Note of protest for bunkering operation

Read the text and tell what to do (one by one) starting with the following phrases In case of tanks overflow it is necessary…; In case of tanks overflow it is important…; In case of tanks overflow you should take such a measure as …; In case of tanks overflow immediately….

In case of tanks overflow, immediately take such measures as:

· Stop all transfer of cargo and bunkering operations, and close manifold valves.

· Sound the General Alarm, and start emergency procedures.

· Inform the bunkering personnel about the incident.

· Begin clean up procedures.

· Prepare portable pumps if it is possible to transfer the overflowed oil into the empty tank.

After the spill it may be necessary to get permission from the local authorities or terminal to continue normal operations.

 

Read the example of the protest:

 

Протест по недодаче бункерного топлива:

Господа!

Я, стармех т/х …, недополучил … тонн… (сорт топлива) из … тонн заказанного … (дата приема топлива), топливо было выдано бункеровщиком … (наименование бункеровщика) … (дата) … (место).

Я настоящим заявляю протест против недодачи.

С уважением,

Старший механик т/х …

 

 

Note of protest for bunkering operation on …

Dear Sirs,

Chief Engineer of m/v … (name of vessel) short received … tons of … (grade of bunker) out of the …tons requested for on … (date of bunker received). The bunkers were supplied by bunker barge/tanker … (Name of barge/tanker) – SB No: … on … (date) at … (location).

I hereby lodge a protest against the short delivery.

Yours faithfully,

Chief Engineer of m/v …

 

(Video script 3)

There are places for gambling, for taking a bit of a chance.

The sea is not one of them. Break the rules here, ignore them, get careless, forget them or think they no longer apply to you and the results could be devastating.

This video is about bunkering, about the transfer of fuel in a marine environment and it is about the dangers of pollution that go with a routine day to day operation you’ve done a hundred times before. And that’s one of the greatest dangers you face, one of the biggest challenges to you as a professional seaman. Inattention - the danger of taking your eyes and your mind off the job. But get it wrong just once gamble with your cargo just once and the world will not thank you for it.

One analysis of all marine insurance pollution claims shows that 37 per cents were caused by bunker spills. Those spills resulted in claims of tens of millions of dollars. If you’re dealing with oil then you might as well be dealing with dynamite.

In this situation we’re showing the bunker ship dealing with a tanker. The same principles however, the same risks apply to ships of all kinds, whatever size.

Once bunkering operation’s round way you face with two particular potential hazards: spillage which means pollution and fire. Both can be reduced by safe working practices that start before the transfer of fuel oil begins. Perhaps the hardest rule of all - you’ve guessed it - smoking. Smoking should now be prohibited and the radar is switched off. All doors and hatches opening topside are closed. This crew doesn’t believe in taking chances. By playing safe, by following the local port bunkering regulations they have reduced risk to a minimum. No matter what size of ship is involved in a transfer of bunkers the rules of the business remain the same. With full analysis concluded it’s the chief engineer of the customer vessel who now assumes formal responsibility for the transfer operation of fuel aboard a ship. By studying the bunkering checklist he can ensure nothing is forgotten or overlooked. Any chief engineer at least once however will always involve other crew members in these operations. Not any does that help them in their training and advancement in their move up in a chosen profession. It also gives him another previse. One of the most frequent causes of spillage or accidental discharge on ships of all kinds has its origins in transport the fuel to the onboard storage tanks. By carrying out checks like this to insure the correct system is isolated and all outboard discharge manifolds closed and sealed. These engineers can make sure the incoming bunkers go where they supposed to go and not over the side into the sea. In a major pollution incident that will cost their company to pay the fine. Of all it is a Master who carries the ultimate responsibility that everything that goes on a board of a ship and risks have a fine if the bunkering operations go wrong. Everyone suffers after the pollution incidents, an accident now - a moment of carelessness, and this engineer will find his own career prospects no good at all. Through out bunkering operations on ships large and small, on tankers, gas carriers, container vessels or general cargo ships, whenever bunkering takes place the responsible officers of both ships take a few examples of oil of bunker ship. The examples will be taken, sealed and then signed for. Later they can be analysed to insure the customer got what he paid for. Meanwhile, a board of customer ship and before the start of fuel transfer operations, empty pollution precautions continue. Every spill matters both large and small. This ship has a routine of preparing even the smallest and making sure that the things they might need are ready and instantly to hand before the hoses are even connected. If there is a spill then seconds will count. Time really is money. Time is money on smaller ships too, on general cargo carriers as well as oil tankers. Every ship both large and small must take empty pollution and fire precautions seriously. So position fire extinguishers nearby. Locate sawdust bag. Position adequate drip trays, mops, squeegees and broom to hand. Flake out hoses.

Now the customer checks volume and tonnage on board of bunker ship before delivery starts, then they will do it again when delivery is over to verify the quantity transferred. While the deckhand set up the safety precautions, they hope they never be needed, others check the discover plagues are in place. Then if there is spillage, they can be contained on board of ship and once again safe your owners messy fines. It is the point of transfer that offers most risk of spillage. All the knots must be inserted and tighten first by hand then by wrench. All other manifold valves must be checked before transfer of bunkers can start. Are they all close: blank flange and oil tight? Because if they not – Check! To check costs you nothing and whether you work on tankers, terminals or somewhere in between they could still save your fortune.

This particularly is the moment when everyone involved needs to be switched on, concentrating. If hoses haven’t been connected correctly you’re about to find out now. The bunker barge crew starts the transfer slowly, as the flow of oil starts; crews on both vessels check the hoses dry and tight. The live manifold must never be left on attendee during bunkering operations. VHF radio contact between this man, the engineers in the engine rooms and those taking soundings can ensure that if things do go wrong emergency crews come into use immediately.

Remember the emergency stop button is there to be pressed when needed, claim for the worst. Once again, the engineers take nothing for granted; another check is made now to ensure bunkers are entering the right tanks. At this stage too ullage levels are all important. No tank should ever exceed 98 per cent capacity to permit expansion of the bunkers to avoid overflow.

Before they start disconnecting, the bunker barge master will wait a few minutes to allow the bunkers to settle before final readings. Once these are done, the chief engineer takes a final measure of level, and a temperature. The fuel oil is checked. Once both parties are happy for the fuel oil to be paid for has actually been delivered, both ships can prepare to separate. The act of disconnection however is also a time when a danger of an accident or pollution dramatically increases. With delivery completed without incident or leak from a hose all that is left now is the point of connection itself as a potential source of spillage and the pollution. It is the completion of these small and vital tasks. Proper secure of blank flanges and checking and tighten of all bolts not just there is a minimum. That makes the difference in this world between an amateur and the professional between those crews who are in answer to their ships and those who are in liability. A working accident is just waiting to happen. A routine operation successfully concluded performed by professionals who know that at sea there is no room for carelessness, for shortcuts. Are you one of them, or are you one of that dying there sea marines who still think it’s smart to take a bit of a gamble cut off a corner, if you are then just remember – sooner or later the odds stand against you, sooner or later your luck will run out, life like that.

BUNKER DELIVERY RECEIPT № _____

Судовая бункерная расписка

 

Supplier, address, telephone number/Поставщик, адрес, номер телефона: