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I have enumerated a few things here which have come to my notice during my career at sea either
on my own ship or that on others in the entire fleet. This by no means an exhaustive list, but
surprisingly very commonsensical.
1. Take Charge Immediately: Even if it is your first day on a tanker, or the company or even the
first day in rank; the ship will not give you any discount on that account. The problems will
emerge almost immediately when you are least suspecting them. In fact this may happen even if
the ship is straight out of the shipyard. So just behave as if it is your first day at sea and get
cracking on learning the essentials of that vessel. Some companies provide sufficient overlap for
senior officers for this purpose; hence it is left to the senior officers to ensure that all the support
staff is adequately familiarised with the operations.
2. Be Aware of the Cargo Plan: It is very important to be aware of the cargo stowage and details
in each tank before the loading operation. The plan may change while actual loading, still it
should be discussed during a pre loading meeting with as many ship staff as possible and
definitely with the entire deck crew, C/E and Second or First Engineer.
3. Display The Cargo Stowage in CCR: A very common but serious incident on board is the
shifting of cargo from one tank to another due to valves not holding. A white board display in
CCR will cost less than $20. Design it to display the Ullage and Mean Temperature and Tank
I.G.Pressures. Write down the final loading temperatures and ullages on it after or before
departure as per the final Bill of Lading. A daily glance and comparison of the CCR displays will
immediately alert the vessel management team of a breach. This will save a lot of tension and
running around if everyone visiting the CCR for more than 5 minutes could check the Console
display of Ullage with the white board display.
4. Display the Cargo MSDS in the Cargo Control Room: This is not just the mandatory
requirement but also a necessity for the crew to be aware of what they are carrying and how
dangerous it is.
5. Check the I.G.Pressures: It is mandatory to have remote pressure indication from each tank
in the CCR. However, this will be of no use if the support staff did not know the importance of it
and simply pressed the Low Pressure alarm acknowledgement. If the vessel is loaded fully to
98% , it is normal to have a daily fluctuation from High to Low -Low Pressure depending upon
the ambient temperature. Still a mean reading will enable you to plan topping up of the tanks with
IG.
6. Do not shut off the Inert Gas Inlet valves to isolate the tanks from main line: I know this
may sound crazy, because who will shut off the valves since this may subject the tank to vacuum
to over pressure or vacuum in case of malfunction of the PV valves. However you will be
surprised how many times this has been done in order to prevent intermixing of cargoes.
7. Check the Cargo Heating Lines seriously: If your tanker has cargo heating lines, you must
test them as per PMS or earlier even if there is no plan to carry heated cargo. With uncertainty in
the oil market you can never be sure what cargo is being planned next. It will be very
embarrassing if a loading port is planned a few hours away with heated cargo and the vessel is
not sure of its heating lines.
8. Do not switch off the OVERFILL Alarms: When the vessel is 98% loaded, it is quite
common to have frequent Overfill (also known as Hi-Hi Level alarms) alarms in case of rough
weather. It is strongly advised never to turn them off. Few alarms are designed not to be
disabled , but it has been noted that the ship staff switches off the electrical supply to these
alarms. However even if the alarm has been isolated, ensure all alarms are tested prior arrival to
port.
9. Check Oxygen Content of tanks regularly and well before arrival: There is nothing to
elaborate on this for any tanker man. However this is a common neglect. The equipment used to
check Oxygen and H2S must be calibrated and have a certificate. Any other special check
required must also be carried out.
sufficient time to rectify any leakages of Dressor Couplings or any other defects in the pumps or
pipelines.
11. Reset All Cargo Pumps after trying out Remote Emergency Stop: This is a common
mistake that is made. As the last part of the operation, the pumps are tripped from remote and the
entire plant is shut down. This is not a correct thing to do. Whether the prime mover for the cargo
pumps is steam, electrical or hydraulic, ensure that the trip is reset and the pumps can be started
again. Depending upon the system on board, this will vary, but whatever the system be, please
ensure that it will start normally during a Cargo discharge. If the system is steam based, ensure
that the COP speed was reduced to minimum before trying out remote trips, otherwise the pump
will race or start at a higher runaway RPM next time when the pumps are started. This has caused
serious accidents in the past due to governors getting stuck at higher RPMs.
12. Do Not Ignore Pump Room Bilge Alarms: Depending upon the yard the Pump Room and
Fore Peak Store Alarms are provided in CCR, ECR or a combination of any of these. Please
identify this as soon as you board the vessel and respond to a high level Bilge Alarm in a positive
manner without ignoring it.
13. Check the quantity of feed water: Water consumption is relatively higher on Tanker vessels
carrying heated cargo and having Steam Cargo plant. This is the most ignored area since
depending upon the ship practice the responsibility may vary from Engine department to Deck.
Whether it is before arriving for a loading port for heated cargo, or discharge, if your Cargo plant
is operated by steam you may need to know how much distilled water you have for the boiler
plant. Doubly ensure this by taking actual tank sounding, rather than depending upon remote
gauges.
14. Cold Weather precautions: This has to be taken into consideration for all kind of vessels,
but there are a few specific areas to tankers which become critical. These include completely
draining the cargo heating lines; testing steam lines for deck seal; draining the ODME pump in
the pump room, tank cleaning heater etc. Any negligence on this account may have an
enormously damaging effect on the vessel operation. The ODME sampling pump in fact should
be kept drained at the casing, at all times, unless it is required. The PV breaker liquid also needs
to be checked for sufficient cold weather levels.
15. OIL Record Book: It is imperative that the ORB (Oil Record Book) is filled up completely
and correctly almost immediately after an operation is carried out. However this is not done in
quite a few cases. Officer in charge keeps waiting for a few days before making entries. This
strategy can backfire at times if the officer forgets due to some urgency, and it has happened quite
a few times.
Over to you..
He enumerado algunas cosas aqu que han llegado a mi atencin durante mi carrera en el mar, ya
sea en mi propio barco, o que en otros en toda la flota. Esto de ninguna manera es una lista
exhaustiva, pero, sorprendentemente, muy de sentido comn.
1. Tome Control Inmediatamente: Incluso si es su primer da en un buque tanque, o de la
empresa o incluso el primer da en el rango; la nave no le dar ningn descuento en esa
cuenta. Los problemas surgirn casi de inmediato cuando se est menos sospechar de ellos. De
hecho esto puede ocurrir incluso si el buque es directamente de los astilleros. As que se
comportan como si es su primer da en el mar y manos a la obra en el aprendizaje de los
elementos esenciales de ese buque. Algunas empresas ofrecen solapamiento suficiente para
oficiales superiores para este fin; por lo tanto, se deja a los oficiales de alto rango para asegurar
que todo el personal de apoyo est familiarizado adecuadamente con las operaciones.
2. Sea consciente del Plan de carga: Es muy importante ser consciente de la estiba de la carga y
los detalles en cada tanque antes de la operacin de carga. El plan puede cambiar durante la carga
real, todava debe ser discutido durante una reunin de pre carga con tanto personal buque como
sea posible y definitivamente con toda la tripulacin de cubierta, C / E y Segunda o Primera
Ingeniero.
3. Pantalla La estiba de carga en CCR: Un incidente muy comn pero grave a bordo es el
desplazamiento de la carga de un tanque a otro debido a las vlvulas no se sostiene. Una pantalla
de tablero blanco en CCR costar menos de $ 20. Diseo para mostrar el espacio vaco y
temperatura y Tanque IGPressures media. Anote las temperaturas de carga finales y ullages en l
despus o antes de la salida de acuerdo con el proyecto de ley final del embarque. Una mirada
diaria y la comparacin de los CCR pantallas se alertar inmediatamente al equipo de gestin
buque de una violacin. Esto le ahorrar una gran cantidad de tensin y corriendo por si todo el
mundo que visita el CCR durante ms de 5 minutos pudo comprobar la pantalla de la consola de
Ullage con la pantalla pizarra.
7. Compruebe los de Carga Calefaccin Lneas serio: Si el buque tanque tiene lneas de
calefaccin de carga, debe probar ellos segn PMS o ms temprano, incluso si no hay un plan
para transportar carga climatizada. Con la incertidumbre en el mercado del petrleo nunca se
puede estar seguro de lo que la carga se est planificando la prxima. Va a ser muy embarazoso si
un puerto de carga est previsto un par de horas de distancia con carga climatizada y el buque no
est seguro de sus lneas de calefaccin.
8. No apague las alarmas de sobrellenado: Cuando el buque se encuentre cargado el 98%, es
muy comn tener sobrellenado frecuente (tambin conocido como alarmas de alta Hola Nivel)
alarmas en caso de mal tiempo. Est fuertemente no aconseja para apagarlos. Pocas alarmas no
estn diseados para ser desactivados, pero se ha observado que el personal de la nave se
desconecta el suministro elctrico a estas alarmas. Sin embargo, incluso si la alarma se ha aislado,
asegurar todas las alarmas se ponen a prueba antes de su llegada al puerto.
9. Compruebe oxgeno contenido de los tanques regularmente y as antes de la llegada: No
hay nada que elaborar sobre esto para cualquier hombre cisterna. Sin embargo, esto es un
abandono comn.El equipo utilizado para verificar oxgeno y H2S deben ser calibrados y tienen
un certificado. Cualquier otra comprobacin especial requerida tambin debe llevarse a cabo.
10. Prueba de presin de todas las Lneas de Carga y pruebas de descarga Pre: Es
importante llevar a cabo las comprobaciones previas de Carga de llegada segn la empresa
SMS. Es sorprendente cmo muchos Directores Ejecutivos y Masters no llevan a cabo la prueba
de presin de las lneas (a pesar de que la naturaleza de la carga lo permite). La mayor parte de
las pruebas de descarga pre empezar y terminar con parada a distancia de las bombas de carga. En
caso de cruzar el Atlntico o el recipiente que tiene el mal tiempo que enfrentan durante el viaje,
es aconsejable llevar a cabo las pruebas de presin de las lneas de al menos 72 horas de
antelacin. Esto le dar al personal del buque de tiempo suficiente para corregir cualquier fuga de
dressor acoplamientos u otros defectos en las bombas o tuberas.
Bombas 11. Restablecer todo carga despus de probar de parada de emergencia a
distancia:Este es un error comn que se hace. Como la ltima parte de la operacin, las bombas
se disparan desde remoto y toda la planta se apaga. Esto no es una cosa correcta de hacer. Si el
motor primario para las bombas de carga es de vapor, elctrico o hidrulico, asegrese de que el
viaje se restablece y las bombas se puede iniciar de nuevo. Dependiendo del sistema de a bordo,
esto puede variar, pero cualquiera que sea el sistema sea, asegrese de que se iniciar
normalmente durante una descarga Cargo. Si el sistema se basa vapor, asegrese de que la
velocidad de la CP se redujo al mnimo antes de probar viajes remotos, de lo contrario la bomba
raza o empezar en un RPM fugitivo ms alta la prxima vez que se ponen en marcha las
bombas. Esto ha causado accidentes graves en el pasado debido a los gobernadores de quedarse
atascado en un RPMs ms altas.
12. No ignore Pump Room sentina Alarmas: Dependiendo del patio de la sala de bombeo y
Fore Peak Tienda alarmas se proporcionan en CCR, ECR o una combinacin de cualquiera de
estos. Por favor, identifique lo antes de subir al barco y responder a una alarma de sentina de alto
nivel de una manera positiva y sin ignorarlo.
La ltima gua a Cargo Equipo Operacin de Petroleros ofrece una explicacin completa de todos los equipos
importantes que se utilizan para el manejo de la operacin de carga en buques cisterna.