Safety and bunkering of a vessel at sea. Bunkering of fuel, fuel oil, petroleum products

Shipbuilding has a lot of special terms. For example, what is ship bunkering Few people know, but this is a very common phenomenon that occurs almost every day. Bunkering of ships is the process of fueling ships. motor oils and fuel while the vessel is moving. That is, this is a specific process that can be carried out both while drifting at sea, on a lake, on a river, and at the pier. This process is carried out exclusively on the basis of specialized equipment.

What is ship bunkering?

The machine with the tank is installed on a specialized vessel - a bunker. That is, a bunker is considered a specific tanker that has a specialized structural structure that allows for clearly defined actions regarding the refueling of ships.

1. Bunkering can be carried out at the berth, in this case a specialized pipeline or a tank truck is used;
2. Refueling can also be carried out when the ship is at anchor; in this case, the basis for bunkering is considered to be a specialized vessel;
3. The refueling process is often carried out on the move; even fishing vessels are used here, on which specialized equipment is simply installed. It must be said right away that the process of loading oil, both at the berth and at full speed, is called a cargo procedure, not a bunker procedure.

Of course, the bunkering process itself has a lot of features, precisely for this reason, it can only be performed by experienced and knowledgeable specialists, which use special designs - equipment for refueling.

Bunkering Features

As we have already said, bunkering is a special process of transferring fuel to a ship to operate the main engine, auxiliary machinery and steam boilers. The main purpose of bunkering is considered to be the rapid replenishment of all ship supplies, which are important element full exploitation ships. Note that the bunkering process can be carried out in the ocean, sea, lake, river and at the pier.

The fuel bunkering technology itself has a number of features. The most commonly used brands are M-40, M-100, as well as fuel oil F5, F12. Analogues of these materials can be used. It is necessary to take into account the characteristics of the transferred fuel in order to maintain the desired temperature. When bunkering, the fuel temperature is set and maintained, which is 10 degrees lower than the ignition temperature. It is for this reason that the equipment is equipped with additional elements that will allow heating and cooling the temperature of the transmitted - transported fuel.

As you can see, bunkering of ships is a very complex and multifaceted process, which is carried out exclusively with specialized equipment and detailed temperature control.

IN federal legislation countries indicate that various administrative violations can be considered by judges of general jurisdiction. These powers are vested...

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

Most of the fuel bunkering vessels available in Russian ports do not meet the requirements of the international MARPOL convention introduced in 2008, since they do not have a second bottom or a second side. According to Rule 21 of MC MARPOL 73/78, the operation of such vessels when transporting heavy 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 water area.

Tightening international requirements is connected with the position of the European Community after the rupture of the tanker Prestige on November 19, 2002, as a result of which about 200 km of the coast of Spanish Galicia and France were exposed to fuel oil pollution.

IN table 1 characteristics of the most common bunkering projects of the domestic auxiliary fleet are given.

Table 1
Characteristics of the main domestic bunkering vessels

Characteristics	Fuel bunkering truck with a capacity of 3000 tons	Bunkering truck with fuel capacity 1500 t	Oil dispenser
Project number
Country of construction	Bulgaria	Bulgaria
Replenishment period, years
Length between perpendiculars, m
Width, m
Side height, m
Draft, m
Deadweight, t
Power power plant, 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 number, people.

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

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

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

Consumers of heavy fuel 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 approximately $3.0 billion per year, while in the post-crisis period the demand for bunker fuel in the world 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 estuary and river ports (13.5%).
Solving the problem of creating a new generation of bunkering tankers is an urgent national economic task, both from the point of view of increasing their environmental safety and increasing economic efficiency growing traffic through domestic ports.

In the North-West region alone, 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 there are 22 bunker ships (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 approximately 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 operate on long roadsteads and, if necessary, cabotage between ports of the same region - 30-35%;
• port bunkering ships with a deadweight of about 2.0 thousand tons with semi-forgiven lines, a reduced crew size of 30-35%;
• "wellhead" shallow-draft bunkering vessels with a deadweight of about 800 tons for work in estuary and river ports - 25-35%.

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

• ensuring the multifunctionality of the vessel, i.e. adaptability to linear transportation;
• installation of OSR equipment (mainly for offshore bunkering vessels);
• reduction of construction costs due to maximum simplification of the hull shape (for port bunkering vessels);
• limitation of draft and surface clearance (for bunkering vessels in wellhead ports).

Within the framework of the Federal Target Program “Development of Civil Marine Equipment” for 2009-2016.” Based on requests from domestic shipowners, a parametric range of long-distance, roadstead, port and wellhead fuel bunkering vessels was developed.

The characteristics of parametric bunkering fuel vessels are given in table 2, side views of ships – in table 3.

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

Table 2
Main characteristics of vessels of the parametric series of fuel bunkering vessels

Type bunkerer	Case shape	Deadweight, t	Length x width x depth x draft L x B x D x d, m				Expl. speed, knot
Raid-line tanker	Seaworthy lines		93 x 16.0 x 8.5 x 6.5
Raid-line tanker	Seaworthy lines		79 x 16.0 x 8.5 x 6.5
Raid	Seaworthy lines		83 x 14.2 x 6.7 x 5.5
Raid	Seaworthy lines		75 x 14.2 x 6.7 x 5.5
Raid	Seaworthy lines		65 x 14.2 x 6.7 x 5.5
Port	Moderately simplified lines		70 x 12.4 x 5.0 x 4.0
Port	Moderately simplified lines		54 x 12.4 x 5.0 x 4.0
Port	Moderately simplified lines		47 x 12.4 x 5.0 x 4.0
Port wellhead	Simplified lines		62 x 10.0 x 3.8 x 2.8
Port wellhead	Simplified lines		42 x 10.0 x 3.8 x 2.8

Table 3
Main characteristics of vessels of a parametric series of roadstead and port bunkering vessels with fuel

Type bunkerer	Deadweight, T	Side view
Raid-linear tanker
Raid-linear tanker
Raid
Raid
Raid
Port
Port
Port
Port wellhead
Port wellhead

Possible options for classes of limited navigation area and categories of ice strengthening according to the RS classification for a parametric range of roadstead and port fuel bunkering vessels are presented in table 4.

Table 4
Options for RS classes of a limited navigation area and categories of ice strengthening of ships by regions of operation of bunkering vessels

Raid bunkering ships 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 in terms of crew habitability), which allows them to also be used as linear tankers.

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

For example, the European Maritime Safety Agency (EMSA) has created a system of continuous preparedness in the area of ​​responsibility of the European Union to combat emergency marine pollution. There are 16 vessels in use that are in constant readiness. Eight of them are road fuel bunkering ships equipped with OSR.

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

Wellhead ports are characterized by limited depths, often with very strict restrictions on the surface clearance. Bunkering vessels intended for operation in estuary ports are characterized by:

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

For all port and offshore bunkering vessels with fuel of 600 tons deadweight or more, there must be a double bottom of the appropriate height and double sides of the appropriate width.

Port and wellhead bunkering vessels may have a more or less simplified hull shape (depending on operating conditions). From an extremely simplified “pontoon” shape for relatively low-speed self-propelled bunkering barges to a moderately simplified one (chine fractures and the absence of a two-plane curvature of the bottom of the stern end) for port bunkering barges with speeds of up to 11-12 knots.

Road bunkering ships and port bunkering ships, operating in poorly protected waters, usually have a well-streamlined hull with bow camber above the waterline to ensure good surfability.
The stem is inclined for ships with an ice category or inclined in the above-water part and vertical in the underwater part. Wellhead and shallow-draft bunkers may have a bow transom.

The bulbous nasal tip will not be used due to the high probability of accidental damage during frequent moorings to other ships (especially in raid conditions).

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

In the underwater part, depending on the type of propulsion unit, either a form with a stern valance 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 feed formations.

The engine room and accommodation superstructure are only in the stern, as this is required for “oil tankers”, which include fuel bunkering vessels. On shallow-draft port and wellhead bunkering vessels operating in relatively favorable outside air temperature conditions, it is possible to use modular power and propulsion units located on the deck.

The residential superstructure and bridge wings do not protrude beyond the dimensions of the main hull, taking into account a roll of 5-9 degrees. Bunkering vessels operating in wellhead ports with strict restrictions on surface clearance use lifting wheelhouses.

In general, a bunkering vessel is a smooth-deck vessel with minimal freeboard. Raid bunkering ships have full-fledged forecastle and poop superstructures. For port bunkering vessels, it is desirable to have a tank superstructure (at least of standard height). At the same time, for ships with a strictly limited surface clearance, the forecastle superstructure can be replaced by a sheer deck in the bow.

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

Almost all areas where bunkering vessels operate are located in zones of increased environmental control. This especially applies to the regions of the North, Far East and the Caspian Sea. Thus, bunkering vessels must meet the requirements of the class " ECO-S».

The current need for batches of fuel to supply ships in the roadstead ranges from 3-4 grades of 700-900 tons to 3 grades in the ratio of 1500:1000:500 tons. The most applicable for the roadside bunkering ship, taking into account the likely increase in the tonnage of bunkered ships, is the following composition bunkers: heavy fuel – about 1500 tons; diesel fuel - about 900 tons (up to 2 grades); lubricating oil - about 100 tons, which in total makes the carrying capacity of the road bunkering ship 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 a total of about 1100 tons. The feasibility of using a bunkering vessel as the main oil recovery vessel for OSR, which not only collects oil itself from the surface of the water, but first of all must receive collected oil from other vessels, leads to an estimate of its total carrying capacity of about 1,500 tons.

Fuel bunkering tanks in estuary ports are mainly used for bunkering mixed river-sea navigation vessels. Existing restrictions The dimensions of mixed navigation vessels are determined by practically unchanged batches of bunker for such vessels. Taking into account the likely increase in the number of bunkering vessels, a carrying capacity of 650 tons is assumed.

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

The areas where fuel bunkering vessels operate due to ice conditions also differ significantly both across regions and within basins. Thus, the class of ships in terms of ice conditions can vary in a very wide range - from ice strengthening categories “Ice 3” according to the RS classification, which allows regular navigation in the channel behind an icebreaker with ice thickness up to 0.65 m, to category “Ice 10” RRR , allowing occasional swimming in broken ice 10 cm thick.

In general, for bunkering vessels operating in the Northern and Far Eastern regions, it is advisable to adopt the category of ice reinforcements " Ice3 » according to the RS classification. In justified cases, where ice conditions allow, it is possible to adopt the category of ice reinforcements “Ice” 2 » in order to reduce the metal consumption of the housing. For bunkering vessels operating in the Gulf of Finland Baltic Sea and the Sea of ​​Azov, the category of ice reinforcements is sufficient " Ice2 " It is enough for Caspian bunkerers to have categories of ice reinforcements " Ice1 " Wellhead bunkerers with the RRR class, respectively, have “river” categories depending on the area of ​​operation. Bunkering ships 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.” A “line” of long-distance, offshore, port and wellhead bunkering vessels is recommended as the basis for further design and construction of new refueling tankers for domestic customers. The possibility inherent in the parametric series to obtain specified technical and economic characteristics by changing the length of the cylindrical insert will ensure serial construction and ensure the conjugation of interests of a significant number of owners of bunker companies and construction plants.

In modern understanding, bunkering refers to the filling of ships with fuel and motor oils. Bunkering is carried out, as a rule, in roadsteads, at the berth, while moving or drifting on a river, in lakes, seas and oceans. Carried out by all main types of necessary petroleum products.

But still, the main bunkering is carried out from the shore (berth) - from a tanker truck.

GC "CORVET" offers innovative pumping units designed for use in oil depots, racks, ship bunkering, as well as in industrial wastewater and waste systems, for pumping viscous liquids at emergency situations or when contaminated with sand, clay, wood chips, as well as spills of oil and petroleum products.

Pumps production GC "CORVET": UODN and screw ones are used for bunkering of ships, aircraft and other things.

Bunkering is carried out on the basis of the customer's application, which indicates the name of the transport vessel, the bunkering destination port, the date and time of arrival and departure of the vessel, the bunkering itself and a full description of the necessary petroleum products being transported.

The market for the proposed refueling services, both river and sea ​​vessels Currently, it is one of the priority areas in the trade of petroleum and refined products.

According to 2013 data, the volume of its Russian component, estimated in marine fuel, reaches 8-10 million tons per year. The main representatives here are business enterprises, in which there is a significant share of the parent capital of such global companies as Gazpromneft Marine Bunker, LUKOIL Bunker, as well as a number of other Russian and foreign bunkering enterprises.

For refueling ships, two main types of fuel are used: heavy fuel (naval fuel oil) and light fuel (low-viscosity marine fuel, LMF).

Types of bunker fuel

• Diesel fuel L-0.05-62
• Diesel fuel L-0.2-62
• TMS 1 type
• TMS 3 types
• Fuel oil M-40, type III, low ash, t stagnant. 25 C
• Fuel oil M-100, type II, low ash, t stagnant. 25
• Fuel oil M-100, type VII, ash, t stagnant. 25 C
• Fuel oil M-100, type VI, ash, t stagnant. 25 C
• Oils М14ДЦЛ30
• Oil M14G2TSS
• Oil M-16G2TSS
• Oils M20E70
• Oils M10G2TSS

Two main types of marine fuel:

• Heavy fuels are fuel oils with viscosity from 30 to 700 mm2/s (residual or Intermediate Fuel Oil (IFO) in the international classification).
• The easy ones are distillates (distillate or Marine Diesel Oil (MDO) and Marine Gas Oil (MGO)).

Used in shipping international standard ISO 8217, which determines the quality composition of the fuel. Security organizations have gained significant influence on the bunker market today. environment. IMO is an international maritime organization, one of the important measures to combat environmental pollution of which was the International Convention for the Prevention of Pollution from Ships of 1973, as amended in 1978 (MARPOL 73/78).

Aircraft bunkering. In order to increase the efficiency of sales of petroleum products, sales of jet fuel became separate areas of business, lubricants, bituminous materials, petrochemicals and bunkering. This allowed us to expand the geography of our business and increase sales efficiency. The sale of aviation fuel and the operation of fueling complexes, as well as the provision of a range of services to provide aircraft with aviation fuels and lubricants, are carried out frequently and regularly. Airports, especially the largest ones, are complexes for the implementation of aviation bunkering. Aircraft maintenance services at the airport are a single technological complex of services, that is, a set of measures aimed at carrying out air transportation.

Bunkering of fuel oil

Fuel oil formed during the refining of crude oil is a highly efficient fuel for the operation of ship boilers. Having a high content of carbon elements, the specific gravity of which is up to 87%, hydrogen more than 10%, nitrogen and oxygen about 1%, it is rightfully considered high-calorie.

Liquid fuel oil (furnace, boiler) in chemical composition is practically indistinguishable from oil, contains a small amount of H2O. Its quantity can be increased due to heating in oil tanks using steam or after transportation by water.

When bunkering fuel oil, the technological features of the flammable liquid should be taken into account:

• The facility to which fuel oil is pumped is subject to Federal Law No. 116 “On industrial safety hazardous production facilities";
• When bunkering fuel oil, cyclic and conventional hydrocarbons, which have sufficient low level concentrations;
• Optimal temperature regime for pumping high-viscosity fuel oil grades M-40 (-100) is 60°C, since its solidification range ranges from 10 to 25°C;
• Fuel oil, if a number of conditions are met, is an explosive mixture;
• A fuel oil spill entails a disruption of the environment and natural balance.

Bunkering technology occurs in three steps:

• The discharge rack receives bunker fuel from railway tanks, after which it is drained and subsequently collected in special tanks.
• The pipeline is used for transportation and movement into vessels of different capacities.
• The pipeline transports fuel to ships located directly below the loading operations at the pier.

The vessel is loaded in the following order:

• After connecting the cargo pipeline and the hose device, it is necessary to check the tightness of such a unit, as well as its reliability and grounding;
• Pumping equipment delivers cargo through a pipeline into the vessel's tanks, starting with minimum capacity. This is a necessary measure to check the safety, tightness and tightness of the connection with the vessel's container. At a speed not exceeding 1 meter per second, the load moves until the bottom set is closed in order to extinguish the formation of static electricity. After this, it is possible to safely increase the pump performance to the required parameters;
• Cargo clinkets, their opening and subsequent closing, and the release of technological pipeline plugs are carried out by the crew of the vessels;
• For the purpose of environmental supervision and emergency prevention, during cargo transportation operations, duty tug boats, fire boats and oil skimmers are in full operational readiness in the loading area;
• Continuous monitoring of the loading process;