Continued from last week
Marine fuel oil is one of the most important aspects that control the overall efficiency of ships and the shipping industry. The high cost of marine fuel oil requires maritime professionals to bunker, store and use the Heavy Fuel Oil, Diesel Oil and Marine gas oil very carefully and exercise due diligence in keeping track of the consumptions meticulously.
Mentioned below are few points that must be noted to ensure economic use and efficient storage and bunkering of fuel oil on board ships:
8. These days the quantity of diesel oil carried on board is quite less and if the vessel is in cold area for a long period, condensation of air in tank occurs. It is necessary to check D.O. tank drain and clean D.O. line filter to check the possibility of presence of water.
9. Indiscriminate mixing of fuels from various origins (Even if the grade, say, 380Cst, is same) also causes problems in usage of the fuel. Correct purification and filtration ensures good burning resulting in saving of fuel. Purifiers and filters should be cleaned regularly with due attention from a senior engineer.
10. Maintaining correct temperature and viscosity at injector 13-15 Cst ( temperature about 135 DegC for 380 Cst Oil) will ensure good burning and savings of fuel. We must ensure availability of 0.1% suphur content fuel at several locations. (IMO postponing Tier III requirements from 2016 to 2021 is a good move.)
11. By now, we have come to grips with problems associated with switching of fuel to Low Sulphur fuel and LSGO concerning lack of lubricity and leakages occurring at fuel oil supply and circulating pump shaft seals. The bacterial contamination of remnant LSFO (H2S formation) does occur if the fuel is held unconsumed for long and if the ship is not going to a SECA area any soon , it is justified to consume off this oil.
ISO 8217: 2010 is in force for fuel oil analysis and this takes into account the hydrogen sulphide, lubricity and oxygen stability. Lubricity and Oxygen stability tests will become more important after 2015, as we progressively use ultra-low-sulphur distillate fuels.
12. The air pipes and sounding pipes of F.O. tanks on decks should be checked to see that they are structurally sound and wire mesh on air pipes not damaged or clogged.
13. When we clean the exhaust gas economizer, the boiler pressure increases fast as we sail out. In such cases if our dump steam condenser is not kept clean, we tend to open too much steam into bunker tanks causing fuel oil tank high temperature alarms to sound. This may damage some cargo carried on other side of the bulkhead. Many times we do not operate or keep dump steam valve on auto because LT cooling water temperature rises (dump condenser LT cooled). We need to keep these possibilities in mind while carrying fuel oil.
14. Many a times we needlessly delay ships in trying to sort out the issue of quantity received. This also happens when the vessel is not able to determine correct trim and when she goes down by the head upon completion of bunkering. A balanced approach at such times helps to settle matter amicably. These issues will diminish in time as the suppliers (like WO bunkers and those supplying at Singapore) install technically sound flow meters on their barges as is reportedly being planned by MPA Singapore by the year 2014.
15. Lots of care is needed while bunkering and storage of fuel oil and we should realistically carry out pre-bunker meeting to discuss the bunker plan and safety aspects. The crew in the Deck department should also participate enthusiastically to tend mooring and to provide safe access to bunker man to board the ship, keeping a good watch on this arrangement ( like adjusting gangway, if being used) as the bunker progresses and the barge comes up.
Care and Re-checking are good habits in almost all operations and same is required for the bunker procedures. The role of Society of Gas As a Marine Fuel (SGMF) in encouraging safe supply and responsible operation of vessels using LNG as fuel is laudable.
International Bunker Industry Association (IBIA) is also doing a good job in involving itself in all aspects of fuel availability, fuel delivery to vessels and to its testing and use on board. If possible, shipping companies should become the members of IBIA to gain benefits by it’s research activities and useful publications.
*Concluded
