Bunker Spill
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[Bunker Spill UK P&I CLUB]
This incident is based on the experiences
of the UK P&I Club.
Accidents like the one
you're about to see can and do happen.
As you watch this short clip,
ask yourself,
"Could this happen on my ship?"
A bulk carrier was to bunker 250 metric tons
of intermediate fuel oil
from a supply barge.
The bunkers were to be received
in a pair of empty topside tanks
each with a capacity of 200 cubic meters.
The company safety management system procedures
stated that bunker tanks were not to be filled
an excess of 85% capacity,
which corresponded
to a minimum ullage of 55 centimeters.
The chief engineer delegated the task
of performing the bunkering operation
to the third engineer.
After the bunker transfer hose was connected,
the operation was started at 15:20 hours,
filling only the starboard side tank.
At 16:30, the third engineer recorded
the ullage of the tank at 51 centimeters,
and yet bunkering operations continued.
At 16:35,
he saw that the ullage had reduced
to 35 centimeters.
He rushed to the engine room
to divert the bunkers
into the empty port side tank.
However, by the time
he reached the valve station,
the starboard side tank
was already overflowing on deck
with oil spilling overboard.
So how did this happen?
This was a poorly planned
bunkering operation,
demonstrating a serious neglect
of the company SMS procedures.
The bunkering checklist
was completed by the chief engineer
on his office PC,
instead of being done with the participation
of the third engineer at the site of the job,
resulting in some checks not being performed.
The failure of the third engineer
to closely monitor the filling of the tank
and his lack of awareness
of the minimum ullage figure
led to a critical loss of control.
He was not properly supported
during the operation
and was not in ready radio communication
with other crew members
or the bunker barge personnel.
The bunker tank overflowed from both the forward
and aft air ventilators.
At the aft ventilator,
the saveall quickly filled up with oil,
which then spilled onto the main deck.
At the forward ventilator,
the saveall did not fill up.
But oil was still able to escape
because the drain plug had not been fitted.
And although the main deck's scuppers
were plugged,
oil was able to flow over the deck edge guttering
and into the sea.
The following practices
could have prevented this accident.
Bunkering operations
should be performed in strict compliance
with SMS procedures.
Bunkering plans are to be carefully considered
by the chief engineer
and discussed with the bunkering team.
Checklists need to be diligently completed
at the site of the task,
not treated as a "tick box exercise."
Bunkering is not a one person job,
it requires teamwork
and good communication with ship
and barge personnel.
A saveall is not a saveall
if the drain plugs are not fitted.
Now that you've seen this video,
ask yourself these questions.
What personal action can you commit to
to avoid an incident like this on your ship?
[PAUSE THE VIDEO TO ANSWER THE QUESTION]
What are the procedures and controls on your ship
that would prevent this from happening?
[PAUSE THE VIDEO TO ANSWER THE QUESTION]
What could cause those procedures
and controls to fail?
[PAUSE THE VIDEO TO ANSWER THE QUESTION]
What can be done to make the procedures
and controls more effective?
[PAUSE THE VIDEO TO ANSWER THE QUESTION]
[For more information please visit]
Thank you for watching this learning video.
[www.ukpandi.com]
Please note
that the UK P&I Club website has a wealth
of further training and advisory material.
Please visit www.ukpandi.com
to find out more.