engineer will sign the bunker receipt and the amount of bunker
received.
4. If there is any shortfall of bunker received the chief engineer can issue a
note of protest the barge/supplier.
5. After everything is settled the hose connection is removed.
6. The sample is sent for laboratory analysis.
7. Oil record book
8. The new bunker should not be used until the report from the lab.
 What is Cappuccino Effect?

Cappuccino effect essentially may be described as frothing/bubbling effect

caused by compressed air blown through the delivery hose.
• The aerated bunkers when sounded will give the impression that the fuel is
delivered as ordered.
• In fact, after some time when the entrapped air in suspension settles out of
the fuel oil the oil level drops and a short fall is discovered.
• In large bunker deliveries this could be considerable with huge financial
implications.
Conclusions on bunkering operations

• Know how much fuel is needed

• Have a man at the fuel intake on the vessel - so he can switch the fuel
nozzle off
• Close all freeing ports to prevent fuel going into the harbour
• Fit Save-alls below the breather pipes
• Have oil dispersant ready incase of spillages
• Have a foam fire-extinguisher ready in case of a fire
• No smoking signs erected
• No hot work to be carried out (welding or burning etc.)
• Hoist code flag "Bravo“
• Check the amount of fuel in the tanks often while refueling
• When the tanks are nearly full, stop the fuel intake for 2 - 3 minutes to
allow the fuel to settle, this will help prevent a blow back of fuel
• Log the amount of fuel taken onboard in the Oil Record Book
Best practice bunkering procedures
Health and safety associated with handling fuel oils

Dangers to human health

Diesel oil and other petroleum products can damage respiratory tissue
and injure the skin and eyes.
• Both short-term and long-term exposures can lead to health problems,
which can be compounded by additives used in the fuels.
Flash point (Regulation 15 SOLAS, minimum flash points)

Flash point is the lowest temperature at which a liquid can gives off vapor
to form an ignitable mixture in air near the surface of the liquid.
• The lower the flash point, the easier it is to ignite the material.

The International Maritime Organization (IMO) SOLAS regulation

requires that fuel used on board ships shall have a flash point of not
less than 60°C.
Ignition quality (Cetane Index)

The ignition quality is a measure of the relative ease by which the fuel will
ignite.
• It is measured by the cetane number for distillate fuels.
• The higher the number, the more easily will the fuel ignite inside the
engine.
Cloud point; Density; Pour point; Viscosity; Microbiological infestation

The Cloud Point of a diesel fuel is the temperature below which wax forms
giving the fuel a cloudy appearance.
• This parameter is an important property of the fuel since the presence
of solidified waxes can clog filters and negatively impact engine
performance.
The density of a substance is its mass per unit volume.
The density of diesel is about 0.85 kg/l
Pour point is defined as the lowest temperature at which the test fluid can
be poured under the prescribed test conditions.
The viscosity of a fluid is a measure of its resistance to deformation at a
given rate. For liquids, it corresponds to the informal concept of "thickness“
• The viscosity of diesel noticeably increases as the temperature
decreases.
sulphur content of marine diesel oil

Marine diesel oil is sold with different sulphur content levels

For example, IFO 180 and IFO 380 can have a maximum sulphur content of
3.5% according to ISO 8217.
• They are also sold in a low-sulphur variant, which has a sulphur content
of less than 1%. (Ships could even enter an Emission Control Area (ECA)
with the latter).
Microbiological infestation

Bacteria and fungus cause microbial growth.

Microbial growth occurs when water is in the storage tank and the diesel
fuel temperature is between 10 C and 40 C.
• Damage High pressure fuel pump,
• damaging the fuel injectors,
• over time, can create rust throughout
the system and engine,
• encourages microbial growth on fuel
tank’s walls (microbes need oxygen).
How to detect microbial contamination in ship fuel

Routine sampling and microbiological testing are the only effective way
to detect and identify the presence and activity of microbes

• Implement an effective water drainage programme as a part of

normal watchkeeping routines,
• implement quarterly cleaning and chemical disinfection of fuel
systems, purifiers, filters and coalescers,
• implement a fuel tank inspection schedule for biofilm and corrosion
damage,
• monitor fuel suppliers’ quality,
• send off quarterly samples of the fuel tank for laboratory analysis
How to minimise the risk of fuel contamination occurring?

• Ensure all tanks are well maintained, in good condition (periodic

opening for cleaning and inspection Acc. boat maintenance plan),
• Always follow recommended methods when refilling tanks to avoid
the accidental introduction of contamination,
• Keep fuel tanks as full as possible to reduce possible water
condensation from moisture-laden air,
• Use tank drains to periodically remove tank bottom water and
sediment,
How to minimise the risk of fuel contamination occurring?

• If storing fuel in multiple tanks (Bunker storage), employ a rotation

system to use the oldest fuel first,
• Regular replace fuel filters this is ‘best practice’ according ships
maintenance programme,
• A regular test program to check fuel for water, particulate and
microbial contamination,
• If contamination is found, thoroughly clean both fuel storage and
daily tanks,
• Regularly run an on-tank fuel purifier to remove water and other
contamination.
How to minimise the risk of fuel
contamination occurring?
Settling: microbes are denser than fuel and will
settle at the bottom of a tank.
Centrifugal: microbes subjected to centrifugal forces
will separate out
Heat: microbes exposed to heat more than 70°C will
be killed,
Keep fuel tanks as full as possible to reduce possible
water condensation from moisture-laden air,
Use tank drains to periodically remove tank bottom
water and sediment,
Implement an effective water drainage programme
as a part of normal watchkeeping routines,
implement quarterly cleaning and chemical
disinfection of fuel systems, purifiers, filters and
coalescers,
implement a fuel tank inspection schedule for
biofilm and corrosion damage,
monitor fuel suppliers’ quality,
send off quarterly samples of the fuel tank for
laboratory analysis
What to do in case of a microbial attack on the fuel system

Microbes do not die naturally. They must be killed or removed, and all
the following are possible approaches:
Settling: microbes are denser than fuel and will settle at the bottom of a
tank.
Centrifugal: microbes subjected to centrifugal forces will separate out
Heat: microbes exposed to heat more than 70°C will be killed
Pumping out the tank ashore and hand-cleaning the tank’s surface using
a manufacturer’s recommended disinfectant.
fuel oil standards (basic content of ISO 8217 and BS 2869)

Marine oil fuels are divided into two classes:

• Distillate MGO (Marine Gasoil) fuels, composed of the light fractions,

they are characterized by low values of viscosity in the range 2.5–14.0
cSt.,
• Heavy fuels, consisting of mixtures of heavy residual fractions, their
viscosity lies in a wide range 30–700 cSt.
(For example, IFO 180 (cSt) and IFO 380 (cSt), can have a maximum
sulphur content of 3.5% according to ISO 8217).
The term marine diesel oil (MDO) generally describes marine fuels that
are composed of various blends of distillates MGO (Marine Gasoil) and
heavy fuel oil.
fuel oil standards (basic content of ISO 8217 and BS 2869)

MGO (Marine Gas Oil): a distillate fuel oil (No. 2, Bunker A)

MDO (Marine Diesel Oil): a blend of MGO and HFO
IFO (Intermediate Fuel Oil): a blend of MGO and HFO, with less gasoil than MDO
MFO (Medium Fuel Oil): a blend of MGO and HFO, with less gasoil than IFO
HFO (Heavy Fuel Oil): a residual fuel oil (No. 6, Bunker C)
IV. Lube Oil types used for different purposes

The Role of a Lubricant

The primary functions of a lubricant are to:

• Reduce friction
• Prevent wear
• Protect the equipment from corrosion
• Control temperature (dissipate heat)
• Control contamination (carry contaminants to a filter or sump)
• Transmit power (hydraulics)
• Provide a fluid seal.
IV. Lube Oil types used for different purposes

Lubricants are classified into four types:

• oil,
• grease,
• penetrating lubricants, and
• dry lubricants.
The two most common lubricants you'll encounter daily are oil
and grease
IV. Lube Oil Properties For Marine Engine

Choosing the right lube oil for engine is important as it put a

significant impact on a maintenance schedule, cost of repairs and
overall, well being of the machinery.

When it comes to two-stroke marine engines:

There are two sperate lube oils types in the form of
• cylinder lube oil and
• system/main lube oil.
Which then have their dedicated lube oil systems.
IV. Lube Oil Properties For Marine Engine

The system lube oil is responsible for crankcase lubrication and

cooling under piston space.
On the other hand, cylinder lube oil is more alkaline in nature to
counter the acidic effects of combustion products.

In general, the lube oil properties depend on their function in

machinery.
For example, in four-stroke engines lube oil have combined
properties of both cylinder lube oil and system oil as in two-stroke
marine engine.
IV. Lube Oil Properties For Marine Engine

Generally, possesses the following characteristics:

• A high boiling point and low freezing point (in order to stay liquid
within a wide range of temperature),
• A high viscosity index,
• Thermal stability,
• Hydraulic stability,
• Demulsibility,
• Corrosion prevention,
• A high resistance to oxidation.
The base number (BN), TBN

Acid in the engine oil is a major driver of corrosion, oxidation, nitration

and increased viscosity, all of which are downsides that affect
performance.

(BN)-It can be defined as the oil's ability to neutralize acids that are
produced during use
• The higher the base number in the engine oil, the more acid it will be
able to neutralize during use.
• (TBN) shows how much additive remains to protect against those
performance downsides.
oil health and performance

Total acid number, or TAN, is a measure of the concentration of acidic

constituents in an oil.
TAN measurements more clearly indicate the actual operating conditions
within your engine environment.
A more comprehensive mix of indicators is needed to provide a full
picture of oil health and performance, including:
• TAN
• Wear metals
• Oxidation
• Viscosity
Flash point and fire point

The flash point is the lowest temperature to which a lubricant must be

heated before its vapor, when mixed with air, will ignite but not continue
to burn.
• The fire point is the temperature at which lubricant combustion will be
sustained,
• Dangers of fuel dilution.
IV. Lube Oil Properties For Marine Engine Conclusion:

The main function of lubricating oil in a piece of machinery or

system is to avoid metal to metal contact/sperate two surfaces
under varying conditions of load, speed, and temperature.

All other functions of the lube oil system are; acting as a

protecting agent, protect against ill effects of oil stress, good film
strength, prevent scuffing, reduce wear, neutralize acidic
combustion by-products, etc.
IV. Lube Oil Properties For Marine Engine Conclusion:
IV. Lube Oil Properties For Air Compressor:

There are two main types of compressor oil:

• standard oil (also called mineral oil) and
• synthetic oil.
Standard compressor oil is made by using a mineral base and are
cheaper than synthetic compressor oil. Mineral oil is more volatile
and is more likely to evaporate than synthetic oil.

The main tasks of a compressor oil include reducing typical wear

and tear, cooling, sealing, and cleaning.
IV. Lube Oil Properties For Air Compressor:

There are two main types of compressor oil:

• standard oil (also called mineral oil) and
• synthetic oil.
Standard compressor oil is made by using a mineral base and are
cheaper than synthetic compressor oil. Mineral oil is more volatile
and is more likely to evaporate than synthetic oil.

The main tasks of a compressor oil include reducing typical wear

and tear, cooling, sealing, and cleaning.
IV. Lube Oil Properties For Hydraulic systems:

Hydraulic oil is a non-compressible fluid that is used to transfer

power within hydraulic machinery and equipment. Otherwise
known as hydraulic fluid, hydraulic oil can be
• synthetic- or
• mineral-based.

Although this useful fluid is commonly used in the transfer of

power, hydraulic fluid can act as a sealant, coolant and lubricant
within machinery and equipment.
IV. Lube Oil Properties For Marine Engine
• Viscosity
• Alkalinity,
• Carbon Residue,
• Oiliness,
• Stability,
• Sediments,
• Oxidation Resistant,
• Load Carrying Capacity (LCC)
• Total Acid Number
• Detergency,
• Volatility,
• Pour Point,
• De - Emulsivity & Water Content
• Dropping point