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bunkering plan and note down the final sounding level of each tank after bunkering
using capacity table for the ease of stopping & change over to next tank.
The basic formula used for calculating the bunker quantity in weight is:
Mass = Volume x Density
-> It is to be noted that in the above formula, the density and volume of bunker fuel
should be known at same temperature.
-> After receiving the bunker, take sounding/ullage of all the bunker tanks using
sounding tape and note down the tank temperature. Use sounding paste in the tape
while measuring distillate fuel such as MDO for easy reading.
-> Ship always does not float with even keel so the floating conditions of the ship
such as trim and list should be well noted while taking the sounding of bunker tanks.
-> Every ship is provided with a tank capacity table in which each tank capacity in
volume is marked against the successive levels of sounding/ullage with correction
factors under various trim and heel conditions of the ship. The volume of fuel oil at
tank temperature for the corresponding tank sounding is thus measured using tank
capacity table, which gives the actual sounded volume.
-> The density of fuel oil (in kg/m3) at standard reference temperature of 15C is
always provided by the supplier in Bunker Delivery Note. With this the density of fuel
oil at tank temperature can be determined using ASTM table or using software most
commonly installed on all ships computer.
The formula used to calculate the Temperature Corrected Density is:
= (Density of Fuel Oil @ 15C) x [1- {(T-15) x 0.00064}]
Where:
T = temperature of oil in bunker tanks in degree celcius,
0.00064 = Correction factor
Since the bunker oil is normally supplied to the vessel at temperature higher
then 15C, the formula used for calculating the bunker quantity in weight will be-
3. Percentage of Slip:
Slip is considered as
the difference between the speed of the engine and actual speed of the ship. It is
always calculated in percentage. Positive slip is influenced by various reasons such
as fouled bottom or hull part which offers resistance to the movement of ship,
environmental factors such as water current and wind against the ship direction. Slip
may be negative if the ship speed is influenced by following sea or wind. Engine slip
is calculated daily onboard the vessel and recorded in log book.
Engine distance Observed distance
Percentage of Slip = X 100%
Engine distance
The actual distance (nautical mile) covered by the ship from noon to noon is
measured using ships log.
The total revolutions of the propeller from noon to noon is obtained using
revolution counter. The engine distance can be calculated using the pitch of
the propeller provided by the manufacturer. Care must be taken in unit
conversion of pitch from meter to nautical mile (in general 1 NM = 1800m).
Obtaining the accuracy of value in all the above calculations are always challenging
onboard as the parameters recorded are more sensitive to dynamic conditions of the
ship and also depends on various environmental factors.
Over to you
Do you know any other important calculation that can be added to this list?
Let us know in the comments below.
References & Image Credits:
M.V. Jag Rahul Ships tank capacity plan manual.
M.T. Jag Preeti MITSUI B&W Operation & Data Manual
Reeds Naval Architecture for Marine engineers.