Bunkering of petroleum products. Procedure and conditions for bunkering sea vessels. Resolution of disputes in court

The article presents the results of the research work on creating the appearance of tankers for port and offshore bunkering within the framework of the Federal Target Program "Development of civil marine equipment" for 2009-2016.

The intensive growth in the cargo turnover of Russian ports, the number of ship calls, the increase in the deadweight of ships, the commissioning of new terminals and berths require the provision of bunkering of ships with fuel. In 2008, the market for ship bunkering in the ports of the Russian Federation amounted to 6.9 million tons (growth against 2007 was 9.5%).

Most of the fuel bunkers available in Russian ports do not meet the requirements of the MARPOL international convention introduced in 2008, since they do not have a second bottom and a second side. According to Rule 21 of MC MARPOL 73/78, the operation of such vessels when transporting heavy grade oil and fuel oil was allowed only until the date of delivery of the vessel in 2008. Further operation of such vessels at sea is permitted only by the Maritime Administration of the country within its territorial waters, subject to the consent of other countries, having access to this area.

The tightening of international requirements is connected with the position of the European Community after the breakdown of the Prestige tanker on November 19, 2002, as a result of which about 200 km of the coast of Spanish Galicia and France were contaminated with fuel oil.

IN tab. one the characteristics of the most common projects of bunkering ships of the domestic auxiliary fleet are given.

Tab. one
Characteristics of the main domestic bunkerers

Characteristics	Bunkerer with fuel capacity 3000 t	Bunkerer with fuel capacity 1500 t	Oiler
Project number
Country of construction	Bulgaria	Bulgaria
Replenishment period, years
Length between perpendiculars, m
Width, m
Board height, m
Draft, m
Deadweight, t
Power plant power, kW
Power supply, kW
Speed, knots
Cruising range / autonomy, miles / day.

Type of fuel	diesel	diesel	diesel
Fuel consumption, t/day:

in the parking lot
Crew size, pers.

In addition to being single-hull, the vast majority of Russian bunkerers are of considerable age and wear. A significant part of them, acquired in the last ten years, are tankers adapted for this purpose with a different initial purpose, as a rule, chemical tankers with a different architecture, rather heavy hulls and redundant deckhouses (superstructures). Some of the bunkerers, for example, project 585, are operated in non-design conditions with a deadweight artificially reduced to 599 tons.

But even the current bunkering fleet cannot meet the growing needs of maritime transport.

According to IAA PortNews, before the crisis, the Russian bunker market had been growing by 3-4% per year for several years (2005 - 5.3 million tons, 2006 - 5.6 million tons, 2007 - 6.3 million tons). About 85% of the volume of bunkering in seaports are heavy fuels (fuel oil, according to the international classification of Intermediate Fuel Oil - IFO), the remaining 15% are light distillates (diesel and marine low-viscosity fuel, according to the international classification MGO and MDO). Another 800,000 tons of light oil products were sold on the river bunkering market last year.

Heavy fuel consumers are mainly sea vessels, light fuel - river and mixed navigation vessels, port and fishing vessels.

Sales of marine fuel in Russian ports were estimated by IAA Portnews analysts in 2008 at about $3.0 billion per year, while in the post-crisis period global demand for bunker fuel is projected to grow by 4% per year. The main share of bunkering belongs to the region of St. Petersburg and the Leningrad region (34.8%), Novorossiysk (15.8%), Vladivostok (6.4%), Nakhodka (6.3%), Arkhangelsk (4.7%), Murmansk and Varandey (3.9%), Astrakhan and Olya (3.9%), as well as estuarine and river ports (13.5%).
Solving the problem of creating a new generation of bunkers is an urgent national economic task, both in terms of improving their environmental safety, and to improve the economic efficiency of growing traffic through domestic ports.

Only in the North-Western region, 49 refueling tankers are operated (35% - with a deadweight of 3-4 thousand tons, 24% - with a deadweight of 1.2-2.0 thousand tons, the rest with a deadweight of 800-900 tons or less). In the Far East - 22 bunkerers (18% - with a deadweight of 3-4 thousand tons, 50% - with a deadweight of 1.2-2.0 thousand tons, the rest with a deadweight of 800-900 tons or less).

The total need for refueling vessels for Russia is estimated at about 100 units:

supply tankers with a deadweight of 5-6 thousand tons with good seaworthiness and a high ice category for operation in remote areas with difficult weather conditions - up to 5%;
offshore bunkering ships with a deadweight of about 3 thousand tons with a class, seaworthiness and ice category sufficient to work on long-distance roads and, if necessary, in coastal shipping between ports of the same region - 30-35%;
port bunkers with a deadweight of about 2.0 thousand tons with semi-simplified contours, a reduced crew composition - 30-35%;
"estuary" shallow-draft bunkering vessels with a deadweight of about 800 tons for operation in estuarine and river ports - 25-35%.

Studies of modern foreign prototypes allow us to note the following trends in the development of bunkers:

ensuring the multifunctionality of the vessel, i.e. suitability for liner transportation;
installation of OSR equipment (mainly for offshore bunkerers);
reduction of construction cost due to the maximum simplification of the hull shape (for port bunkerers);
limitation of draft and free clearance (for bunkerers in estuarine ports).

Within the framework of the FTP "Development of civil marine equipment" for 2009-2016. based on the requests of domestic shipowners, a parametric series of long-range, offshore, port and wellhead fuel bunkers was developed.

Characteristics of vessels of parametric fuel bunkering vessels are given in tab. 2, side views of ships - in tab. 3.

In each type of vessel, a variation in deadweight has been made, which allows, by changing the length of the cylindrical insert, while maintaining the lines, engine room and ends, to obtain those operational characteristics that are relevant for each specific client.

Table 2
The main characteristics of the ships of the parametric range of fuel bunkering

Type bunkerer	Hull shape	Deadweight, t	Length x width x depth x draft L x B x D x d, m	Exploitation speed, node
Road-line tanker	Nautical contours		93 x 16.0 x 8.5 x 6.5
Road-line tanker	Nautical contours		79 x 16.0 x 8.5 x 6.5
Raid	Nautical contours		83 x 14.2 x 6.7 x 5.5
Raid	Nautical contours		75 x 14.2 x 6.7 x 5.5
Raid	Nautical contours		65 x 14.2 x 6.7 x 5.5
Port	Moderately simplified contours		70 x 12.4 x 5.0 x 4.0
Port	Moderately simplified contours		54 x 12.4 x 5.0 x 4.0
Port	Moderately simplified contours		47 x 12.4 x 5.0 x 4.0
Port mouth	Simplified contours		62 x 10.0 x 3.8 x 2.8
Port mouth	Simplified contours		42 x 10.0 x 3.8 x 2.8

Tab. 3
The main characteristics of ships of the parametric range of offshore and port fuel bunkers

Type bunkerer	deadweight, T	side view
raid-linear tanker
raid-linear tanker
Raid
Raid
Raid
Port
Port
Port
Port mouth
Port mouth

Possible options for classes of restricted navigation area and categories of ice reinforcements according to the RS classification for the parametric series of offshore and port fuel bunkers are presented in tab. 4.

Tab. 4
Variants of RS classes of a limited navigation area and categories of ice strengthening of vessels by regions of bunkering operation

Road bunkering vessels with a deadweight of 3-5 thousand tons are distinguished by increased hull strength, seaworthiness and developed residential superstructures. That is, they have a fairly wide navigation area and autonomy (both in terms of reserves and crew habitability), which also allows them to be used as line tankers.

The relatively free upper deck on bunkering ships and the presence of cargo tanks for dark oil products of sufficient capacity make them as much as possible adapted to perform an additional function - participation in oil spill response (OSR). To do this, it is generally sufficient to install OSR equipment on the upper deck.

For example, the European Maritime Safety Agency (EMSA) has established a permanent maritime pollution preparedness system in the area of responsibility of the European Union. 16 vessels are used, which are in constant readiness. Of these, eight are offshore fuel bunkers equipped with OSR.

The desire to reduce the construction cost by simplifying the technology for manufacturing sections and assembling the hull has been implemented on port bunkers. Port bunkerers are characterized by low speed and not so high requirements for seaworthiness, which makes it possible to simplify the hull shape as much as possible.

Estuary ports are characterized by limited depths, often by the presence of very strict restrictions on the surface clearance. For bunkering trucks intended for operation in estuarine ports, the following are typical:

simplified hull shape, close to pontoons;
draft 2.5-3.0 m;
low superstructures and lifting wheelhouses.

For all port and offshore bunkers with fuel of 600 DWT and more, there must be a double bottom of the appropriate height and double sides of the appropriate width.

Port and wellhead bunkers can have a simplified hull shape to a greater or lesser extent (depending on operating conditions). From an extremely simplified "pontoon" shape for relatively slow self-propelled bunker barges to a moderately simplified one (chinebone breaks and the absence of a two-plane curvature of the bottom of the aft end) for port bunkers with speeds up to 11-12 knots.

Raid bunkers and port bunkers operating in poorly protected water areas have, as a rule, a well-streamlined hull shape with a flare of the bow lines above the waterline to ensure good wave surfacing.
The stem is inclined for ships with an ice category or inclined in the surface part and vertical in the underwater part. Wellhead and shallow draft bunkers may have a bow transom.

The bulbous bow will not be used due to the high probability of accidental damage during frequent moorings to other ships (especially in a roadstead).

To reduce the overall length of the vessel, the aft end is transom.

In the underwater part, depending on the type of propulsion plant, either a form with a stern clearance and a skeg is used (for ships with rudder propellers), or V-U shaped frames (for ships with a "traditional" rudder propeller complex). Shallow-draft bunkers have tunnel fodder formations.

The engine room and residential superstructure are only in the stern, as this is required for "oil" ships, which include fuel bunkers. On shallow-draft port and wellhead bunkers operating in relatively favorable ambient temperature conditions, it is possible to use modular power and propulsion units located on the deck.

The residential superstructure and the wings of the bridge do not protrude beyond the dimensions of the main body, and taking into account the roll of 5-9 degrees. On bunkerers operating in estuarine ports with a strict restriction of free clearance, lifting wheelhouses are used.

In general, a bunker is a smooth-deck vessel with a minimum freeboard. Raid bunkerers have full tank and poop superstructures. For harbor bunkers, a tank superstructure (at least standard height) is desirable. At the same time, for ships with a strict restriction of the free clearance, the superstructure of the forecastle can be replaced by a sheer deck in the bow.

Cargo tanks of fuel bunkers are divided into at least 2 types of cargo (light and dark oil products). As a rule, tanks for lubricating oil are additionally equipped. The presence of a longitudinal bulkhead in the DP to reduce the influence of the free surface in the cargo tanks during bunkering.

Almost all areas of operation of bunkering ships are in areas of increased environmental control. This is especially true for the regions of the North, the Far East and the Caspian Sea. Thus, bunkering vessels must comply with the requirements of the class " ECO-S».

The existing need for fuel batches to supply vessels in the road ranges from 3-4 grades of 700-900 tons to 3 grades in the ratio of 1500:1000:500 tons. bunkers: heavy fuel - about 1500 tons; diesel fuel - about 900 tons (up to 2 grades); lubricating oil - about 100 tons, which in total is the carrying capacity of the offshore bunker truck 3000 tons.

Port bunkering vessel with the following bunker composition: heavy fuel - about 800 tons; diesel fuel - about 220 tons; oil - about 67 tons, which is about 1100 tons in total. The feasibility of using the bunker as the main oil recovery vessel during OSR, which not only collects oil from the surface of the water, but first of all must receive the collected oil from other vessels, leads to an assessment of its total carrying capacity of about 1500 tons.

Fuel bunkers in estuarine ports are mainly used for bunkering mixed river-sea vessels. The existing restrictions on the dimensions of ships of mixed navigation cause practically unchanged batches of bunker for such ships. Taking into account the likely increase in the number of bunkered vessels, a carrying capacity of 650 tons is assumed.

The class of ships in the area of navigation can vary in a very wide range from the limited area of navigation "R2" according to the RS classification to the sea and lake classes of the RRR. In the general case, it is advisable for offshore bunkerers to adopt the restricted navigation area class “R2” according to the RS classification. In justified cases, where wind and wave conditions allow it, it is possible to adopt the class of the restricted navigation area "R3" in order to reduce the metal consumption of the hull. For port bunkerers, the most acceptable class of restricted navigation area is “R3” according to the RS classification. Bunkers for operation in estuarine ports must also comply with the requirements for inland navigation vessels. In the general case, for wellhead bunkers, the best is the RRR class of the limited navigation area "M-SP 3.5". At the same time, in the case of a combination of a raid bunkerer with work in the mouth port, the RS class of the limited navigation area "R2-RSN" or "R3-RSN" is appropriate, and for a bunkerer operating in well-protected port waters, the class "O-PR" may be sufficient. » according to RRR classification.

The regions where fuel bunkers operate in ice conditions also differ significantly both by region and within basins. Thus, the class of ships in terms of ice conditions can vary in a very wide range - from the categories of ice reinforcement "Ice 3" according to the RS classification, which allows regular navigation in the channel behind the icebreaker with ice thickness up to 0.65 m, to the category "ice 10" RRR , allowing occasional swimming in small-sized ice 10 cm thick.

In general, for bunkerers operating in the Northern and Far Eastern regions, it is advisable to accept the category of ice reinforcement " Ice3 » according to RS classification. In justified cases, where ice conditions allow it, it is possible to adopt the ice reinforcement category “Ice 2 » in order to reduce the metal consumption of the hull. For bunkerers operating in the Gulf of Finland of the Baltic Sea and the Sea of Azov, the ice reinforcement category “ Ice2 ". It is enough for Caspian bunkerers to have categories of ice reinforcements " Ice1 ". Estuary bunkers with PPP class, respectively, "river" categories, depending on the area of operation. Bunkerers in ice-free ports may not have ice reinforcements at all.

Developed within the framework of the federal target program "Development of civil marine equipment" for 2009-2016." The "line" of long-distance, offshore, port and wellhead bunkerers is recommended as a basis for further design and construction of new refueling tankers for domestic customers. The possibility of obtaining the specified technical and economic characteristics by changing the length of the cylindrical insert embedded in the parametric series will ensure serial construction and ensure the conjugation of the interests of a significant number of owners of bunker companies and construction plants.

This section talks a lot about various aspects of bunkering operations.

The following information supplements this section with important practical recommendations, the main ones being:

Documents on the quality and quantity of fuel provided by the bunkerer must be checked for compliance with the order.
If the fuel is delivered by barge, the third engineer must personally monitor the control measurements on the barge, using water-sensitive paste, to check for the presence of settled water in the tanks. This water must be counted and subtracted from the total volume of the silo.
Coordinate with the bunkerer the sampling procedure.
At the end of bunkering, check the fuel levels in all tanks of the ship and the bunker. Calculate the amount of fuel received, taking into account corrections for the list, trim of the vessel and the temperature of the fuel in the tanks.

When measuring and calculating the amount of fuel, mechanics should pay attention to the following tricks used by bunkerers who want to deceive you:

1. Using a tape measure with a shortened weight to overestimate the results of measurements of barge tanks before the start of bunkering, and with an extended weight to underestimate measurements after the end of bunkering.
2. Overestimation of the fuel density value in the delivery receipt. For example, overestimating the density by 20 kg/cm 3 for the supply of 1000 m 3 of fuel will cause the supplier to invoice the total amount of fuel in excess of the true value by 20 tons.
3. Underestimation of fuel temperature values before the start of bunkering and overestimation of temperature values after the end of bunkering, which will lead to the use of incorrect fuel volume correction factors in the cargo tanks of the bunkerer.
4. When bunkering abroad, the measurements made on the bunkerer are considered the main ones, and the measurements on the ship are taken for additional control.

The results of measuring the fuel level before and after bunkering, taking into account the roll and trim of the bunker (vessel), are converted into volume using tables of tank volumes. To convert to standard temperature, the resulting volume value must be multiplied by a volume adjustment factor, which can be taken from ASTM Petroleum Table 54B. These tables are located at the bunker cargo assistant. You can bring the volume to the standard temperature using computer programs (for example, Bunker Master from DNVPS) or using the formula:

where K v is a correction factor depending on the density of the fuel and is indicated in the table below.

Since ship mechanics can only check the volume and temperature of the received bunker during bunkering, they can add on the fuel delivery receipt: “For Volume at Observed Temperature Only” (“Only for the volume at the measured temperature”).

5. Installing cups or inserts in the measuring tubes that will not allow you to correctly measure the fuel level in the tanks.
6. Application of tables of volumes of tanks belonging to larger barges. You need to know that in Singapore each bunkering barge has its own registration number, which is indicated on each page of the tank volume table and certified by the seal of the Maritime Port Authority of Singapore.
7. Supply of compressed air to the pipeline through which fuel is supplied to the vessel. As a result, the foamed fuel will show higher level values in the ship's tanks and the meter will show higher volume values.
8. In 1980, Det Norske Veritas Petroleum Services (DNVPS) was established within the DNV Classification Society, which performs bunker fuel quality checks and survey fuel quantity checks.

The DNV Fuel Quality Testing Program is based on the analysis of a representative fuel sample taken by ship mechanics together with representatives of the bunkering operator using the “continuous drip” method. For continuous sampling, the device shown in the figure below is recommended.

The device in fig. 42 is a flange with a sampling tube installed inside with holes through which fuel enters a plastic container. The fuel supply is controlled by a needle valve. Before starting sampling, it is necessary to seal the sea otter and the container to exclude unauthorized intervention.

1 - flange; 2 - perforated tube; 3 - needle valve; 4 - container

The mechanics offer the representatives of the bunkering operator to sign the Application for the inspection of fuel sampling. The collected 3-5 liters of sample are thoroughly mixed and filled into three identical plastic bottles supplied by DNVPS.

Bottles must be sealed and labels filled out, signed and affixed to the bottles in the presence of both parties. All documents related to bunkering should be signed only after the pumping is completed and all disputes have been settled.

One bottle is handed over to the bunkering representative, the other remains on the ship, the third is sent by air courier to the nearest DNVPS laboratory. DNVPS laboratories are located in Oslo, Singapore, Teaneck (New Jersey, USA), Rotterdam, Fujairah (UAE), Algeciras (Spain) and Houston.

It takes about a day to complete the analysis. The report is sent to the shipowner by fax, telex or e-mail one day after the sample is delivered to the laboratory. At the request of the customer, the report can be sent directly to the vessel. In the event of bunkering with fuel that does not comply with ISO 8217:1996 or customer specifications, DNVPS provides shipowners with recommendations for fuel preparation. DNVPS can, at the request of the customer, prepare a claim against the supplier and provide additional support in resolving the dispute.

The most common problems that DNVPS has identified are:

Overestimation of the density value in the delivery receipt, as a result - underdelivery of fuel.
Supply of fuel with high viscosity.
High water content in the fuel, which the shipowner paid for as fuel.
The high coking value of the fuel, which leads to pollution of the gas exhaust tract and the turbine of the GTN. There were cases when it was necessary to stop the vessel every 10-12 hours and do a cleaning due to turbine surge.

Such deliveries are typical for US and South African ports.

The high value of vanadium is typical for Venezuelan oil.
High pour point of both heavy (in Egypt and other southern ports) and diesel fuel (in Singapore).
High content of aluminosilicates, which cause rapid wear of high pressure fuel pumps, injector nozzles, piston rings and cylinder liners. After bunkering one vessel with fuel containing 260 ppm aluminosilicates, the CPG parts of two main slow-speed engines were heavily worn out within one week: wear of cylinder bushings reached 4.5 mm; wear of piston caps in height - 2 mm; piston ring wear - 7.5 mm.

In Singapore and Fujairah, DNVPS surveyors can perform a preliminary fuel quality analysis prior to bunkering and check on board for fuel stability, compatibility with old bunker residue, viscosity, density and water content.

DNVPS surveyors in the largest ports of 25 countries of the world control the amount of fuel during bunkering. The surveyor arrives on board before the start of bunkering and stays on the bunkering vessel during the entire bunkering. It measures all of the bunkerer's tanks before and after bunkering and takes a fuel sample to determine density, viscosity and water content. The preliminary report is made on board the ship. A report with the results of measuring the amount of fuel, based on laboratory analysis, is sent to the customer by fax or telex no later than 48 hours after the end of bunkering.

Table 11

Fuel density r15, t/m 3	Correction factor Kv
0,810-0,813	0,00091
0,814-0,817	0,00090
0,818-0,823	0,00088
0,824-0,828	0,00087
0,829-0,833	0,00086
0,834-0,838	0,00085
0,839-0,848	0,00084
0,849-0,854	0,00083
0,855-0,859	0,00082
0,860-0,876	0,00081
0,877-0,882	0,00080
0,883-0,893	0,00079
0,894-0,902	0,00078
0,903-0,912	0.00077
0,913-0,925	0,00075
0,926-0,937	0,00074
0,938-0,955	0,00072
0,956-0,970	0,00071
0,971-0,982	0,00070
0,983-0,997	0,00068
0,998-1,015	0,00067
1,016-1,020	0,00066
1,021-1,030	0,00065

It is customary to call a vessel bunkering its refueling not only with fuel, but also with engine oils. At the same time, the main part of the work in this event is precisely the preparatory work. The success of the whole procedure depends on the quality of their implementation.

General concepts of bunkering

There are several ways to carry out such an operation as refueling. Different types of vessels can choose the method most suitable for themselves. It is quite possible to carry it out:

At the pier.
On the run.
On a raid.
When drifting in the sea or ocean, etc.

Transport, which is engaged in the delivery of fuels and lubricants to the ship, is commonly referred to as a bunker. In fact, it is a tanker designed for bunkering. The ship, where fuel and lubricants are directly delivered, is called bunkered.

Production technology of the bunkering process

To carry out the replenishment of fuels and lubricants, it is possible to resort to the use of various methods. One of them is carrying out refueling from the pier. With this method, fuel is supplied from the shore using a tank truck or pipeline. It is also possible to carry out these actions at the berth from the tanker, provided that it is moored to the berth.

The second way is to bunker the ship at anchor. With this method, they must both be anchored.

Another way could be refueling on the move or while drifting. This technique is most often used by fishing vessel types in the fishery.

Implementation of small type bunkering

Bunkering of a ship with fuel is not necessarily carried out by a tanker. For refueling elements belonging to a small fleet, a CCD (floating filling station) can be used. At the same time, it can supply not only gasoline, but also diesel fuel for yachts and small ships.

Implementation of the vessel bunkering process

First of all, the fuel supplied during the replenishment of fuel and lubricants, whether it be gasoline or diesel fuel, must meet certain requirements and be suitable for use in certain types of engines. Bunkering should be carried out only after the receipts are checked and the responsible personnel make sure that all the declared viscosity and density standards are met. Otherwise, there may be problems with the equipment, and it may fail, and no one is interested in this.

As practice shows, the majority of consumers are not focused on the quality and compliance of all necessary fuel requirements with the declared ones, but primarily on the price. The primary characteristic of the supplied fuel is its calorific value. Many do not pay attention to this, however, if it does not meet the stated norm, the consumer has the right to demand compensation. Some vendors that are flagged as dishonest may overestimate fuel density on delivery receipts. In this regard, the buyer pays for the undelivered goods.

The bunkering of a vessel may be complicated or delayed indefinitely if the water level in the fuel is exceeded. This not only reduces the declared quality of the supplied goods, but can also lead to problems with the operation of the equipment. If the supplier is not able to supply the goods with the corresponding requirements, then he is more likely to agree to a reduction in the price of the goods.

Only with the right approach to the consideration of all conditions and the correct conclusion of the contract, fast and high-quality bunkering of the vessel is possible. All responsible persons should be very careful to ensure that the fuel supplied is of good quality and meets the stated requirements. Otherwise, technical problems will be inevitable up to the point that the ship will not be able to go to sea.

Ship Bunkering Requirements

It is allowed to replenish the ship's reserves with fuel and lubricants only in a closed way. In this case, the use of connecting devices is allowed. This operation is carried out by special bunkering vessels. The manufacturer recommends using one or another type of fuel when releasing the engine. These guidelines must be followed in all relevant actions.

Storage of fuel and lubricants is carried out only in special tanks that meet certain standards and requirements.

Safety precautions to be observed when bunkering ships

There are certain requirements for refueling ships, which are required to comply with certain rules and regulations. So, before starting to carry out these actions and supply fuel, a notification is made about this operation. It is announced from which side this action will be carried out, as well as the observance of the necessary rules regarding fire safety when performing these actions.

When bunkering, flag “B” is raised on the mast of the vessel, and at night the red all-round lighting is turned on. In the place where the hose is made, a fire post is organized with all the necessary means to extinguish the fire. A fire line is also being laid, equipped with a foam barrel. At the place of reception - transfer of fuel, signs "Smoking is prohibited" and "Passage is prohibited" are installed. All fire-fighting equipment available on the ship is also involved.

Bunkering at night

If bunkering operations are carried out at night, then the place of their conduct should be illuminated as much as possible. Also, you should first instruct all persons who will take part in carrying out these actions.

Before refueling, you need to check the amount of fuel in the tanks that is already available. It also specifies how much fuel needs to be supplied. After all these measures, the moment of the sequence of filling the containers is agreed, as well as the serviceability of overflow devices and signaling devices.

In those places where the hoses are connected, as well as under the fittings, it is customary to install pallets in case a leak suddenly occurs. All deck scuppers are muffled, since it is through them that fuels and lubricants can enter the water.

In the place where the fuel is directly received, rags are prepared and used, which absorb materials.

Upon receipt of each batch of fuel, a sample is taken from it. It is stored on the vessel until the delivered batch runs out.

Communication with the watchman of the bunkering station is maintained using a specialized portable radio station.

The operating pressure to be used during bunkering must be agreed upon by the responsible person with the bunkering station watch supervisor.

International requirements for bunker production

At the present time, it is very important to comply with all the rules for bunkering ships, since regulations regarding the pollution of water spaces have come into force. According to them, it is not allowed to get into the water an excessive amount of oil products and fuels and lubricants.

Responsibility for their non-compliance is provided at the international level, therefore it is strongly not recommended to violate the established standards. The consequences can be very unfavorable. Ship bunkering regulations oblige not only to comply with generally accepted safety rules, but also to comply with international environmental regulations.

Bunkering call refueling large ships: tankers, liners, and container ships with fuel and motor oil. Bunkering is used to ensure the movement of ships and other needs. It is immediately worth noting that the procedure for unloading oil (at full speed and at the berth) is called not a bunker, but a cargo procedure.

Ship bunkering process

The bunkering process is carried out on rivers, lakes, seas and oceans. Bunkering can be done in a variety of ways. Often, refueling is carried out on the move, and fishing vessels are also used for it (highly specialized equipment is installed on them).

When carrying out bunkering at the berth, it is carried out using a special pipeline or tank trucks.

Sometimes bunkering is carried out while the vessels are at anchor, in such cases a special vessel is considered as the basis.

The bunkering procedure has its own specific aspects, therefore only qualified companies using specialized equipment for refueling should carry out bunkering.

Storage and supply of fuel can be carried out by floating filling stations (PZS). Equipment with a tank is installed on the bunker (special vessel).

Bunkering technology has its own nuances. The brand and type of fuel must be taken into account in order to set the required temperature. The fuel must have a temperature ten degrees lower than the ignition temperature. To comply with these rules, the equipment is equipped with additional tools that allow you to control the temperature of the fuel transferred during bunkering.

Fuel bunkering methods

Bunkering from the pier. The least labor intensive way.

It is done in two ways:

From a tank truck;
A bunker vessel is moored to the berth.

Bunkering on the road.

It is carried out only from a bunkering vessel to a vessel in the roadstead.

In this case, the bunkerer or the bunkered vessel is anchored.

Bunkering on the move or bunkering while drifting.

Most often used on fishing boats.

Small bunker.

The main stages are the storage and delivery of fuel to ships of a small fleet. It is the most environmentally friendly and safe type of bunkering for powerboats.

Vessels are the most “gluttonous” and at the same time unpretentious consumers of fuel: diesel, fuel oil, and mixtures of various hydrocarbon fractions are used for their refueling. However, the "omnivorousness" of marine engines today is increasingly limited by environmental standards. And strict safety requirements for bunkering - refueling ships with fuel - allow minimizing the pollution of sea waters with oil products

Marine low-viscosity fuel (SMV) is used in marine diesel engines, as a rule, medium and high-speed ones. Unlike automotive diesel, it has a lower cetane number, as well as a higher sulfur content and viscosity.

In the late 19th and early 20th centuries, coal was mainly used as fuel on ships. It was loaded into special compartments - coal pits, or, in other words, bunkers (from the English coal bunker). This is where the term "bunkering" came from. Loading coal was a rather complicated operation, requiring a lot of time and labor: it was carried on board by hand, in bags.

Mooring a bunkering tanker to a bunkering vessel is a responsible and complex process

The advantages of liquid fuel, which replaced coal, are not only the convenience of transportation and storage, but also a higher calorific value. This made it possible to reduce the size of the power plant while increasing the duration of flights without refueling. The use of liquid petroleum fuel also made it possible to increase the speed of ships, and in addition, reduced the amount of soot in the exhaust gases. At the beginning of the 20th century, this was not so much a matter of ecology as of military tactics: the less black smoke came out of the pipes, the closer it was possible to approach the enemy without being noticed.

Fuel of the future

One new type of marine fuel that is only gaining popularity is liquefied natural gas (LNG). LNG is produced by cooling natural gas to -160°C. When liquefied, the volume of gas is reduced by 600 times, which makes it convenient and safe for transportation.

Currently, only 80 out of more than 115,000 ships around the world operate on LNG. The main part of gas-fueled ships is operated in Norway, where the NOx fund has been operating for more than 10 years, stimulating shipowners to switch to LNG. In 2017-2018, about 200 new gas-fueled or dual-fuel (diesel and LNG) vessels will be handed over to customers from the shipyards. According to experts, by 2020 the number of ships consuming LNG will exceed 500 units, and by 2030 the new type of fuel will account for at least 10% of the global bunkering volume. One of the main advantages of natural gas is its outstanding environmental performance. The use of LNG as a marine fuel will significantly reduce environmental pollution with sulfur and nitrogen oxides and comply with increasingly stringent International Maritime Organization (IMO) environmental restrictions.

Gazpromneft Marine Bunker is also working on the development of offshore infrastructure for bunkering with liquefied natural gas: a pilot project is being implemented to create a small-tonnage LNG bunkering vessel for operation in Russian ports of the North-West region.

Today, light and dark oil products are used as fuel on ships. Light diesel fuels include various types of diesel fuel, in particular marine low-viscosity fuel (SMF). Marine diesel differs from automotive diesel in lower cetane number*, higher sulfur content and higher viscosity. In the Far North, arctic diesel is also used, designed to operate at temperatures down to -50°C.

Dark oil products are, first of all, fuel oil, as well as fuels close to it in viscosity, but characterized by a lower sulfur content - for example, the so-called marine fuel component (CFC) obtained from gas condensate.

For all occasions

When choosing what kind of fuel to refuel his vessel, the shipowner is guided by somewhat different criteria than the motorist. Moreover, it often floods not one, but several types at once. Of course, the characteristics of the engine matter, but the power plants of ships, as a rule, are adapted to use different fuels. A much more important criterion is what waters the ship is heading to. So, for example, in the areas of special control for sulfur emissions (SECA) in accordance with the International Convention for the Prevention of Pollution from Ships (MARPOL), since January 1, 2015, there are strict restrictions: the sulfur content in marine fuel should not exceed 0.1%. These zones today include the Baltic and North Seas, as well as the Atlantic and Pacific coasts of the United States and Canada. This means that conventional fuel oil cannot be used in these regions. Only more expensive and environmentally friendly fuel is allowed - SMT or KST. However, after entering the open ocean, the ship switches to fuel oil - after all, it is noticeably cheaper, and the fuel consumption on the ship is estimated at tens of tons per day.

Marine fuel oils are obtained by mixing residual oil products (fuel oil, tar, heavy gas oils from secondary processes) and diesel fractions. Compared to heating oils, they have a lower viscosity and a lower content of mechanical impurities and water.

Heavy fuel oil performs its function well after the ship leaves the port, when it is moving at full speed. If there is a need to perform maneuvers and, accordingly, a quick change in the operating modes of the main engine, it is transferred to lighter fuel, and this is done in advance in order to flush the fuel system from heavy and viscous fuel oil.

floating gas station

Another difference between marine bunkering and car refueling is that it is not the vessel that goes to the filling station, but the station itself approaches the vessel. Refueling in this case is a bunkering ship, a small tanker that carries a supply of fuel with it.

Sectional view of a bunkering ship

As well as at gas stations, a bunker truck usually has several types of fuel: diesel, CST, fuel oil with different sulfur content (from 1.5 to 4%). Fuel is stored in special containers - tanks, and one or more tanks are allocated for each type - so that one fuel does not mix with another. If a small amount of lighter oil products gets into fuel oil, nothing bad will happen. But if fuel oil gets into diesel fuel, it will no longer meet the high requirements for it. So, if for some reason the tank needs to be converted to lighter fuel, it will need to be subjected to special cleaning.

With the exception of fuel tanks and a special crane installed on the deck for supplying fuel hose, bunkerers are not much different from bulk carriers of similar size. The difference lies in the special requirements for fire safety (for example, welding is prohibited on board) and for the training of the crew (a certificate of completion of the course for working on tankers is required). In addition, such vessels undergo annual surveys by port control authorities and the maritime register. The capacity of bunkerers can be different - from several hundred to ten or more thousand tons. As for the vessels of Gazpromneft Shipping, the bunkering subsidiary of Gazprom Neft, its vessels are capable of transporting from 2.5 to 7 thousand tons of fuel.

4200 tons of fuel oil is transported by one train of 66 tanks

However, there are no strict restrictions on the size of tankers in bunkering: if necessary, a huge tanker carrying oil products can also become a bunkerer. In this case, given its size, it will not be moored to the bunkered vessel, but vice versa.

Transshipment point

Before the fuel reaches the bunker truck, it must be delivered from the refinery. As a rule, oil products from refineries are transported by rail in tanks. Then they get to the terminal, where they are pumped into tanks. And if there are no particular difficulties with diesel fuel, then draining fuel oil from tanks is not such an easy task, because at temperatures lower than 20–30 ° C (depending on the brand of fuel oil), it is in them in a frozen state. To extract it from the tank, the same fuel oil is fed into it, only preheated. Gradually, in the place where the jet of hot fuel enters, the fuel oil “thaws” and becomes fluid. Some tanks are equipped with a "steam jacket" - a special cavity, passing hot steam through which, you can additionally heat up the entire tank. This is especially true in severe frosts.

Fuel oil enters the terminal tanks heated to 55–65°C. Due to thermal insulation, such a temperature is maintained in them for several days, so there is no need to additionally heat up the fuel oil for subsequent transshipment to the bunker. If the fuel is stored for a long time and begins to cool, it can be heated again by passing through a heat exchanger. However, this is usually not necessary: the duration of storage of petroleum products at the terminal does not exceed 3-5 days.

Sulfur Special Control Areas (SECA) under the International Convention for the Prevention of Pollution from Ships (MARPOL) include the Baltic and North Seas, as well as the Atlantic and Pacific coasts of the United States and Canada

At the berth, to which the bunkerer approaches, fuel is supplied through the pipeline or delivered in tankers (if the tanks are located far from the berth). During loading, the bunkerer is surrounded by booms - special barriers that float in the water and do not allow oil products to spread over the water area if an emergency spill occurs. In this case, a supply of sorbent is also stored on the berth - a substance that simplifies the collection of oil products from the surface of the water.

Refineries typically supply a limited amount of the most commonly used fuels. If fuel with the required characteristics is not available, it can be prepared at the bunker terminal or directly on the bunker by mixing light and heavy components. So from standard fuel oil with a viscosity of 380 centistokes, you can prepare fuel oil with a lower viscosity, diluting it with light oil products.

Having filled the tanks with fuel, the bunkering ship goes to bunker other ships. The flight can be quite long and take several days. Flight planning is a separate difficult logistical task. It is necessary to take into account how long each of the ships that applied for bunkering will be in the port and at what time it will be possible to bunker them. Some ships stay in the port for 2-3 days, others moor only for a few hours, while the ship can only be refueled after it has passed customs control.

Accurate calculation

Usually bunkering takes place when the vessel is moored, although in some cases vessels are bunkered in the road** and even on the move. In fact, a vessel moored to the berth can also be bunkered from the shore - from a tank truck, but this method is not often used. The most common option is refueling from a bunkering tanker, which approaches and moored to the side of the vessel.

The engine of a large-tonnage vessel consumes an average of about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe and back, about 800 tons will be required, for a longer voyage across the ocean - about 2.5 thousand tons.

Mooring ships to each other is a responsible and complex process. Sometimes they stand close, sometimes, if there is a risk of hitting some equipment on board, special fenders *** or a tug are installed between them. Then - in case of an emergency spill - booms are put up. As a rule, they are installed in the bow and stern of ships, however, depending on the port, the rules may vary.

The fuel hose is fed to the bunkered vessel by means of a crane

Before starting bunkering, the amount of fuel on board the bunker must be measured. For this, a special tape measure is used, which determines the distance to the surface of the liquid in the tank. Knowing the total volume of the tank, as well as the temperature and density of the fuel, you can get its mass. After bunkering, this procedure is repeated.

The average speed at which fuel is transferred from one vessel to another is 200–250 m3 (approximately 170–220 tons) per hour. On average, the engine of a large-tonnage vessel consumes about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe, about 800 tons will be required. Those who go across the ocean take more - about 2.5 thousand tons. It is easy to calculate that bunkering usually takes several hours. However, the process can take up to a day.

They usually fill in exactly as much fuel as necessary to reach their destination and return back. Another 15–20% (more or less, depending on the season and region) is a storm reserve in case of weather surprises. They do not take too much, because this will reduce the amount of commercial cargo, and hence the profit of the shipowner. In addition, customs may have questions about whether these surpluses are intended for resale.

The main risk in bunkering is accidental fuel spills. To avoid them, both parties closely monitor how the bunkering process takes place, and if something goes wrong, the pumps are immediately stopped. If a leak did occur and the fuel got into the water, the port's emergency rescue services are involved in the elimination of the consequences. They use special oil-garbage skimmers that pass the top layer of water through themselves, removing a film of oil products from it.

0.1% maximum sulfur content in marine fuels in SECA emission control areas

* The cetane number is a characteristic of the flammability of diesel fuel, which determines the delay period for the combustion of the working mixture (the time interval from fuel injection into the cylinder to the start of its combustion). The higher the cetane number, the lower the delay and the more quietly and smoothly the fuel mixture burns.

** Raid - part of the port water area intended for anchorage of ships

*** A mooring fender (ship) is a device that is used to cushion the impact of the ship's hull against a berth or other ship during mooring or towing. This device should ensure the transfer of loads to the largest possible area of the side and thereby exclude its damage or permanent deformation.