REQUIREMENTS OF I.O.P.P.

CERTIFICATION

6. The ship should posses approved type of oily

bilge separator capable of separating the oil
traces from the oil contaminated water to a
level of oil traces 15 P.P.M.
7. The oil separator equipment should have a
monitor device for continuous monitoring of
the discharge water and capable of shutting
if p.p.m. exceed 15 and also raise audio
visual alarm.
8. The separator should also have power
failure alarm
9. The ship should have segregated ballast
system
10.The ship should have standard discharge
connections on deck (P & S) to discharge
sludge to shore facilities
11.The ship should maintain proper “Oil
record book”
12.The ship should have a tank for collection of
Sludges.

MARPOL
From a ship of 400 tons gross tonnage and above
other than oil tanker and from machinery spaces
bilges excluding cargo pump-room bilges of an oil
tanker

13.The ship not in special area

14.The ship is proceeding ( Enroute )
15.The oil content of the effluent without
dilution does not exceed 15 part per million.
16.The ship has in operation equipment as
required
17.Out side 12 Nautical Mile of nearest land.
18.The only mixture does not originate from
cargo pump room bilges.
19.The oily mixture is not mixed oil cargo
 residue

SPECIAL AREA
20.Mediterranean Sea
21.Baltic Sea
22.Black Sea
23.Red Sea
24.Persian Gulf
25.Gulf of Aden
26.English Channel

FUEL DISTILLATION

27.Crude oil is split up in fractions (various

type of fuel) by Distillation
28.Crude oil is heated to about 350o – 370oC and
fed into a column (tower).
29.There is a temperature gradient on the
tower high at bottom and falling with
increasing height.
30.The vapour rise and progressively condense
as the temperature falls, and are drained off
as distillates.
31.The main fractions are gas ( the vapour
that reach the top of column without
condensing) followed by gasoline, Naptha,
Kerosene, gas oil.
32.The part of crude which did not vaporize in
the column and which remains after the
distillates have been stripped off is called
residue.
33.This residue is sold as HFO or further
treated to L.O., D.O., and H.F.O.
34.For further stripping off, residual oil, it is
passed and heated through vacuum
distillation column.

DIFFERENCE BETWEEN RESIDUAL AND DIST. FUEL OIL

 35.Distillate oils are free flowing at normal
temperature and are used for high speed
engines.
36.Residual fuel is not free flowing. They are to
be heated for storage, handling and for use
in engine heavier (residual) fuel is used for
slower and larger engines.
Note: To improve quality of distillate for special
use considerable blending and molecular
structure alteration is carried out
PHYSICAL PROPERTIES OF FUEL
37.DENSITY OR SPECIFIC GRAVITY (S.G.).
It is given on the bunker delivery note and
can be found for fuel at a particular temperature
with a test kit hydrometer. Required for bunker
calculations it is also needed for selection of the
purifier’s gravity disc. Separation of water from
fuels with a density higher than water is not
possible in conventional centrifuges, although
solids will separate.
38.VISCOSITY:
It is specified when ordering fuel, redwood
viscosity in seconds being replaced by Kinematic
viscosity in centi- strokes. The on board test uses
the principle of a metal ball being allowed to fall
through a tube of fuel sample at 80oC and being
timed over a set distance after it reaches its
terminal velocity. A calculation gives the
Kinematic viscosity. Fuel viscosity is reduced by
heating:
. to make it usable in the engine
 to improve separation and
 to ensure ease of pumping.
39.POUR POINT:
It is checked on the ship by cooling a
preheated oil in a test tube while tilting the tube
at every 3oC drop in temperature to see whether
it is still free flowing. The pour point is 3oC above
the non flow temperature and fuel in tanks must
 be 5oC above this to prevent solidification. How
heat transfers co-efficient makes a solidified fuel
impossible to re-liquefy in the tank.
40.FLASH POINT:
This is the minimum temperature at which an oil
gives off flammable vapour, which on
application of flame in a specified apparatus
would cause momentary ignition.
The test may be “open” or “Closed”
depending upon whether the apparatus is sealed
or not. The closed flash point is always lower
because the lid seal allows accumulation of the
volatile vapour above the liquid surface.
CLASSIFICATION OF DANGEROUS FUEL:
a. Oil with flash point below 22oC are
classified as dangerous highly flammable,
e.g. gasoline benzenes etc. Flash points
in the range 22o C - 66oC would relate to
Kerosenes and vaporizing oil.
b. Flash points above 66oC are considered as
safe (for marine purposes) and include
gas, diesel and fuel oil.
5. CLORIFIC VALUE:
It is the heating value from the complete
combustion of unit mass of fuel i.e. MJ/Kg or
KJ/Kg. Approximate heat energy values of fuel
are:
Coal 34 MJ/Kg Fuel Oil 42 MJ/Kg.
Diesel oil 45 MJ/Kg
6. FIRE POINT
It is the temperature at which the volatile
vapours given off from a heated oil sample
ignitable by flame application and will burn
continuously. The fire point temperature can be
any thing up to 40oC higher than the closed flash
point temperature for most of the fuel oils.
7. WATER CONTENT
It is found with a test kit which is the same as
that used for measuring water content of
lubricating oils. The oil sample is mixed with a
reagent in a closed container and any water in
the oil reaches with the chemical to produce a
vapour. Pressure rise due to the vapour
generation is registered on a pressure gauge,
calibrated to show water percentage.
Alternatively the vapour displaces liquid and the
quantity of this is used to show water content.
The water may be fresh or sea water. The latter
is source of sodium which with vanadium
produces harmful ash after combustion of fuel.
Water together with solids dissolved in it is
normally removed in the centrifuge
8. COMPATIBILITY
Compatibility of a residual fuel allows it
to be blended with other fuels to give a stable
mixture. Where there is compatibility, the mixing
of fuels results in the precipitation of heavy
sludge which blocks the fuel system. On-board
blending and even mixing of different fuels in
bunker tanks can cause the problem of sludge, if
there is incompatibility. The property is assessed
by making a sample mixing with the residual fuel,
in equal amounts, and depositing a drop on
photo chromatic paper. After an hour the pattern
left by the dried drop is compared with spots on
a reference sheet. An unsatisfactory blend is
typified by a dark central deposit with an outer
less dark ring. Economics are possible if poor
quality fuel can be sufficiently improved by
blending with distillate to allow its use in
generator engines, etc., but there is the risk of
sludge formation. Fuels blended ashore and
supplied as bunkers are sometimes found to be
unstable and subsequent sludge formation or
layering may make them unusable. The
compatibility test is not reliable.

COMBUSTION OF FUEL
 The combustible elements in fuel are:
(1). Carbon (2). Hydrogen (3). Sulphur
they combines with atmospheric air (combustion
takes place) and heat is librated.

COMBUSTION OF CARBON
C + O2 CO2
12 + (16 x 2) 44
Relative masses.
1 + 2 2/3 3 2/3
Thus 1Kg of carbon requires 2 2/3 Kg of oxygen
to form 3 2/3 Kg of CO2
If carbon is incompletely burned to form CO the
following results.
2C + O2 2CO
2 x12 + 16 x 2 2 x 28
1 + 1 1/3 2 1/3
The process librates about 10.25 MJ/Kg of carbon
burned partially. This represents a 70% loss with
incomplete combustion.

COMBUSTION OF HYDROGEN.

2H2 + O2 2H2O
2x1x 2 + 16 x 2 2 x 18

Thus 1kg of Hydrogen requires 8 Kg of oxygen

and forms 9 kg of water vapour (steam).

This process librates about 144.4 MJ/Kg

If steam escapes uncondensed (which is usual) it
takes away latent heat i.e. 9 x 2.465 MJ i.e.

144.4 – ( 9 x 2.465) = 122. 2 MJ

(2.465 in the latent heat of steam at 15.5 oC
the standard temperature
Hence hcv of Hydrogen = 144.4 MJ/Kg
lcv of Hydrogen = 122.2 MJ/Kg
 COMBUSTION OF SULPHER
S + O2 SO2
32 + 2 x 16 64
1 +1 2
Thus One Kg. of sulphur combines with one Kg of
Oxygen to form two Kg. of sulphur dioxide.
It librates about 9.32 MJ/Kg of sulphur burned.
CALORIFIC VALUE
It is be assessed from the following approximate
empirical formula

hcv = 33.7C + 144.4 (H2 - O2 / 8 ) + 9.32 S

lcv = hcv - 2.465 (Kg of H2O)
THE CLEAN AIR ACT
The act prohibits the emission of dark smoke from all
vessels in U.K. Waters that is navigable by sea going
ships.
SECTION-I STATES:
41.If dark smoke is emitted on any day the
owner, master or any person in-charge of the
vessel shall be guilty of an offense.
42.Emission should not last longer than
periods specified:-
a. Emission of a dark smoke from an oil
fired boiler with forced draught fans, for
not more than 10 minutes aggregate in
any 2 hours period with not more than 4
minute continuous emission.
b. Emission of dark smoke from
compression ignition engine, for not
more than 10 minutes in any 2 hour
period with not more than 4 minute.
Continuous emission.
c. Emission of Black smoke from any other
source not more than 5 minute
aggregate in any 1 hour period.
d. In no case shall black smoke be emitted
for more than 3 minute. Aggregate in
any ½ hour (half hour) period.
NOTE: Black smoke is defined as “ as dark or
darker than shade 4 on the ringleman chart”
43.Dark smoke is defined as shade 2 on the
ringleman chart.
.
44. CHECK LIST
BEFORE BUNKERING
CHECK THAT:
1. The operation has been pre-planned and
written down. All persons to take part in this
operation have been briefed and copies of
the plan be given to them, in order that
strict adherence to the procedure, as laid
down, be achieved.
45.Effective communications system with
shore staff or barge crew is established. An
alternative system is established, in case of
failure of the main one.
3. The displaced atmosphere can escape freely
from the air vent pipes.
4. The amount of oil to be received can be
safely accommodated in the available tank
spaces.
5. The unit of measurement being used, is well
understood.
46.All sea and overboard valves connected to
the bunker system are closed.
47.Bunker system valves and connections not
in use, are closed and blank flanged.
48.All deck scuppers are effectively sealed
(e.g. plugged and cemented).
49.Oil booms, if carried are ready for quick
launching.
50.Drip trays are in position below connection
and air vents.
51.Hoses are in good condition, properly
connected and supported.
52.Dry absorbent materials (sand, sawdust,
etc.) are readily available.
 53.The piping system is lined up correctly.
54.The valves to the tanks designated to
receive first the incoming bunkers, are
open.
AFTER CHECKING ALL THE ABOVE, YOU CAN
NOTIFY THE TERMINAL/BARGE TO COMMENCE
BUNKERING.

DURING
BUNKERING
CHECK THAT:
55.Bunker hoses and connections are
not leaking.
56.Pressure is relieved on tanks being
topped up, either by slowing down
the rate of the incoming bunkers or
by controlled opening up of the next
tank(s) to be loaded.
57.Loaded tanks are closed and
finishing ullage is maintained, whilst
other tanks are being loaded.
58.Closing down against the incoming
bunkers is absolutely avoided, unless
permission is given by the facility
staff.
59.Ample warnings are given to the
terminal/barge during the final stages
of bunkering and before the final
notification for the interruption of the
flow.
60.Ample ullage space is left in the last
tank loaded, to allow for draining of
the hoses and for relief of any air
locks in the system.

ON COMPLETION OF BUNKERING
Check that:
61.Hoses are drained before
 disconnecting.
62.Bunker system valves are closed.
63.Hoses are blank flanged or otherwise
sealed before being removed.
64.Bunker system connections are blank
flanged as soon as hoses are
disconnected.
65.Fuel line and tank filling valves are
securely closed.
66.Final soundings of all fuel oil tanks
have been taken. Ample space for
expansion is left.