JAPAN P& I CLUBP&I Loss Prevention Bulletin Vol.38

P&I Loss Prevention BulletinJAPAN P& I CLUBVol.38 March 2017

P&I Loss Prevention Bulletin
The Japan Ship Owners’
Mutual Protection & Indemnity Association Loss Prevention and Ship Inspection Department

Thinking Prevention of Engine Trouble
Japan P&I Club
Assistant General Manager/Loss Prevention and Ship Inspection Department
Chief engineer Keishi Kuwada(Supervision)
Master Mariner/General Manager/Loss Prevention and Ship Inspection Dept.
Capt. Takuzo Okada

JAPAN P& I CLUB
Websitehttp://www.piclub.or.jp● Principal Office（Tokyo） 2-15-14, Nihonbashi-Ningyocho Chuoh-ku, Tokyo 103-0013, Japan		● Kobe Branch

Tel：03-3662-7229 Fax：03-3662-7107

6th Floor Shosen-Mitsui Bldg. 5, Kaigandori Chuoh-ku, Kobe, Hyogo 650-0024, Japan		● Fukuoka Branch

Tel：078-321-6886 Fax：078-332-6519

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Tel：092-272-1215 Fax：092-281-3317

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Tel：0898-33-1117 Fax：0898-33-1251

80 Robinson Road #14-01B SINGAPORE 068898

		● Japan P&I Club (UK) Services Ltd
		

Tel：65-6224-6451 Fax：65-6224-1476
38 Lombard Street, London EC3V 9BS U.K.
Tel：44-20-7929-3633 Fax：44-20-7929-7557

JAPAN P& I CLUBINDEXIntroduction…………………………………………… 2

Chapter 1
Occurrence Status of Engine Trouble andTrend of Accident Causes
1.1
1.2
1.3
1.4
1.5
1.6

Statistics for Marine accidents(Japan Coast Guard)……………………………… 3
Statistics for Marine accident Inquiry(Japan Marine Accident Tribunal)………………… 4
Damage Statistics (Class NK)……………………… 5
Summary of Statistics…………………………… 9
Details of Damaged Parts………………………… 10
Summary of Damaged Parts & Overview…………… 20

Chapter 2
Trend of Claims Caused by Engine Trouble in
Ships Entered with our Club
2.1
Trends in Our Club………………………………… 21
2.2
Case Studies……………………………………… 24
2.2.1 Cargo Claims (Cargo Shortage ) : Boiler Trouble…… 24
2.2.2	Harbour Facilities Claims(Damage to Submarine Cable):
Main Engine Start Failure………………………… 33
2.2.3 Cargo Claims: Generator Engine Re-start Failure (Blackout)……… 40
2.2.4 Environmental Claims: Incomplete Combustion of the boiler……………… 49
2.2.5 Summary………………………………………… 53
2.2.6 [Reference] Out of P&I Insurance Coverage………… 54

Chapter 3
Trouble Related to Bunker Oil
3.1
3.2
3.3

Oil Pollution Accidents Trends……………………… 55
Case Study : Oil Pollution at Bunkering…………… 56
Cappuccino Bunker(Special Trouble Related Short-Delivered bunkers)…… 62

Chapter 4
Engine-room Resource Management (ERM)
4.1
4.2
4.3
4.4
4.5

Reviewing : “Thinking Safety”……………………… 68
Difference Between ERM and BRM………………… 70
What is ERM?…………………………………… 71
Did ERM Function in the Case Studies?…………… 76
What is Engine Management? (ERM ＋α )………… 78

Chapter 5
Correspondence in Case of Deviation
5.1
5.2
5.3
5.4
5.5
5.6
5.7

Regulation Under the Relevant law………………… 82
Situation Where Deviation is to be Expected……… 83
Coverage of Insurance Related to Deviation………… 83
Case Study……………………………………… 84
Summary………………………………………… 90
Relationship between Fuel Consumption and Speed…… 92
Example Format of Sea Protest…………………… 94

Summary……………………………………………… 95
Reference Information(1) Planned‌
Maintenance System, Main Engine Inspection
Measurement Sheet/Check List/Reminder (Technical
Information) etc. (refer to Reference ⑥ - ⑩ )………………………………………………… 96(2) Reference Information① Turbo Charger………………………………… 96② Intermediate Bearing…………………………… 97③ Marine Fuel Oil………………………………… 98④ Photographic :④ -1 Broken / Damaged / Scratch of Turbocharger… 99④ -2 Broken / Damaged / Wornout of Cylinder
Unit related Parts……………………………100④ -3 Burnout / Damage of Shafting Arrangement
System (Intermediate Bearing & CPP)………101

List of References…………………………………102
List of Attachments………………………………102－1－

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Introduction
Though claims caused by “Engine Trouble” tend to be considered as being
covered by Hull & Machinery insurance, sometimes accidents caused by engine
trouble do involve P&I insurance, such claims concerning harbour facilities, oil
pollution and cargo but a few.
Though it is said that about 90% of the causes of marine accidents are humanerrors, when focusing on engine trouble, many people associate that there werenumerous troubles of machinery damage caused by failure of hardware. But,
when we analysed
the statistical data on engine trouble and examples of accidents reported to ourClub, we found that the engine trouble was actually caused by human error.
Based on the hardware side, it seems that the cause is identified as (a) incorrect
operation of machinery and (b) incorrect maintenance and inspection of machinery.
To prevent such engine trouble, we will introduce preventive measures including
ERM (Engine-room Resource Management).
This time, many references from Japan Coast Guard, Japan Marine Accident
Tribunal and Nippon Kaiji Kyokai (hereinafter "Class NK") were offered to us. (Since
we describe these references in the back of this book, we have numbered thesereferences as they are referred to and quoted from to the figures and others in the
below description.)－2－

JAPAN P& I CLUBOccurrence Status of Engine Trouble andTrends of Accident Causes

Chapter 1

First of all, we will look at statistical data to analyse the trends and causes of engine trouble.
Engine trouble may be due both to the mishandling of engine operation and to the poor maintenance & inspection (operator
error). There are a lot of devices arranged in the engine room So, the causes of engine trouble are considered to be defects ofmachinery itself.
But, this consideration is not necessarily to study the cases.

1.1
1.1.1

Statistics of Marine Accidents (Japan Coast Guard)

Statistics of Marine Accidents

From Figure 1, the graph of information shows the “Current State and Countermeasures of Marine accidents” from 2009 to
2014, as published on the homepage of the Japan Coast Guard. The bar graph indicates the change of the number of accident
outbreaks by year with the vertical axis. It shows about the transition in the number of accidents.
Roughly speaking, the number of annual maritime accidents lies between 2,000 and 2,500. Though we indicate the breakdown with navigational accidents (red), engine trouble (blue), other accidents (green), the number of navigational accidents
account for about half of the number of annual marine accidents. The percentage of engine trouble accounts for approx. 15%of total accidents. However, the some root cause of navigational accidents includes the items caused by engine trouble, butthey are not disclosed.
Trend of number of Engine troubles:
6 years annual average 15% or more
3,000
2,500
2,000
Engine trouble approx. 15%

1,500
1,000
500
0

2009

2010

Engine trouble

2011

2012

2013

2014

Maneuvering (collision＋grounding)

OthersFigure 1 Trend of number of ship accident s(2009-2014)(cargo ship, tanker, passenger ship, ﬁshing boat, sport ﬁshing boat, pleasure craft, others)/ reference*1

Other accidents were caused by material and structure, irresistible forces, mishandling of flammables and combustibles
material and improper securing of stowage and so on.
－3－

JAPAN P& I CLUBP&I Loss Prevention Bulletin

1.1.2

Statistics of Engine Trouble by Japan Coast Guard

Close examination of engine trouble cases shows it to be the constant trends. From Figure 2 , it shows the proportion ofengine troubles each year due to operating error.
Engine operating error accounts for approx. 70% of all engine trouble. This indicates that there are numerous engine
trouble incidents related to human factors. Unfortunately, the breakdown data for the engine operating error, such as carelessmistakes, incorrect maintenance, a lack of understanding of systems and a lack of information sharing, are not disclosed.
Though the details are not clear, it can be said that engine trouble due to human factors happen frequently, just as they dowith navigational accidents as well..
100%

Engine operating error approx.70％

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

2009

2010

2011

2012

2013

2014

Figure 2 Ratio of human factors( = engine operating error / engine trouble) (2009-2014) / reference *1

1.2 Statistics of Marine Accidents Inquiry (Japan Marine Accident Tribunal)
The data from the Japan Marine Accident Tribunal isconfined to items which an Investigator recognizes
that a marine accident resulted from an intention
or negligence of marine officers and others (Acton Marine Accident Inquiry Clause 1, Article 28).
However, regarding the engine trouble, the maincauses is that the engineers did not conduct the basic
operation as described at right. (Reference *2)

1.2.1

1

Failure to conduct inspections on a regular basis

２

Failure to conduct component replacement on aregular basis

３Failure to conduct lubricating oil management
properly

Statistics of Marine Accidents by the Japan Marine Accident Tribunal

We reviewed the “Reports of the Japan Maritime Accident Tribunal,” from 2009 to 2014, as published on its homepage, andextracted engine trouble data from the list of marine accidents. From Figure 3, it shows about a percentage of their causation
with the pie chart.
The trouble caused by the incorrect maintenance, inspection, and operation of Main engine (red ) accounts for approx. 65%,
and accounts for more than half of trouble causation.

－4－

JAPAN P& I CLUB1％
Incorrect maintenance, inspection, and operation of
main engine: Approx. 65%
Incorrect maintenance, inspection and handling of
lubricating oil and others: approx. 20%

3％
10％

Incorrect Maintenance, inspection and operation of
main engine

21％

Incorrect Maintenance, inspection and handling of
lubricating oil and others

65％

Incorrect Maintenance, inspection and operation of
auxiliary machine and others
OthersInadequacy of ship operation management

Figure 3 Cause of the maritime accident's case (only engine trouble)(2009-2014) / reference*3

1.3

Damage Statistics (Class NK)

We considered the “summary of damage” in the bulletin of Class NK, and ascertained a trend which affected ship operations. (The number of ships in the Class NK Fleet at the end of 2014 was 9,358.)

1.3.1

Damage That Affected Ship Operations

In this section, “affected ship operations” means that the ship became requiring with towing and damage leading to speed
reduction (about less than 7 knots) due to the machinery damage in the engine room. From Figure 4, it shows about“Chronological transition – Number of ships which suffered damage that affected ship operations and damage occurrence
rates”. The bar graph indicates the change of the number by year with the right vertical axis. Likewise, the polygonal line
graph indicates the change of damage occurrence rate (%) by year with the left vertical axis.
In the Long Run, the numbers of ships suffered damage has decreased, but it remains flat for recently several years.
2

Number of ship with towage

Number of ship with speed reduction

Rate of damage with towage

Rate of damage with speed reduction
Total damage rate

100
90
80
70
60
50

１

40
30

Number of vessels

damage rates

Trend of decreasing
on a long-term basis

20
10
0

‘95‘96‘97‘98‘99‘00‘01‘02‘03‘04‘05‘06‘07‘08‘09‘10‘11‘12‘13‘14

0

year
Figure 4 Year-to-year changes in number and damage rate of ships which affected shp operation due to the machinery damage in the engine room
/ reference *4－5－

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Breakdown of Machinery Damage That Affected Ship Operation

1.3.2

In the operation of the ship, from Figure 5, it shows about the change of percentage (%) of machinery damage by year withthe vertical axis.
Approx. 80% of causes are linked to the main engine, as indicated in pink. Among them, a lot of diesel engine trouble
occurred around the combustion chamber (cylinder cover, cylinder liner, piston, turbo charger and others) as well as with thecrank pin and bearing.
100%
90%
80%
Major cause:

70%

main engine approx.80%

60%
50%
40%
30%
20%
10%
0%

‘95‘96‘97‘98‘99‘00‘01‘02‘03‘04‘05‘06‘07‘08‘09‘10‘11‘12‘13‘14

Engine Room

Main Engine

Shafting system

Boiler

Generator

othersFigure 5 Percentage of machinery damage that affected ship operation /reference*4
100%

Arrangementof Engine Room Machinery
90%

1.3.3

Turbo charger:

From Figure 80%
6, it shows about “Conceptual diagram of Engine roomarrangement”.
Approx.
over 30％ In the case that trouble & damage occur
70%
to a main engine, a generator engine, a boiler and the shafting system in engine room, it can affect operations directly.
60%
Use:

50%
Main engine:

Generating propulsion power

Generator:

Electrical power supply

30%
Boiler:Heat source of fuel or cargo

40%

EGE Cylinder unit related:

Shafting system: Propulsion power transmission

20%

Approx. over 20%

10%

Boiler0%‘95‘96‘97‘98‘99‘00‘01‘02‘03‘04‘05‘06‘07‘08‘09‘10‘11‘12‘13‘14

Cylinder Unit related

Turbo

Auxiliary Turbo Charger
Crank Shaft related charger
Cam/valve control unit
Shafting
systemmachineMain engine
Intermediate
Bearing

Other

Generator
engineApprox. 80%

Figure 6 Conceptual diagram of Engine room arrangement
21％
The main engine is used for thegeneration of propulsion power. The generator is used to supply electrical power. The boiler

is used to generate a steam as a heating source of fuel or cargo. The shafting system is used for the transmission of propulsion power from the main engine to the propeller.
Therefore, it is easily understood that the main engine at the centre is a source of main propulsion power and accounts forapprox. 80% of engine trouble which affected the ship operation.
－6－

main engine approx.80%

60%
50%

JAPAN P& I CLUB

40%
30%
20%
10%

1.3.4

B
 reakdown of Diesel Main Engine Component Parts Damage Affected Ship Operation
0%‘95‘96‘97‘98‘99‘00‘01‘02‘03‘04‘05‘06‘07‘08‘09‘10‘11‘12‘13‘14

From Figure 7, it shows about the change of percentage (%) of Diesel Main Engine Component parts damage by year withEngine Room
Main Engine
Shafting system
Boiler
Generator
othersthe vertical axis. The number of turbo charger damage (red) is the most in any year, and followed the cylinder unit-related(yellow) .
100%
90%

Turbo charger:

80%

Approx. over 30％

70%
60%
50%
40%
30%

Cylinder unit related:

20%

Approx. over 20%

10%
0%‘95‘96‘97‘98‘99‘00‘01‘02‘03‘04‘05‘06‘07‘08‘09‘10‘11‘12‘13‘14

Cylinder Unit related

Crank Shaft related

Cam/valve control unit

Turbo Charger

Other

Figure 7 Percentage of parts damage of diesel main engines that affected ship operation / reference*4

1.3.5

Breakdown of Damage to Machinery and Parts (by Damage Location of Diesel
Main Engine) Respectively, Which Affected Ship Operation

When we focus on damage to machinery and equipment (by damage location of diesel main engine) respectively, which affected
ship operation, Figure 8 is “the percentages of individual machinery and parts (by damage location of diesel main engine) inengine room” which is based on the data from the bulletin of Class NK, No. 292, 296, 301, 304, 309 and 312 (from 2009 to 2014) .
From Figure 8, it is shown that turbo charger, cylinder unit related parts and shafting system stand from 1st to 3rd place. The
damage of the turbo charger and cylinder unit account for approx. 60%.
1％
2％

T/C + Cylinder unit related

3％
4％

8％

＝ Approx.60％

Turbo charger

34％

12％

Cylinder unit related
Shafting system
Crankshaft related

Main engine related
Approx. 80%

Camshaft related

13％

Main engine (others)

23％

OthersEngine room
Generator engine

Figure 8 Individual part percentage of equipment & main engine (damage that affected ship operation) (2009 - 2014) / reference*6

－7－

％

JAPAN P& I CLUBP&I Loss Prevention Bulletin

1.3.6

Engine Trouble of Coastal Cargo Ships in Japan

When we analysed (1) engine trouble judged by Marine Accidents Enquiry Agency from 2000 to 2002 and (2) its trends,
from Figure9, it is shown that the troubles with the turbo charger and cylinder unit related (cylinder and piston related)accounts for approx. 70% of all engine trouble.
This is a similar trend to data from “summary of damage” in the bulletin of Class NK, as indicated in Figure 8.
Others3%

Sea water pump system

3%

Governor related3%

Cam shafting system

2%

Cylinder unit related ＋Turbo charger⇒

Approx. 70%
Turbo charger related

Reversing equipment related

34%

8%

38

numbers

Crank shafting system

13%
Cylinder unit related

34%
Figure 9

Situation of damage part for coastal cargo ships Refernce *5

Breakdown of Damage to Machinery and Parts (by Damage Location of Diesel

1.3.7

Main Engine) Respectively, Which Required Towing
In relation to damage requiring towing, we indicate the percentage of damage to machinery and equipment (by damage location of diesel main engine) respectively in Figure 10, based on the data in said 1.3.5 from “summary of damage” in the bulletinof Class NK .
The damage of cylinder unit related parts and shafting arrangement are the biggest proportion, and accounts for approx. 50%.

4％

Cylinder unit related + Shafting system

4％6％

Cylinder unit related

29％

7％

⇒ Approx. 50％

Shafting system
Turbo charger

7％

Camshaft related

Main engine related
Approx. 65%

Others8％

15％

Crankshaft related

20％

Main engine (others)
Generator engine
Engine room

Figure 10

Percentage of machinery damage and parts damage of diesel main engines that required towing/ reference*6－8－(2009-2014)

JAPAN P& I CLUB

1.3.8

Breakdown of Damage to Machinery and Parts (by Damage Location of Diesel
Main Engines) Respectively, Which Leaded to Speed Reduction

In relation to damages leading to speed reduction, we indicate the percentage of damage to machinery and parts (by damage
location of diesel main engines) respectively Figure 11, based on the data in said 1.3.5 from “summary of damage” inbulletin of Class NK.
Damage to turbo charger and cylinder unit related parts are superiority and totals to a little less than approx. 70%.
3％

1％
1％

Turbo charger + Cylinder unit related ⇒Approx. 70％

7％

Turbo charger

8％

Cylinder unit related

45％

15％

Crankshaft related
Shafting system

Main engine related
Approx. 90%

Camshaft related
Main engine (others)

20％

Boiler related
Engine room

Figure 11 Percentage of machinery damage and parts damage of diesel main engines that lead ed to speed reduction (2009-2014)/ reference*6

1. ４

Summary of Statistics

Analysis of above statistical data shows the following summary.
(1) According to the Japan Coast Guard statistics, human error accounts for approx. 70% of the causesof engine troubles.
(2) According to the Japan Marine Accident Tribunal, incorrect maintenance, inspection andoperation of the main engine account for approx. 70% of engine trouble cases.
(3) According to Class NK about the damage which affected ship operation, the main engine damages
account for the majority. On the other hand, as for the parts (by damage location of diesel main
engine), the damages of the turbo charger and cylinder unit-related parts (cylinder and pistonrelated) account for approx. 60%.
(4)According to the Marine Accidents Enquiry Agency, though this is based on analytical informationof all engine trouble affected coastal cargo ships operation about 10 years ago, the damagesof the turbo charger and cylinder unit-related parts (cylinder and piston-related) account for
approx.70% of all engine trouble. This shows a similar trend to the Class NK.
Based on above, as with navigational accidents, majority of engine trouble is also caused by human factors, and about damages which affected ship operation, the damages of turbo charger and cylinder unit related parts (cylinder and piston-related)predominate.
Therefore, we believe we must bear these facts in mind.
－9－

JAPAN P& I CLUBP&I Loss Prevention Bulletin
1.5

1.5.1

Details of Damaged Parts (Class NK)

Damage to Turbo Charger (End of Book: Reference Information (2)- ① Turbo Charger)(1) Features of Damage
From Figure7, about the category of the main engine damage which affected ship
operation, damage related to turbocharger were maximum every year.
The most common causes of damage are following three:❶ Explosion / over-run❷ Vibration / Abnormal noise❸ D amage of the rotor shaft and bearing due to the shortage of lubricating oil.
The picture on the right shows the case when an explosion causes damage which leads toa speed reduction. The turbine blade on the driving side in turbo charger was damaged.

Figure 12 Damaged turbine blade, T/C
explosion damage leaded to speed reduction in
fiscal year 2011 / reference*10

As for the causes of damage, they are considered as follows; (Reference *7, *8)❶ The use of low quality fuel,❷ The poor atomization of the fuel injection valve,❸ The dirty scavenging chamber❹ The contamination of the combustion chamber and exhaust system of the main engine due to incorrect maintenance,❺ The problem with the exhaust gas temperature of the turbo charger inlet,❻ The incorrect maintenance and servicing leading to damage to main engine, and so on.
As for the preventive measures, Class NK recommends as follows; (Reference *8, *9)❶ To collect the most updated service news based on the lesson learned issued by the engine and turbocharger manufacturer,❷ To implement the proper maintenance and service to be carefully adhered to in accordance with the
manufacturer’s instruction manual and above information, and so on.
We included pictures of the damaged turbo charger in photographs ④ -1, so please refer them.

(2) Explosion Damage to the Turbo Charger/the Number of Over-run Cases
From Figure 13, it shows about “the number of damaged turbo chargers (2009-2014)”. There seems to be a decreasing trendof incidents, however it is clear that there was not one year when the number of these troubles achieved zero.
12
10
8
6
4
2
0

2009

2010

2011

2012

2013

2014

Figure 13 Number of damaged turbo chargers caused by explosion or over run / reference *7－ 10 －JAPAN P& I CLUB

(3) Parts Damaged by the Explosion or the Over-run of the Turbo Charger
From Figure 14, it shows about the influence and impact of the explosion or the over-run.
And also, we explain what the phenomenon occurs in order fromabca to c below after the explosion or the over-run.

To damaged turbine blades, nozzle rings, and casing and others (or damage to other partsby contact with fragments of damaged turbine blades or others)
When the turbo charger rotor rotates at abnormal speed it can lead to failure of the rotor
shaft and or journal/thrust bearings.causing abnormal wear and leading to heat damage
and / or scratches.
To occur a slight gap of alignment in the rotation of a shaft due to a damaged bearing, andto occur scratches on both compressor wheel side and casing sides when the compressor comes into contact with a casing.

acScratched damage on Compressor wheelb

Damaged casinga

Burnout rotor shaft / bearingaDamaged Turbine Blade

Damaged nozzle ring

Figure 14 Damaged parts caused by explosion or over run /reference*7

If the explosion of the turbo charger is larger, both the damage will affect the turbo charger and the fire will be broken out inthe engine room as the worst scenario.

(4) What causes an Explosion/Over-run?
We will introduce the features and mechanism of the explosion or over-run, as follows:① Features
If there is the sediment of oil content of unburnt fuel / lubricating oil in the exhaust pipe or manifold connected fromthe main engine to the turbo charger, and then it ignites them by some reason, the explosive combustion will occur. As aresult of this, the turbo charger over-speeds, or the turbo charger itself explodes. As describing in above (3), it causes thesignificant damage in any parts of turbo charger.

－ 11 －JAPAN P& I CLUBP&I Loss Prevention Bulletin② Mechanism
From Figure 15, it is shown what the mechanism of an explosion or over-run occur in order frombreaking out of fire in scavenging air box.

a

to

f

after

E
 ven if drawing out pistons is done, if the piston and piston ring without their proper measurement and maintenance continue to be used, the blow-by might be occurred.

aAs a consequence, the combustion gas blows through the piston ring and reaches the scavenging air box. At the time, if the inside of the scavenging air box has oil sediment residue therein andthe oil sediment is lit, a fire will occur. (Figure 16). At the same time, air from the scavenging air
box is sent into the combustion chamber with air containing CO2 because of this fire.

bcAccordingly, combustion with a lack of oxygen (due to incomplete combustion) occurs in the
combustion chamber,dThat is to say, unburnt fuel goes into the exhaust pipe, manifold or turbo charger (turbine side)and then accumulates there.

eNext, when the fuel accumulates to a certain extent, firing or explosive combustion will occur.

fT his causes the turbo charger to over- run.

In addition to this, the broken hole of the piston crown, poor atomization of the fuel injection valve, or long-term slow
steaming might cause of this.

f

e

d
ｂ

Over-Runoil sediment in scavenging
air box (glossy part )Explosionc

Incomplete
combustion

Unburned fuelsediment

Fire inscavenging air boxaCombustiongas blow-by

Figure 15 Mechanism of explosion/over-run of turbo chargers
due to ﬁre in scavenging air box /reference*7③ Case of Explosion/Over-run
We will introduce the case of explosion or over-run
leading to speed reduction. During the operation of one
ship, the exhaust manifold of the main engine suddenly
exploded. The ship emergently navigated to an anchorage. At the anchorage, the turbo charger was locked as
an emergency measure. And then the ship arrived at the

Figure 16 State of oil sediment in scavenging air box/ reference *7⃝

Turbine blade: damaged (Figure 17)⃝

Journal bearing: burnout⃝

Labyrinth: damaged⃝

Nozzle ring: deformed (Figure 18)⃝

Thrust bearing: peeled off white metal (Figure 19)－ 12 －JAPAN P& I CLUBport of destination by slow steaming. After this, the above damage was found.
As we mentioned the mechanism of explosion and over-run, described in above (4)- ② , a fire occurred in the scavenging
air box and the fuel burned incompletely in the combustion chamber. As a result of this, unburnt fuel accumulated in theexhaust manifold and exploded.

Figure 17

Damaged turbine blade / reference*7

Figure 18

Excessively deformed nozzle ring / reference*7

As for the preventive measures, the problems of “Retentionof oil in the manifold or scavenging air box” or “Blow-by
occurrences” in (4) - ② , may be prevented by, for example, removing unburnt fuel or lubricating oil and ensuring
proper maintenance. That is to say, it is important that thebasic actions of inspection, maintenance and cleaning are
carried out rigorously and routinely.
We list detailed work actions below.

Figure 19

Thrust bearing with metal peeled off / reference*7⃝T o inspect and clean the exhaust pipe, manifold or turbo charger properly for preventing an explosion of the exhaust manifold.

⃝To inspect and clean the scavenging air box (including drain pipes) properly for preventing a fire in
the scavenging air box.

⃝

To inspect and make a maintenance (weakened and declined amount measurement) of the piston
ring or piston crown regularly for preventing blow-by.

⃝

To inspect and make a maintenance of fuel injection valves regularly for good combustion.

(5) Vibration/Abnormal Noise① Causes and Prevention Measures
We will introduce the case of the Vibrations & abnormal noises. (Reference *7) Then, they can lead to bearing damage.
As for the Vibrations & abnormal noises, they result from an imbalance in turbine blade rotation caused by the carbon－ 13 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

deposit adherence on the blade. Then the carbon deposit comes from the incomplete combustion
As for the preventive measures, to clean the turbine blade regularly could prevent such damage. Basically, it is importantfor crew to make a maintenance in accordance with the intervals recommended by the engine manufacturer. However, thedirtiness of combustion gas are largely influenced by the fuel oil quality and the running environment which is the main
engine load or navigation sea area. Therefore, firstly it is necessary to predict any sign of abnormality by carefully monitoring the operational parameters (temperature, pressure, etc.) of the diesel main engine and the operational parameters (RPM,
outlet temperature, discolouration of T/C lubrication oil, etc.) of the turbo charger. Then, it is important for crew to make theproper maintenance based on the above prediction.

② Case of damage by vibration / abnormal noise
Here is an example of damage due to vibration & abnormal noise. During the ship navigation, vibration & abnormal noiseoccurred in the turbo charger, and the performance of the main engine declined.
Judging from circumstance, it was impossible for the ship to self-propell. The detailed investigation was conducted after theship was towed into the port. It was found that there was significant adhesion of carbon on the turbine blade and the nozzle ring,(Figure 20 and 21).
Following several tasks were carried out,

❶ To clean stained items and to replace damaged components such as bearings and sealing and etc.
(Figure 22 and 23), and❷ To make a maintenance work of the diesel main engine (air cooler, piston ring replacement and others).
As for the causes of damage, the causes were related to dirty deposit due to incomplete combustion in diesel main engine
and a lack of regular cleaning.
As for the preventive measures, as mentioned above, the measures were “to conduct proper inspection and maintenance”
only based on referring to good engineering practices on a day-to-day basis.

Figure 20

Carbon adhering excessively on turbine blade /reference *7

Figure 22

Scratches in rotor shaft / reference*7

Figure 21

Figure 23－ 14 －

Carbon adhering excessively on nozzle ring /reference*7

Slipping out of lub. oil hole on bearing / reference*7

JAPAN P& I CLUB

1.5.2

Burnout of the Rotor Shaft and Bearing Due to shortage of lubricating oil.

(1) Features and Causes
We will introduce the features and causes of the burnouts of the rotor shaft and bearing due to shortage of lubricating oil.
(Reference *7)
It is estimated that most of the burnouts of the rotor shaft and bearing were due to shortage of lubricating oil. Specifically,
the causes are considered to the following three listed.
1

Deterioration of lubricating oil itself (contaminated with the water and others)

２

Blockage of the oil hole on the bearing

３

Flow shortage of lubricating oil due to malfunction of lubricating oil pump.

(2) Case of Burnout Roter Shaft and Bearing (Figure 24, Reference *4)
We will introduce the case of damage, leading to speed reduction, that is the burnouts in the rotor shaft and bearing due to ashortage of lubricating oil. (Figure 24 and Reference *4)During ship navigation, abnormal noise & vibrations occurred in turbo charger of the diesel main engine. After the turbo
charger was overhauled for the investigation, it is confirmed that there were the burnout bearing and the contact scratches on
between compressor wheel and casing. The damaged parts were replaced and renewed.
As for the cause, the root cause was to postpone the periodic inspection of L.O. pump because of the tight work andnavigation schedule on board. As the result of this, the lubrication of bearings became the inadequate, and the burnout (heatdamage) of the bearings occurred. It is assumed that the resulting imbalance of the shaft led to the compressor wheel andcasing contacting each other.

Figure 24

Scratches on compressor wheel, lubricating oil shortage damage leading to speed reduction
in fiscal year 2014, reference*4

As for the preventive measures, the cause of this damage was lack of time for scheduled maintenance, and so the measures
are to establish and implement maintenance plans on the basis of the manufacturers’ instruction manual.
Moreover, if the ship side try to manage the maintenance work within keeping the normal ship operational schedule strictly,
it is difficult and limited for crew to accomplish the required maintenance items. Therefore, we recommend the ship management department and the ship operations department to conduct the close meetings together, and coordinate and ensure
the necessary schedule for proper maintenance work.
－ 15 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

1.5.3

Damage to Cylinder Unit Related Parts(1) Features of Damage
From Figure 7, the cylinder unit-related damages are the second most common. (Reference *4)
These can lead to the damage not only to the cylinder unit-related parts (the combustion chamber components) but also to
the turbo charger.
As for the cause of damage, the cause may be the use of low quality fuel oil, poor maintenance, and so on. As for thepreventive measure, especially when you found that the using fuel is the low quality fuel oil, we recommend the following
necessary preventive measures;❶ To carry out the fuel pre-treatment rigorously,❷ To reduce the operating load of the diesel main engine,❸ To dilute the low quality fuel by mixing light quality oil and to improve it❹ To use the fuel additives and so on.
(2) Case of Low Quality Fuel (Figure 25, Reference *10)
We will introduce the case of using low quality fuel leading to damage requiring the towing. During the ship navigation, anumber of abnormalities occurred and eventually the main engine failed to start. The ship was required with towing to thenearest port.
As a result of emergency repairs to the main engine, the fuel injection pump and fuel injection valve were opened up, andrenewed as necessary., and 300 Mt of new fuel was bunkered and the ship operation restarted. After arriving at the repairing
site, the excessive wornout was found on No. 1, 2 & 4 of the piston crown and piston ring, and so these were replaced with areconditioned one.

Figure 25

Wornout plunger, low grade fuel damage requiring towing in fiscal year 2011 / reference*10(3) Example of Incorrect Maintenance and Cleaning (Figure 26, Reference *11)
We will introduce the case of incorrect maintenance and cleaning leading to damage requiring the towing① First Trouble
During the ship navigation, the temperature of lubricating oil in the main engine became high, and the main engine stopped
automatically. A broken hole was found at the top of No.6 piston crown, and this piston crown was replaced with a spare one.

－ 16 －JAPAN P& I CLUB② Second Trouble
After the first trouble, a knocking sound occurred when the rpm of main engine was increased to the normal engine rpm.
Again, the main engine was stopped for investigation.
Damage was found to No.6 crankpin and the same bearing, so the ship sailed to a repairing site, where the No.6 cylinder
was taken out of the main engine and the cylinder was cut off. At the repairing site, Damage on the No.6 crankpin and amisalignment were found. And the crankpin was shaved off by 2 mm to achieve proper alignment. The size of the No. 6
crankpin bearing was also adjusted by re-metalling it.
Furthermore, significant damage (cracks) was found in No. 6 on a crosshead pin and the bearing. The cross head pin was
ground off smoothly and the bearing was replaced. During the repairs, pieces of cloth were then found in the oil feed pipe
for No.6 cross head pin and crank case bottom.
The oil dirty lubricating oil from the main engine was transferred to a waste oil tank. In addition the sump tank, oil pan andall filters inlet side were all cleaned. 10,000 litres of new lubricating oil was supplied.

Figure 26

Hole in piston crown, damage from poor maintenance and repair mistake ,requiring towing in fiscal year 2009 / reference*11③ Causes and Preventive Measures
As for the cause of damage, in this case of the main engine, there are double defects that one is the incorrect scheduled
maintenance and the other is an incorrect procedure during the repairing of damage and restoring work.
The first trouble was cracks being caused to the top of a piston due to a incorrect inspection of a piston crown. As for thepreventive measures, it is necessary to implement the scheduled maintenance of a piston crown based on the manufacturer
instruction manual. If necessary, please replace the drawn-out piston crown with a reconditioned spare or a new one after
examining whether the drawn-out piston permits the limitation to use continuously during overhauling.
The second trouble was that the bearing was damaged as a result of a shortage of lubricating oil due to a blockage by piecesof cloth in the system. Those involved in the repairing of the above first trouble forgot to collect used cloth. As a preventive
measure, senior engineers should not rely on those less experienced colleagues, and it is necessary that senior engineers suchas the Chief engineer (described as C/E below) and first engineer (described as 1/E below) double check the their work,
especially at the following work a),b),and c),－ 17 －JAPAN P& I CLUBP&I Loss Prevention Bulletina

Not to leave residuesb

To clean contact area when assemblingc

To preserve the manufacturer instruction manual and your own work instructions for
assembling, fastening torque, technique of fastening and other special cautions.

(4) High Risk Damages which May Lead to the Turbo Charger Damage (Figure27, Reference *10)
We will introduce the case of high risk leading to turbo charger damage which results speed reductions.
During the navigation, alarms indicating scavenging trunk fires in several cylinders were emitted. Then temperatures of
exhaust gas, scavenging and cooling water was found to be abnormally high. Many broken piston rings were found in the
scavenging trunk (Blow-by).
The rpm of diesel main engine could not be able to maintain the engine speed necessary for operation and could not beraised due to the compression drop and high temperature, so the ship sailed at low speed (30 - 50 rpm).
After anchoring, the necessary temporary repairs were conducted as follows;.
Suffering damage leading to speed reduction in 2011,
scavenging air box fire reference⃝Cracks found at the internal top of all cylinder liners ofthe diesel main engine.
Treatment ：No.1 cylinder liner was renewed⃝

Top ring groove of No.1 piston was missing
Treatment ：No.1 piston crown was renewed
Figure 27 Liner with crack, fire in scavenging air
box ,leading to speed reduction in fiscal year 2011
/ reference*10

A damaged (peeled off) white metal of No.1 cross head pin bearing was found, and this permanent repair was recommended
by the classification society.
Several days later, the following repairs to the main engine were conducted.

⃝

Renewing of all piston rings of No.2, 4, 5, 6 cylinder⃝

Renewing of all cylinder liner⃝

Renewing of No.1 cross head bearing

As for the preventive measures, this case concerns a scavenging air box fire by blow-by explained in “What causes an
Explosion/Over-run?” in 1.5.1.(4), the measures are as follows;⃝To implement the proper scheduled maintenance of pistons based on the
manufacturer instruction manual⃝To inspect and clean the scavenging air box and the exhaust gas manifold
regularly for removing oil accumulation.

－ 18 －JAPAN P& I CLUB

Damage to Shafting System: Intermediate Bearing (End of Book: Reference Information

1.5.4(2)- ② Intermediate bearing)(1) Features of Damage
In damage of the shafting system, it may be difficult for crew to prevent breakage, however there might be the preventive
measure against damage to the intermediate bearing.
We will introduce that the features of damage to intermediate bearing are cracks of shaft and wearing / peel-off / burn-out of
bearing, as discussed below.

(2) Case of Damage to Intermediate Bearing Reference *10
We will introduce the case of Damage to Intermediate Bearing leading to speed reductions. During ship navigation, when
C/E conducted regular inspection, C/E found that an intermediate shaft bearing had overheated. So he decreased engine
speed.The situation were as follows.
1

Liquid level of lubricating oil in the Plummer block of intermediate bearing was low in level.

2

The temperature of lubricating oil was higher than 100 ℃

3

The temperature of the upper cover was 132℃

The following temporary measures were conducted.
1

10 litres of lubricating oil were replenished.

2

To increase feeding of cooling sea water to the bearing, the by-pass valve of cooling sea water
intake of the stern tube lubricating oil cooler was opened.

The Further inspection was held after arrival in port, the burnout, wear, and peel-off of metal, as indicated in Figure 28, were
found.
As for the cause of damage, the cause was considered to be ashortage of cooling sea water and the shortage and degradationof lubricating oil.
As for the temporary measures, it is to re-metal the damaged
intermediate bearing.

(3) Preventive Measure
As for the preventive measures, the measures is as follows;

Suffering damage leading to speed reduction in 2011

Figure 28 Burnout intermediate shaft bearing metal,
damage leading to speed reduction in fiscal year 2011 /reference*10

1

To monitor rigorously the operating parameters around the bearing, such as the temperature of the bearing and the quantity, flow volume, leakage of lubricating oil and the operating status of cooling systems,2

To predict early malfunctions of cooling systems,

3

Then, to conduct an adjustment of quantity of cooling water and proper maintenance and so on.

－ 19 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

1.6

Summary of Damaged Parts and Overview

The summary on the damaged part is as follows.
The number of damage involving the turbo charger is the most common, and the major types of damages
are the following three.

1①

Explosion/Over-run②

Vibration/Abnormal noise③

Damage to the rotor shaft and bearing due to the shortage of lubricating oil

Each of these looks different, however the common preventive measures are how to manage theincorrect maintenance. So, these damages could be prevented by learning, understanding and following
the manufacturer instruction manual and by familiarising and implementing the proper maintenance inaccordance with them.

２

The cylinder unit-related damage is the second most common. There is a high risk that damage tocomponents in combustion chamber and damage to turbo charger will occur. The causes include the useof low quality fuel, and incorrect maintenance.
To rectify this, it is necessary for crew to conduct the severe fuel management and the continuous proper
maintenance rigorously.

3

The third most common damage is to the shafting system, it is specially relating to the bearing damage
caused by the shortage of lubricating oil and incorrect maintenance of cooling system in troubles. The
preventive measures include the ensuring proper operational management and the proper maintenancerigorously.

When comprehensively analysing statistical data on engine trouble damage that affected ship operation, the causes include
maintenance management often. In other words, the causes are human in nature. That is to say, it is important for crew to
conduct maintenance and inspection systematically and regularly and to arrange a management system which is capable ofcomprehending the operating status of an engine so that the device and system can operate properly on the basis of rule andprinciple of science and technology. In addition to above, it is important for your ship to review your ISM procedures andthe planned maintenance system (PMS) if it is practicable for your crew. If necessary, you need to update them.
On the other hand, loss prevention measures on board are considered to be limited. It is important for the ship management
department to improve measures to control problems by understanding the features of damage in several cases and thencollecting the most updated service news, in order to add to the existing manufacturer’s instruction manual. Their considered
measures must instruct to the ship and then finally preventive measures for implementing engine operation and daily inspection and maintenance properly can be developed
Of course, since securing maintenance time is difficult in busy and limited operation period, it is important that ship andshore-side work together in such a way that the ship management department reports necessary information to the operations department and to arrange the system to secure the time necessary for maintenance to implement proper scheduled
maintenance for prevention of accidents. The information introduced above is open to the public, however there are many
important messages in these public information. We would ask that you continue to pay attention to all these public information discussed in this chapter.

－ 20 －JAPAN P& I CLUB

Trend of Claims Caused by Engine
Trouble In Ships Entered With Our Club

Chapter 2

In this chapter, we shall consider the claims caused by the engine trouble in the P&I claims handled by our Club, and study
and examine specifically what we must pay attention.
We are going to study the claims caused by the engine trouble from 2008 policy year (hereinafter “PY”) to 2014 PY, andfirst to analyse their trend.
We then discuss case studies, and examine their preventive measures.
In addition, for your reference information, we explain the important points of engine room bilge management, related to
the violation of International Convention for the Prevention of Pollution from Ships (hereinafter “MARPOL”) which are notcovered by P&I insurance.

2.1

Trend in Our Club

2.1.1 Trend of Claims by Risk
When we examined the 7 years of claims caused by the engine trouble from 2008 PY to 2014 PY, we confirmed 27 notablecases. According to a comparison of the number of claims shown in Figure 29, cargo claims, others, and harbour facilities
claims are ranked in decreasing order of the number of claims. “Others” include the fine, and the leakages of hydraulic oilfrom cranes or lubricating oil from lubricating oil coolers in the engine room in addition to unclassifiable claims.
The claims number of collision and grounding is small, but if the engine trouble occurs in a heavy traffic water passage orcoastal zone with a large volume of ship traffic, or harbour area, losses can be significant.
For details, we explain in case studies described later.
Cargo Claims > Harbour Facilities Claims
12
10
8
6
4

Note * :Others: Fine, Oil pollution

20(hydraulic oil, lubricating oil),and Others
Cargo

OthersHarbour Collision Stranding
facilities

Fire

Crew

Sinking

Figure 29 Trend of Claims 27 cases (2008 - 2014PY)－ 21 －JAPAN P& I CLUBP&I Loss Prevention Bulletin(1) Breakdown of Direct Causes
From Figure 30, it is shown that subtotal trouble of Main engine and Generator Engine / Electricity accounts for the half ofthe notable cases.

7％
8％Main engine

26％

Generator Engine / Electricity

15％

Auxiliary machineryboiler22％

22％

Figure 30

Other machineries
Environmental violation

Percentage of direct causes by machinery(2) Causes of Cargo Claims
From Figure 31, it shows about a percentage of what machinery causes cargo claims. There are many cases involving claims
to reefer cargo and reefer containers. The reefer cargo and reefer containers need the electric power to cool. Therefore, thepower shortage trouble caused by Generator Engine / electricity system accounts for approx. 40% of the cases

9％
Generator engine/Electricity

18％

Main engine

37％

BoilerAuxiliary machinery

18％

Figure 31

Other machineries

18％

Percentage of direct causes by machinery leading to Cargo Claims－ 22 －JAPAN P& I CLUB

(3) Causes of Harbour Facilities Claims
From Figure 32, it shows about a percentage of what machinery causes harbour facilities claims. The Main engine trouble
occurring during harbour maneuvring accounts for approx. 50% of the cases.

Harbour Facilities Claims = Main engine is at the top

16％

Main engine

49％

17％

Generator engine/Electricity

Auxiliary machinery

18％

Figure 32

Other machineries

Percentage of direct cause by machinery leading to Harbour Facilities Claims(4) Causes of Other Claims
From Figure 33, it shows about a percentage of what machinery causes others. The auxiliary devices such as auxiliarymachinery and boiler in engine room account for approx.70% of the cases. Environmental claims by auxiliary devices
including oil pollution from hydraulic oil leaking from cranes or lubricating oil from the lubricating oil cooler in the engine
room, or black smoke due to incomplete combustion in a boiler.

Others = Auxiliary Devices Mainly

29％

Auxiliary machinery

43％

Boiler28％

Figure 33

Environmental violation

Percentage of direct cause by machinery leading to other claims－ 23 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
2.2

Case Studies

We have extracted 4 case studies of claims caused by engine trouble, as handled by our Club. First we discuss their
outline, insurance money, and what happened in their engine room. We then examine their causes and applicable preventive
measures.

2.2.1

Cargo Damage: Boiler Trouble

2.2.2

Harbour Facilities Claims: Main Engine Start Failure(Cargo shortage)(Damage to submarine cable)

2.2.3

Cargo Claims: Generator Re-start Failure (Blackout)

2.2.4

Environmental Claims: Incomplete Combustion of the Boiler

2.2.1

Cargo Claims (Cargo Shortage ): Boiler Trouble(1) Outline
During ship’s navigating and carrying benzene to its discharging port, a leakage of boiler water was found on board. So, thecrew stopped the boiler operation immediately. As a result of this trouble, the ship couldn’t heat the cargo during her voyage
and entered into port. The temperature of the cargo tank at this time was 5.25℃ on average, which was less than the melting
point of benzene (5.5℃).
The ship started unloading cargo operations by receiving heating steam from the shore terminal, but this heating work for
unloading was not enough. Some cargo could not be heated and remained on the tank wall, therefore it resulted a cargo shortage.
Cargo interests claimed US$20,000 from owners including supplying the steam. Eventually, this case was settled at
US$10,000.

(2) Insurance Money
Settlement amount of cargo claim: US$ 10,000

Surveyors fee: US$   2,000

Correspondent fees

: US$   3,000
Total:approx. US$ 15,000(3) What Happened in the Engine Room?
①

The crew stopped operating the boiler when water was found leaking in the lower boiler casing in the engine room.

－ 24 －JAPAN P& I CLUBPlease refer to the lower boiler casing as shown in Figure 34, the lower drum and manhole as shown in Figure 35, the upper
boiler casing as shown in Figure 36.
There are two types of boiler water tube damages:aInternal damage of area in contact with boiler waterb

Outside damage of area in contact with combustion gas

For their damage prevention, it is important for crew “to manage and treat the boiler water (water quality check/chemicaltreatment/discharge of boiler water (blow-off))” and “to inspect from inside of combustion chamber”.

Figure34

Lower boiler casing(Water leakage trace from upper part)

Figure35

Lower drum/manhole(Water leakage trace from upper part)

Figure36 U pper boiler casing(Paint swelling)

On the other hand, according to the “summary of damage” of Class NK, the following troubles are reported as boiler damage.

②

aCorrosion and burnout damage of water tubes and smoke tubesb

Corrosion and wear of mounted valve of boilercCorrosion of safety valve

 he boiler installed on this ship is a once through boiler shown in Figure 37 “Cross section view of boiler”. UnfortuT
nately there is no detailed information including the extent of the damaged part. Judging from the trouble situation,
the main cause of water leakage might be a breakage of the water tube caused by corrosion from both boiler water andcombustion gas side, and the second cause might be considered to be the deformation of a drum.

－ 25 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
Steam to service

Automatic Water Level TransmitterC
Feed WaterA

Exhaust Gas Outlet

B

Surface Blow oﬀ

Figure 37

Cross section view of boiler(4) Cause Analysis - - - Check Point
We set the damaged locations, shown in Figure 37, into three sections based on the assumed cause considered from trouble
situation. We will check the important points in the order of A, B, and C.

(4)-1[Check from the view of Operation Side (Operation management) ]There are several points to be considered on the operations side.

－ 26 －JAPAN P& I CLUB①

LocationA

In the case of a lack of management of boiler water, it can be considered that thermal conductivity partly declined due to theaccumulation of scale in tubes, the tubes over-heated due to the influence, and material strength declined significantly.
As a result of this, the tube was breached and the leak of water occurred. From Figures 38 and 39, it shows about theconcern holes in water tubes.

Scale
Figure 38

Scale

Broken hole due to scales / reference *12

Figure 39

Broken hole due to scales / reference *12

We will explain the example why the scale formation causes the deterioration of material strength. Scaling is easily understood if you imagine white dirt adhering to the inside of kettles and electric pots which we use for boiling water. If thermal
conductivity declines due to the adhesion of dirt / scale, and the temperature of water will not meet its required temperature.
And then it is boiled for a longer time than before the kettle or similar got dirty. If the degree of dirt is heavy, since excess
over heat is necessary, the strength of the metallic material will deteriorate as it is heated more than designed (estimated),
and the metal will be holed.

②

Location

B

Figure40[Check from the view of Hardware]

Boiler water

Furnace side(4)-2Furnace side

The boiler drum and water pipe are connected with the expansion of the tube
at the end of the water tube (expanding). From Figure 40 , it shows about thecomponent drawing of the expanding junction. Leakage of water may occur due
to the influence of loosening of the same junction, which led to flooding of thebottom of the combustion chamber (furnace).
In addition, the sulphuric acid is created due to the chemical reaction between
the leaked water and the sulphur contained in the unburned soot residue accumulated on the side of combustion chamber, and led to sulphuric acid corrosion.

Structure of expanding part

Next, the following are the checkpoints about hardware.

①

LocationC

It can be considered that the deformation and swelling of the upper drum of the boiler was caused by overheating when thewater level in the drum decreased. Safety features such as alarms, fuel shut off, etc., should come into play, based on theautomatic detection device of the drum water level transmitter when the water level decreased. However, above mentioned
problems will occur if the defects of the water level transmitter are not rectified.

－ 27 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

In this way, it can be considered that the cause is not a single incorrect operation orincorrect maintenance. That is, a number of defects overlapping which led to the negative
chain (error chain) and the trouble occurred due to a failure of cut-off the error chain.

Negative chain(5) Preventive measures

It is necessary for crew to understand sufficiently basic operation provided by the boiler manufacturer (operation, management
and various inspections and maintenance items), and to implement carefully the inspection, management, and maintenance.
These are essential to prevent the boiler troubles. Accordingly, following prevention measures are recommended in this case.

(5)-1 [Preventive Measures from the view of Operation Side (Operation management)]
Since the scale is slightly soluble in water, once it adheres, it is very difficult for crew to clean up.
For prevention of adhesion of scale in tubes, the management of quality of boiler water and feeded water must be done
thoroughly.

①

Water Quality Management of Boiler Water, Condensed Water and Supplied Water⃝ It is necessary for crew to maintain the result of chloride ion concentration and all sorts analysis within control limit
value which are recommended by the boiler manufacturer for prevention of scale adhesion and corrosion and carry
over.
⃝ B
 oiler water analysis must be conducted once a week at the minimum (once in two days in the case of high pressureboiler)⃝ A
 nd, if necessary, please add chemicals. In the case that boiler water is concentrated, it is necessary for crew todischarge the dirty old boiler water out of the ship with sludge and then supply new boiler water with adjusting thewater quality.
② Minimization of Impurities which contaminated from Feed Water (management of makeup water)⃝ It is necessary for crew to set condition to feed pure water to boiler regularly by cleaning inside of cascade tank.
The boiler water should be kept the high temperature and control the dissolved oxygen⃝ It is necessary for crew to maintain and manage chloride content of water and hardness component of fresh waterfor feed water to the low level.
⃝ In this case that distilled water from fresh water generator was used as feed water, it is necessary for crew to secure
the capacity of storage tank and the cleanness inside the tank and to operate properly fresh water generator and tomaintain the accuracy of the chloride meter.
③ Prevention of Sea Water Mixing⃝ In the case of boiler system equipped with condenser cooled by sea water system, there is a risk that sea water
mixes into condensate water system of the feed water. In this case, it is necessary for crew to check the concentration of chloride and contents in the condensate water in a cascade tank rigorously and regularly.
⃝ D uring blow-off (discharging outside to the ship) of boiler water, it is necessary for crew to pay attention to theoperation of the valve.
F or example, it is normal for crew to release the valves operation in the order from high pressure side of boiler tolow pressure on the overboard side when starting blowing, and close valves in the order from low pressure on the
overboard side to high pressure on the side of boiler when finishing blowing.
In addition, It is important that crew must pay attention that the boiler mounted valve and overboard valve are－ 28 －JAPAN P& I CLUB

opened fully and flow adjustment is conducted with intermediate valve near the overboard valve. It is becauseintermediate valve can be replaced directly if there is a defect. However, the replacement of mounted valve andoverboard valve are impossible to replace during boiler operation under normal sea service condition. It should bedone at Dry Docking.

⃝ T he reason to detect contamination of sea water strictly can be understood easily from the view of the importanceof monitoring chloride ion as explained above ① .
④ Prevention of Low Temperature Corrosion(sulphate corrosion)T o prevent low temperature corrosion means to prevent sulphate corrosion. it is important for crew to understand its
mechanism of occurrence, and to implement a preventive measures to eliminate the cause.
A s the mechanism of its occurrence, sulphur contents in combustion gas adheres to the outside surface of the boiler watertube, and it combines with water in the part of low temperature. It becomes sulphuric acid and then corrosion occurs. The
following preventive measures are recommendable.

⃝ C rew should clean inside the furnace regularly, and continue to implement removal of combustion soot. Also they
carry out the observation and recording the condition inside of furnace area.
⃝ A
 s for supplying excess air during combustion, the production of soot can be controlled if excess air ratio is large.
However, as there is a risk of sulphate corrosion occurring if the combustion temperature does not go up andlocalized low temperature occurs, it is important for crew to control excess air ratios in the proper range in order toobtain good combustion.
⃝ It is necessary for crew to prevent to drop drain into the furnace if the boiler is equipped with steam soot blower.
If there is the dropped drain from the soot blower, it reacts with soot and combustion gas, as similar mechanism tothe previous location B (Figure 40: structure of expanding part) and the broken hole of sulphate corrosion occurs.
(5)-2 [Preventive Measures from the view of Hardware]
We must avoid the too low water level situation. It is important for crew to monitor the water level carefully all the time inorder to keep Normal Water Level properly. Thus, the following preventive measures are recommendable.
1

2

3

It is important for crew to implement regular and periodical operational checks of safety detection device, andmaintain its safety status. If so, the crew can respond the abnormal situation, such as too low water level,alarms, emergency stop, misfiring detector, etc..
It is necessary for crew to inspect the proper working condition of automatic water level transmitter and waterlevel controller, and to adjust the working consistency among them and the equipment on the machine side.
For example, we must confirm the indication match between “the automatic water level transmitter (remotewater level indicator)” and “the local water level gauges on the machine side”. If you find inconsistency between
them and don't adjust them at all, it is impossible to take proper management of the boiler and to take the correct response in case of emergency. For “the automatic water level transmitter” and “water level gauges on themachine side”, if the shut off valves between the transmitter and the steam drum are closed, they do not reflect/indicate correct water level. So it is an essential matter for crew to confirm if the shutoff valves are set correctlyin daily walk-around check.
We show automatic water level transmitter in Figure 37. Even if the automatic water level transmitter anddevices related to the transmitter operate normally, and If the pipe line connected with the upper drum isclogged, it does not reflect the correct water level in the upper drum. Therefore, it is necessary for crew to clean
these devices regularly for the automatic water level transmitter to operate correctly and constantly without any
blockage in this pipe line.

－ 29 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

However, above are important matters seeing at technical aspect.
In addition to these, we must pay attention to the followings;
There are many cases that junior engineer takes in charge of auxiliary machinery because of very simple and clear systemsuch as the boiler.
However, even if the devices are simple such as a boiler, and if once trouble occurs on it, it is important for junior engineers
to understand always that the boiler failure affects largely to the cargo work such as this case study.
There have been examples where junior engineers do not give a pay attention about maintenance works as they werepreoccupied with machinery handling and operation, and they were so devoted to doing work in front of them. They tend tojudge the incorrect priority to their work and then to postpone the important matters. Please be careful that there is a trend ofcarelessness towards thinking about “how important is their work” and “what is the highest priority work for them” on theship and all engine department.
As a measure related these potential causes, senior engineers such as C/E&1/E must explain and motivate junior engineers how
important the equipment they are in charge. And this will be result into the growth of the junior engineers. Specially, in thiscase, the insurance money of the cargo shortage was not particularly expensive, however, one defect by the crew will lead tolosing the trust relationship between owners and charters, and it will require a long time period to restore this relationship. The
senior engineers must keep in mind tenaciously that Junior education is one of the important tasks from above view points.
In this case analysis, it is important of course for crew to understand the technical matters as a basic manner of engineers.
However, we would like to emphasize the “importance of motivation in the fundamental part”, why we conduct the inspection and maintenance.

(5)-3 [Reference ： Figure and Table of Water Treatment]“The Major treatment items of boiler water and its purpose” is shown in Figure 41. It is "what items and for what the
purposes of management of boiler water are to be managed and treated. “Theory Chart of auxiliary boiler water treatment“is shown in Figure 42. It is shown what to be inspected and looked at chemical mechanisms. Please use this as a reference
for treatment works.
Major treatment items

Main purpose
1. To prevent corrosion

PH(Alkalinity)

2. To prevent scale adhesion by silica or hardness components
3. To prevent oil & fat adhesion on heating surface

Phosphate ion concentration

1. To prevent scale adhesion by hardness components
2. In the case of phosphate treatment, to control Ph in boiler water
1. To manage boiler water concentration (Indirect management of total dissolved solid)

Chloride ion concentration(Electric conductivity)

2. To prevent carrying over
3. To detect contaminated sea water
4. To prevent corrosion

Residual hydrazine

To prevent corrosion
1. To prevent scales by silica

Silica2. To prevent carrying over by silica in main boiler
Figure41

Major treatment items of boiler water and its purpose / reference*13－ 30 －JAPAN P& I CLUB3-

Scale Adhesion Prevention

concentration
PO4
control limit maintaining

Hardness of Ca
2+＊ 10Ca3-+ 6PO4or use of water softeners-+ 2OH → [Ca5(PO4)2]3Ca(OH)2
PH control limit maintaining

Hardness of Mg－＊ Mg2+ + 2OH

2+→ Mg(OH)2 , 3Mg

SiO 2

3－

+ 2PO4

Sludge dispersive power 50％

or use of water softeners→ Mg3(PO4)2

N

PH≧11.0 maintaining(N＊ MgCl2 + SiO2 + 2NaOH → MgSiO3(dispersion)+ 2NaCl + H2O＊ SiO2 + 2NaOH →Na2SiO3（dispersion） + H2O－Corrosion Prevention

Concentration

Cl Concentration
maintaining the control limit

Alkaline corrosion

PH≦11.8 maintaining

PH and steel
Relation of
corrosion quantity

Near PH 11.0

＊ N2H4 + O2

control limit maintaining→

Mixing of
impurities

input of boiler
compounds

Max. 35% Ｎ2H4・H2O
or adoption of a deaerator

N2 + 2H2O

Filtering by cascade tank
Low molecular weight polymer

Input of oxygen
scavenger

Input ofdispersant

Carry over prevention

Pre-processing by cascade tank－

Condensation

Cl Concentration
maintaining the control limit(SiO2 )

PH ≧11.0 maintaining

Figure42

NaOH, KOH

PH control limit maintaining

Corrosion product
Carrying inOils and fats
Mixing(Na3PO4, Na2HPO4)

corrosion quantity minimum
Residual N2H4concentration

Dissolved oxygen

Na6P6O18, Na5P3O10

Theory Chart of auxiliary boiler water treatment reference*13－ 31 －Blow

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Generally, the status of boiler water is managed by a format such as “Example of boiler water treatment record(monthly)(Figure 43)” (Reference ① ).
Please keep in mind that the crew must not leave the water treatment records simply because safety management system
instructs these works. It is necessary to share the records as a visible data between ship management staffs and ship’s C/E,
and to evaluate the record between engineers in charge and C/E on board. If the status of boiler water deviates to a standard,
the engineers should analyse the cause and consider preventive measures effectively.

Boiler Water and Cooling Water Analysis and Cooling Water Treatment Record
M.V.

VOY.

Chief Engineer:__________________________

Boiler Water
Test Result

Date
PH
(PPM)

CL
(PPM)

PO4
(PPM)

P-ALK

M-ALK

Cooling Water
Consume Blowd (M.T) (Tons)

Remarks

Main Engine
ppm
PH

ppm
CL

Aux

Supply Quantity

m3

ppm
PH

ppm
CL

EngineRemarks

Supply Quantity

m3

Figure 43 Example of boiler water control record (monthly)
Figure 43(5)-4 [Reference Information] Important Points to Prevent Backdraft
We also introduce an additional information as important points when you handle a boiler.
There are cases of the unburned fuel accumulates inside of furnace due to the poor combustion and repetition of an accidental fire. In such a situation, the following troubles may occur.

－ 32 －JAPAN P& I CLUB１
２

When opening manholes to inspect inside of a furnace, as the backdraft occurs dueto the explosive combustion when a large amount of air entered in to the furnace..
D uring re-ignition, the boiler itself exploded, and the crew who are starting theinspection and standing nearby around the burner set place will be died or haveserious injured. So we have to send the crew from ship to shore by an emergency
transportation

We must give a keen attention to the following points as the backdraft prevention.

⃝ On the operation side, the crew must inspect condition after post-purge inside of
furnace manually when an accidental fire happens, and must not repeat the re-ignition
automatically. The crew who open the cover of combustion devices must implement
this action in a position where they can completely avoid the front cover (dodging).
⃝ O
 n the maintenance side, please carry out inspection and maintenance regularly. Its
purpose is that solenoid valves for fuel and burners can work and operate normally andproperly without an accidental fire.

2.2.2

Harbour Facilities Claims (Damage to Submarine Cable): Main Engine Start Failure(1) Outline
After ship departure, engine troubles occurred immediately on the main
engine of the ship and she anchored at port area urgently.
When heaving up the anchor after resolving the trouble of the diesel main
engine, as shown in Figure 44 and 45, it was found that the anchor was
tangled around the submarine cable (transmission line of electric powercompany). She anchored urgently instructed by the pilot, however, thelocation was prohibited area for anchoring as shown in Figure 46.
The anchor chain was cut as shown in Figure 47, and the anchor was
removed from a submarine cable by a underwater company.

Figure 44 Image figure of submarine cable damage

Still, Maritime Safety Agency did not approve the departure with one side anchor only, and requested installation of new
anchor and chains at the repair dock. The shipowner arranged the replacing the anchor and chains as shown in Figure 48 and49.
Since damage occurred on the submarine cable, the owner of the cable claimed in the total amount of approx. US$140,000
including damage of loss of time (temporary stop of the power) against the shipowners, and finally, this case was settled at
approx. US$91,000.

－ 33 －JAPAN P& I CLUBP&I Loss Prevention Bulletin(2) Insurance Money
Settlement amount of claim of a submarine cable:approx. US$ 91,000

Cost for searching and disposal of an anchor and anchor chain:approx. US$ 72,000

Lawyers fee:approx. US$ 30,000

Surveyors fee:approx. US$ 10,000

Others cost

:approx. US$   2,000

Total:approx. US$ 205,000

Warning sign board
for anchorageforbidden area

cable
Figure45

Anchor's contacting condition to the cable

Figure 47

Cut Anchor chain

Figure 48

Figure 46

Warning sign board for anchorage-forbidden area

Connecting work of an anchor－ 34 －

Figure49 F unctional validation ofanchor chain and anchors

JAPAN P& I CLUB

(3) What Happened in the Engine Room?

1

The engine department carried out repairing of the main engine while her port staying. So before its port
stay, the main engine fuel oil system was switched from HFO to MDO. After completion of maintenanceworks, the engineers conducted the main engine inspection before departure as usual, and confirmed
it in good operation by conducting “Ahead/Astern” for the main engine trial run using MDO. After this,according to the instruction from Bridge, the engine department made the status of the main engine to thestandby (hereinafter “S/B”).

2

Then at 15 minutes after S/B, C/E instructed a third engineer (described below as 3/E) to change thesetting temperature of the fuel oil heating controller to 90℃ . And then, C/E also instructed 3/E to switch
the fuel oil from MDO to HFO during leaving port operation under the maneuvering mode of main engine
operation. The status of the engine was, as indicated above, S/B status. Since the ship had alreadydeparted, the control position of the main engine was on the bridge.

3

After putting S/B engine, there are no engine order during this 15 minutes, then the main engine telegraph
was operated at Dead Slow Ahead on the bridge, but it failed to start the main engine. At the time, fuel oil
temperature had reached 100℃ .
After the emergency anchoring, the following work was conducted, and finished the recovery work of theengine. Then it was back to normal service.

4⃝

After stopping the fuel oil supply pump and fuel oil circulation pump, and etc., and lowering thetemperature of fuel oil system, the heated MDO was discharged from the fuel oil system, andnew cool MDO was refilled afresh.

⃝After that, related auxiliary machinery are re-started and re-operated for engine preparation, andwhen the main engine was tried to re-start , the crew could confirm it in good operation.

(4) Cause Analysis - - - Check Point(4)-1 [Check from the view of Operation Side (Operation management)]
In terms of operation, the check points are as follows.

① Instruction of Changing Fuel Oil Temperature Setting to 90℃
The change of temperature setting of fuel oil was carried out on the basis of fuel switching procedure at the time ofdeparture. However, the adjustments based on the status monitoring was not conducted during the operation.
Originally, fuel oil in the system must be adjusted properly depending on the condition, such as transition of consumption, temperature and viscosity of fuel oil. Its purpose is that it can maintain the manufacturer recommended fuelviscosity range at engine inlet.
② Timing of Switching Fuel Oil
It was too long from "changing temperature setting of fuel" to "starting operation of the main engine" because there is an
idling S/B duration of No operation of the main engine under the departure ship maneuvering operation.
We will explain the reason why the main engine didn’t work at First Starting Order from the bridge. We will explainin the system review later, however, it was estimated that MDO was vaporised in fuel oil supply pipe, so there were
not enough liquid fuel oil for continuous operation in the pipe at first starting order of diesel main engine. That is, thesituation in the pipe was occupied with the mixed oil and gas.
Essentially, it is important for crew to consider avoiding the incorrect timing of continuous usage of the main engine
when changing the fuel oil temperature setting and switching of fuel oil. Before departure, master and C/E must sharethe information such as timing of continuous usage of the main engine well in advance from the view of the resource
management of this ship (Vessel Resource Management). And during S/B, an engine control room must communicate
a bridge well. At the same time, the engine department at the engine control room also can intercept the transceiver－ 35 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

communication in the deck department in order to understand the situation by other way.

③ Fuel Pipe System Review on the Basis of Above Estimation
Please refer to Figure 50 “Outline of fuel oil supply system for Main Engine.
Auto Deaerating Valve(Deggashing valve)
FO Deaeration Chamber

To Fuel injection valve

Main Engine

Fuel Injection Pump

Return Line
Pressure
Control
Valve

Flow Meter

FO Strainer(Filter)

STM

HFO
Temperature
Control
Valve

F
FO Service Tank
(with heating coil)

FO Booster Pump
(FO circulating Pump)

FO Feed Pump
3way Change over Valve

Negative chain(FO⇔DO)DO Service Tank
Figure 50⃝

Outline of fuel oiil supply system for Main Engine

This is a system in which fuel is supplied from left to right and circulates around the main engine.
HFO is sent from FO Service tank (at left middle) via three-way valve,
MDO is sent from DO Service tank (at the lower left) via three-way valve,
to fuel circulation line (in Red with blue circle).

⃝

The fuel is supplied to the main engine from the fuel oil circulation line. Since the fuel oil circulation line
loops (in blue circle), unless the fuel oil is consumed in the main engine, the same fuel oil continues
to circulate in the pipe line. The amount of required fuel oil by the main engine, which is equivalent to
consumed amount, is supplied from the service tank to the loops. The amount is measured and read byworking of flow meter.

⃝ In this case, even if switching the three-way valve from MDO to HFO, since the main engine continues to be
stopped, there is not consumption of fuel oil, and the HFO is not supplied into the fuel oil circulation line andonly the MDO stays and continues to circulate. That is to say, crew try to heat the HFO by increasing thetemperature setting to 90°C, however, the only fuel oil heated in circulation line was the MDO.

Eventually, since fuel temperature in circulation line reached 100℃, the vapour lock occurred.

－ 36 －JAPAN P& I CLUB

(5) Preventive Measures
In the main diesel engine operation, in the case that you conduct switching from HFO to MDO, the basic for trouble
prevention is to understand essential characteristics and features of fuel oil and to understand fully its handling (handling ofdevices related and fitted on the piping, and state monitoring of pressure, viscosity, temperature, etc.), and dutifully manage
and implement them.
Accordingly, the following preventive measures are recommendable in this case.

[Prevention Measures the view of Operation Side (Operation management)]

1

In case that you conduct switching fuel oil from MDO to HFO, at the timing when the engineers can expect
the status of continuous operation of the main engine, and please start heating it. Its purpose is that the fueloil can maintain the manufacturer recommended fuel viscosity range at engine inlet.

２

As for the temperature setting when switching fuel oil, please refer to precaution in the main engine manufacturers instruction manual.
Example: the speed of heating is less than 1°C per 2 minutes by using viscosity controller on the viewof securing safety.

3

When switching the fuel oil from MDO to HFO, please continue to monitor the following state and, in theabnormal case, please take a proper preventive action and response.
State: Fuel oil temperature, kinetic viscosity, and pressure inside the pipeline, operating state of fuel oil
heating valve and supply pump, and etc.

4The characteristics information of the fuel oil on board is only 1) the Bunker Delivery Note (hereinafter“BDN”) delivered by bunker supplier when bunkering and 2) analysis result of sample which took during the
bunkering on a voluntary basis. The fuel status in the main engine fuel oil supply systems is different from theabove.
For that reason, it is considered to be difficult to understand the quality of current fuel oil. However, if there
is only 1 litre of sample fuel oil on the ship, you can confirm it by commercially available handy oil tester,“float type density meter (Figure 51)”,“kinetic viscometer using shear force meter (Figure 52)”, and “watercontent meter using the principle of chemical reaction (Figure 53)”. Then the ship engineer can grasp andunderstand characteristics in the fuel oil supply system by sampling fuel before engine regularly.
Density

Figure 51

Viscosity

Density meter / reference*14

Figure 52

Viscometer reference*14

Water content

Figure 53

Water content meter /reference*14－ 37 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

5

Please estimate the state of fuel oil by referring to technical data as shown in Figure 54 “Estimated viscosity
when mixing HFO and MDO”, and Figure 55 “Relationship between Temperature and Viscosity for Marine
Fuels.”For example, about mixed fuel oil in system, since oil amount (X litre) in the fuel circulation line as shownin Figure 50 is calculated by the diameter and length of pipe, if HFO comes to be mixed with MDO in
circulation line, the coming fuel amount can be considered as reading amount (Y litre) at flow meter. As theresult, we can estimate the viscosity of mixed fuel in system by the ratios of X: (X-Y).
In the rough consideration, if the oil amount of fuel oil circulation line equals the reading amount at flow
meter (X=Y), the fuel oil in the circulation line may be considered to be replaced completely. Moreover, If
we can estimate the viscosity of mixed fuel oil state under continuous use of fuel oil, the proper heating
temperature corresponding with that can be estimated6

Mechanism of Vapour lock. (End of Book: Reference Information (3)Marine Fuel Oil) The occurrence ofvapour lock is caused by evaporating the low boiling point fraction in fuel oil and evaporation the water in thefuel oil. In the fuel system of pressurized circulation system like this system, because of the saturated steam
temperature going up (the boiling point in high pressure) , vapour lock rarely occurs. However, it is importantfor crew to check the activation of the degassing valve of the deaeration chamber (auto deaeration valve).
Even so, if the valve activation has malfunction, HFO or MDO are likely to cause the vapour lock because
HFO/MDO also contain a few amount of volatile components and moisture. So, we still need to pay a carefulattention to the valve activation.

(6) Usage Instructions ： Example

HFO

In order to decrease the viscosity of HFOfrom 380 mm 2/s (cSt) @50℃ to 60 mm 2/s(cSt), What % (mass) of MDO 10 mm 2/s (cSt)@40℃ as a dilution needs to be mixed?
Please refer to Figure 54.

MDO

MDO mixing ratio by Mass %Viscosity
mm²/s @50℃

ﬁnal Estimated viscosity by mixing, mm²/s @50℃

Viscosity
mm²/s @40℃

（1）On left side as HFOPlease search area for 380 mm2/s (cSt) 50 ℃,
showing (1) by red solid line（2）On right side as MDO

36.1％ weight

Please search area for 10 mm2/s (cSt) @40℃
crossing with above (1) showing (2) by reddashed line

（3）

36.1
380

（3）On top column as final blended fuel（1）

viscosity
Please search 60 mm 2/s (cSt) @50℃
crossing with above (2) Then you can find36.1.showing (3) by blue line It is the readrequired mass%(mixed amount of MDO).

10

（2）

Source“Fuel oils”published by SANKAIDO
publishing Co.,Ltd.
Nobuyuki Awai /Osamu
Hanashima/Saiji Yokosawa [authors]

Figure 54

Estimated viscosity when mixing HFO and MDO /reference*15(Reference ② )－ 38 －JAPAN P& I CLUB22（4）On the other hand, if HFO 380mm /s (cST) @50℃ is mixed with 36.1% mass of MDO 10mm /s (cST) @ 40℃, TFO(Thin Fuel Oil) 60mm2/s (cST)@50℃ can be made.
From Figure 55, it is shown that the relationship between temperature on the horizontal axis and viscosity on the verticalaxis for Marine Fuels appears also in the engine manufacturer instruction manual. (For the bigger chart, please refer toReference ③ )Please draw the horizontal line with the target viscosity from the vertical axis by meeting the curb, then draw the verticalline from the crossing point of the curb to the horizontal axis , you will find the target temperature at horizontal axis.
The following explanation is based on 60 mm2/s (cSt) which is the result from Figure 54. 60 mm2/s (cSt) is a red curved linewith No.4. If the target fuel viscosity of TFO 60 mm2/s (cSt) is 15 mm2/s (cSt), the temperature can be found as 90℃ by
drawing a purple line.
Therefore, in this trouble case, if the viscosity in the system is 60 mm2/s (cSt), and if the situation is a continuous fuel usage,
it can be presumed that the setting temperature was not too excessive.

9000

Maximum pumpable viscosity

7000
5000
4000
3000

Curb
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃

11
10
9

2000
1500

8

Kinematic Viscosity mm²/s @50°C→ 1000
800
600
500
400
300
250
200
150

7
6

1
2
3
4
5
6
7
8
9
10
11

ＭGO
MDF
TFO
〃
〃
〃
〃
〃
MFO
〃
〃

3
6.2
30
60
80
120
180
280
380
500
700

mm2/s @50℃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃

5
4

100
80
60
50
40
30
25
22
15

3

2

10
8
6
5
4
3
2
1

Ｍarine Gas Oil

50℃

Recommendation viscosity for Fuel Injection of Diesel Engine(Depending on Engine design and Type)

1

－10

0

10

20

30

40

50

60

70

80

90

100

110

120

130

Temperature（℃）
Figure 55

Diagram of viscosity/temperature of marine fuel /reference*15 (Reference ③ )－ 39 －

140

150

JAPAN P& I CLUBP&I Loss Prevention Bulletin

2.2.3

Cargo Claims: Unable to Re-start Generators (Blackout)（1）Outline
The vessel loaded approx. 2,100 containers, including 23 reefer containers, in the Far East. The power failure (hereinafter"blackout") occurred at the point of approx. 900 miles to the west of Los Angeles while heading for Panama.
The crews tried to re-start generators but failed to do so. A rescue company was to tow the vessel to Los Angeles. The shipmust wait for the black out power recovery for 21 days. Moreover, the fact that the reefer containers loading foods and etc.
were unable to get power supply brought about cargo damage after the blackout occurred.
Many of the reefer containers became the total loss. The cargo interests claimed the cargo damage which was equivalent 16
containers in the amount of approx. US$1.6 million against shipowners. Finally, this claim settled at US$645,000.

（2）Insurance Money
Settlement Amount of Cargo Claim: approx. US$ 645,000

Lawyers fees

: approx. US$ 200,000

Surveyors fees

: approx. US$  35,000

Total: approx.US$ 880,000（3）What Happened in the Engine Room?

1

The Situation of Generators Operation
The vessel had four generators (hereinafter referred to as GE). During navigating, No.3 GE and No.4 GE wereoperated in parallel, and HFO was used as fuel oil.
Stand-by GE (hereinafter “S/B”) had HFO circulation status; No1. GE was to be the first S/B and No.2 GE wasto be the second S/B.

2

The Emergency Stop of No.4 GE
No.4 GE emergently stopped.
No.1 GE and No.2 GE, which were in S/B status, were to be started automatically, but they could not start
them.

3

The Close Failure for the Air Circuit-breaker of No.1 GE
Crews manually started No.1 GE at once.
However, they failed to close the air circuit-breaker (hereinafter “ACB”).

4

The Emergency Stop of No.3 GE
Afterwards, No.3 GE also emergently stopped.
In addition, 1 minute later, No.1 GE immediately stopped as well.

5

Strainer Inspection
In order to find out the cause, they checked oil strainer of fuel supply pipeline, but the abnormality was notfound.

－ 40 －JAPAN P& I CLUBAfter No.4 GE had Stopped, an Emergency Generator Started Automatically.
As “Outline of power supply system” (Figure 56) shows, after No.4 GE had stopped, power was not supplied fromthe generators connected with the buses of black dotted main power lines. Then the Emergency Generator started
automatically. The power from the emergency generator was exclusively supplied to the equipment, listed below,
connected with the red solid lines.
Lighting equipment, steering gear, navigational equipment such as gyro compass and radar, emergency fire pump,battery charger, other small capacity machinery via jumper connection
GSP

440V

M

MSB

Each auxiliary machine

ACB
No.1 Diesel
Generator Engine

M

G

440V/110V

DB

FP

ACB
No.2 Diesel
Generator Engine

Each general devices

G

ESB

NC

6

No.3 Diesel
Generator Engine

Emergency
Generator
EngineEach mostimportantelectric device

G

GSP
M

G

M

GSP

Each most important
auxiliary machine

M

ACB
No.4 Diesel
Generator Engine

FP

ACB

440V
ACB

440V/110V

Each auxiliary machine
M

G
440V/110V

DB

FP
Each electric device

MSB

Color
Black :Main Power Supply
Red :Emergency Power Supply
Abbreviation

Description

The most important devices and auxiliary machines of feeding fromemergency generators Lighting, steering gear, emergency ﬁre pump, navigation equipment (gyro compass, radar and others), battery charger, other small
capacity machinery via jumper connection
Abbreviation

Description

Abbreviation

Description

ACB

Air Circuit Breaker

GSP

Group Starter Panel

NC

Normal Connection

MSB

Main Switch Board

DB

Distribution Board

M

Motor & Auxiliary Machine

ESB

Emergency Switch Board

FP

Power Supply Feeder Panel

G

Generator

Figure 56 Outline of power supply system

7

Stop the Fuel Oil Circulating Pump and the Boiler
As the result of the blackout caused by the stop of generators, both generator fuel oil circulating pump (GE FO
Circ. Pump), and the boiler were stopped. It became impossible to supply heating steam for high viscosity HFO.
Therefore, they switched the fuel oil for generators from HFO to MDO

8The Shortage of Starting Air
After re-starting No.1 GE over and over again, the pressure of air reservoir dropped to 10 bar, which caused thelack of air pressure, and it became impossible to re-start the generators.

9

Accumulate the Pressure of Emergency Air Reservoir by Emergency Manual Air Compressor
Crew operated the emergency manual air compressor by themselves, and accumulated the pressure of
emergency air reservoir, but they still could not re-start the generators.

10

Start Towing
8 days later the ocean tug arrived, and they started towing.

11

Arrange Power Pack
It was predicted that they would be unable to re-start the generators for a long period, therefore, the shiparranged power pack (large transportable generator) .

－ 41 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

12

11 Days Later, the Tug Loading the Power Pack Arrived.
11 days later of starting towing, the Tug supplied the power pack.

13

Plant Up
On the same day, the plant up was completed, and the ship resumed the navigation heading to the destination.
(Blackout for about 21 days)

14

Arrival at Destination
2.5 days later of plant up, the ship arrived at the destination and completed unloading.

15

Safety Notice
A few days later, a ship management company reviewed the safety notice as a countermeasure for the incident.

（4）Cause Analysis - - - Check Point
About operation and safety, the check points are as follows.

(4)-1 [Check from the view of Operation Side (Operation management)]① Why Could No.1 GE and No.2 GE Not Be Started?
⃝

The starting air valve was still closed, thus the starting air was not supplied and could not start automatically.
Please refer to “Outline of Fuel oil and Starting air system for diesel generator engine “ (Figure 57).

⃝

The engineer in charge (3/E) did not follow work instructions and operated with the starting air valve closed.
However he followed work instructions from another ship, [Breach of work instructions].
( Of course, the starting air valve should be closed for safety at engine maintenance work. However, if it is not
opened in S/B, it cannot be started automatically.)

Main Engine
Omitted in
betweenNo.1 Diesel
Generator Engine

Main Engine Running by HFO

Omitted below

FO Service Tank

Starting Air
No.２ Diesel
Generator Engine

Starting Air
No.３ Diesel
Generator Engine

Diesel Generator Engine
Running by HFOStarting Air
No.４ Diesel
Generator Engine
Omitted in
between

DO Service Tank

Omitted below

Starting Air

Figure 57 Outline of Fuel oil and Starting air system for Diesel Generator Engine－ 42 －JAPAN P& I CLUB②

Why Did Crews Fail to Re-start the Generators Over and Over Again?

⃝⃝Crew repeated re-starting without finding the cause of the starting failure for the generators,
After the blackout, the HFO heating steam could not be supplied from the boiler, and the fluidity of HFO in thepipeline for generator fuel supply became low. As the result, the fuel oil supply pipeline was clogged.

⃝In other words, the crew made incorrect procedure of the changing fuel oil for the generator from HFO to MDO.

③

Why Did the Air Reservoir Become Empty?

⃝

According to the work instructions, during a normal voyage, there are two delivery valves fitted on the air
reservoirs, and only one should be opened and the other should be closed to be used for preparation. However,both of them were left open when the accident occurred. [Breach of work instructions]⃝Since the crew repeated the re-starting operation with opening the delivery valves of both two air reservoirs, thepressure of the two air reservoirs are lost at the same time.

(4)-2 [Check from the view of Safety Instruction and Safety Notice]①

Why Could No.1 GE and No.2 GE Not be Started?

⃝

The engineer in charge (3/E) did not follow the work instructions, and the starting air valve of the S/B generator
was still closed. [Breach of work instructions]②

Why Did They Fail to Re-start the Generators Over and Over Again?

⃝Crew did not understand the recovery procedure from the cold condition of engine system. (Blackout recovery
drill was not carried out)③

Was the Safety Notice Issued by the Ship Management Company Later Appropriate?

⃝The safety notice was just warning against trouble due to close of starting air valve on S/B generator. There wasno further instruction or reminder of the preventive measures based on root cause analysis.

Next, the following are the check points about the hardware.

(4)-2 [Check from the view of Hardware](4)-2-1 Maintenance System Management①

Maintenance System of Generators⃝W e focus on the generator’s operating record, which is the relation between output and load indicator figure.
At the trial operation before the ship delivery, the engine rated output 1,470kW and load indicator 8.6. But, themeasurement record during a year before this incident was shown output 500kW, which was approx. 30% output,
and load indicator to reach 10,⃝M oreover, in the process of investigation, worn-down plungers (parts for fuel pressurisation) were found when
they opened and inspect the fuel injection pump of No.1 GE after this incident.

②

Why Could Crew Not closed ACB?

⃝

Generally, ACB’s closed condition requires the establishment of generator engine speed, voltage and frequency.
When these conditions are satisfied, ACB’s closed signal will transmit.

－ 43 －JAPAN P& I CLUBP&I Loss Prevention Bulletin⃝However, as we mentioned above ① , inadequate maintenance of generator engine lead to unstable running. It is
likely that the ACB control system was detected generator engine start failure, and the ACB closed signal was nottransmitted.

③ Why Did it Take Long to Accumulate the Pressure of the Emergency Air Reservoir?
⃝2
It took for 18 hours to accumulate the pressure with the emergency manual air compressor for 0.6m capacities of
emergency air reservoir, but again they failed to start the generator.

⃝

It took too long time to accumulate the pressure because the performance of the emergency manual air compressor, which was designed to fill up the emergency air reservoir, was deteriorated. The fact that crew did not carryout the maintenance or operation tests, assuming the case of emergencies and shortages of shipboard spare parts,
caused this problem.

⃝

While accumulating the pressure, it is likely that the temperature of the generator engine became low (cold),which became more difficult to start.

(4)-2-2 Design①

Were There Any Problems With the Design?

According to the International Convention for the Safety of Life at Sea (hereinafter “SOLAS”), the chapter II-1
regulation 41 1.4 stipulates the system which can be started in under cold conditions (dead ship).
About fuel, as “Generators, The Yellow Line on “Outline of fuel oil supply system for Diesel Generator Engine(Figure 58)” shows, if you operate only the valve connected with the MDO service tank, the fuel oil could be suppliedwith gravity to the point just before the fuel supply pump directly driven by the diesel generator engine. Therefore, if
the starting air is supplied into the generator, and then engine can be run, because the direct driven fuel supply pumpwill be driven. Then fuel will be led into the fuel injection pump, fuel will be injected into the cylinder by cam drive.
About the starting air, compressed air will be filled in the emergency air reservoir by the emergency manual air
compressor.
Therefore, this system is the one which can start the diesel generator engine under cold conditions, and meets therequirements of the SOLAS.
Then, Why could they not re-start even if there were met the requirements? Following are the possible causes.

② Why Did it Take Long to Accumulate the Pressure Emergency Air Reservoir of the Generator?
⃝It can say that the spare parts of the shipboard for the usage of emergency equipment were not good enough.

③

Why Was the Power Pack arranged?

⃝ T here is no electric wiring to connect the power supply from the emergency
generator to the air compressor. So, in order to establishing the compressor’s
operation, there is no choice to depend on another power source. Similarly,
there is no electric wiring to connect from the emergency generator to thefuel oil supply pump or the fuel oil circulating pump of diesel generator
engine.

Negative chain

Therefore, it can be considered that it was not a single cause that brought about the long-term blackout accident, but an error
chain coming from several causes.

－ 44 －JAPAN P& I CLUBG/E Venting Valve（Degassing Valve)

Press Regulator
Return LineG/E Venting Unit

This broken line area represents the piping
on one generator engine.
However, each generater engine has
individual own piping actually.
Diesel Generator Engine

Pressure
Regulator

to fuel injection valve

Fuel Injection Pump

Press Regulator
FO

FO Service Tank
(with heating coil)F

Controller

P

Flow Meter
FO supply Pump
FO Strainer(Filter)
ＭDO Change over Valve

DO Service Tank

(Filter)

Viscosity
FO HTRP

Strainer

G/E Buﬀer Unit

FO Changeover ValveMDO Strainer(Filter)

FO circulating PumpPMDO Flush Pump

Figure 58 Outline of fuel oil supply system for Diesel Generator Engine（5）Preventive Measures
As it was confirmed information about the trouble of this blackout, several points to be noted such as operation, safety
instruction, safety notice, and hardware were recognised. Based on these, the following preventive measures should beconsidered.

(5)-1
①

[Measures from the view of Operation]
Before Stoppage Generator engine, Switch the Supply Fuel Oil to MDO.

The blackouts will occur due to unexpected causes. Even if it cannot be avoided, it is necessary for crew to establish
the structure to re-start and restore the generator engine as an emergency response, under any circumstances. Therefore,
about the generator in S/B, it is desirable that they should switch the fuel oil from HFO to MDO before stopping. Its
purpose is that the stopped generator can re-start even if the fuel oil can’t be heated.
So, if switching the fuel oil of stopped generator engine to MDO, the generator shall be capable of providing the electrical services from a cold condition stipulated by the SOLAS, Chapter II-1 regulation 41. The safety level is upgraded.
(a) Rigid enforcement of switching the fuel oil to MDO hen the generator is stopped, please switch the fuel oil from HFO to MDO while a load of the generator is stillW
enough.
When starting the generator, please switch the fuel oil from MDO to HFO after in a stable load operation.
（b） It is necessary for shipowners to make an agreement with charterers.
⃝

The fuel cost will be paid by the charterers. So it is important for shipowners and charterers to understandthe necessity of MDO usage and cost allocation. The safety environment can be upgraded.

－ 45 －JAPAN P& I CLUBP&I Loss Prevention Bulletin⃝

For example, the MDO consumption will be increased approx. Q = 0.6 Mt of monthly under the following
condition. Even if MDO is US$1,000 per Mt (metric tons), security levels will be upgraded greatly andprecisely by approx. US$600.
The conditions are as follows:
The number of starting and stopping the generator is 20 times in a month (stop: 10 times, start: 10 times).
The MDO is consumed during 15 minutes before stop load sharing, 15 minutes after starting and parallel
operation (if the load is 500 kW). The average fuel consumption rate of generator is 220 g/kWh.
The MDO’s consumption amount will be as follows;
Monthly Fuel Consumption (Q Mt/month)＝ 220 g/kWh×load 500 kW

×(15 minutes/time＝ 220 g/kWh×load 500 kW×

5 Hr/month×

20 times/month)＝ 0.6 Mt/month
We recommend you to check the operation method or performance level of equipment
installed on the each vessel again in order to conduct the simulation calculations precisely.

②

Establish the Feasible Fuel Switching Instructions Firmly⃝As explained in the case of 2.2.2 Harbour Facilities Claims, it is important for crew to establish the switching instructions firmly. At the same time, please understand the essential characteristics and features of each fuel oil type.
For example, in case that intense pressure fluctuation occurs in the fuel supply pipeline during the switching
operation, the gas may be generated in the line. It should remove the gas from a higher place in the line as much as
possible. Its location is the air vent pipe of strainer or that of the fuel oil heater.

③

Understand Fuel Oil Characteristics and Manage Adequately⃝ T he fuel oil quality of the vessel was indicated on BDN delivered by the fuel oil supplier. However, there are somecases that the received fuel oil from several ports or supplier, which have different fuel oil characteristics, which
is different from the state in the line or in the settling tank. Crew should understand that the characteristics is notalways the same.
⃝ T herefore, it is important for crew to understand the fuel oil used in the vessel and analyse by using commerciallyavailable handy oil testers, shown from Figure 51 to 53. Its purpose is that it can examine at the site how to deal with it.

④

Manage Engine Operation Thoroughly to Meet Operation Status⃝

The status of the engine plant will be different in each situation: the navigation, anchorage, and entering &departure of the port. So, you should manage the engine operation appropriately in each situation.

⃝

While S/B of entering or departure, the following equipment are operated. The electric consumption during S/B ismore than that during the navigation. So during S/B, the multiple generator operation is required as below.

Engine Department： ⃝ Auxiliary Blower used in main engine
Deck Department： he Multiple Operation of Steering Gear Drive Equipment for⃝T
the Improvement of control effectiveness⃝ Mooring Arrangement (including Anchor Windlass),⃝ Bow Thruster
On the other hand, during navigation, number of generator is minimum.

－ 46 －JAPAN P& I CLUB⃝For example, two generators were 30% of load. However, if the generator is fully maintained, one generator canmanage enough with 60% of load. If you operate more generators than minimum, you should be careful because
you must carry out more maintenance work.

⑤ Rigid Enforcement of Daily Check of S/B Generator and Correction of the Defect⃝C/E and 1/E also should do the following things as routine works:(a) to check the engine room regularly,(b) to understand the situation of S/B generator, and(c) to check if the S/B generator is in a situation that can start automatically in an emergency.
In the case if abnormality is found, please correct it immediately and understand that it is important for all
members of the engine department to share the information.

⃝

On the other hand, about the important valves which are conducted the following switching operations, it isimportant to put and arrange the sign plate. Its purpose is that it can recognise the situation (open and close) andeasily detect the abnormality, starting air inlet valve, air reservoir discharge valve, the change-over valve of fuelsupply pipeline, the air vent pipe of oil strainer and etc(5)-2 [Measures from the view of Safety Instruction or Safety Notice]①

Don’t breach Work Instructions (including the elements of safety instructions)⃝A t the site, crew handle the engine operations based on the work instructions for maintenance or operation. Crew
will get the maximum effect from the instructions if they fully understand the following points,.
(a)The meaning of each procedure described in the work instructions.
(b)The relationship between pipeline and equipment actuation⃝⃝

It is important for crew to make an effort to read between the lines of each work instructions during on-board
training or study sessions on board. For example, crew should learn what problem will be occurred in the pipelineby switching from HFO to MDO.
If the work instructions do not fit for the truth, crew should consider the procedure to amend them with thereasonable verification. (Crew should not allow the shortcuts with the work instructions!)②

Carry Out Blackout Recovery Drill Regularly⃝A bout the plant-up from a cold condition of engine plant, its opportunity is limited only in the dry dock which isonce every from 2.5 to 3 years.
E ven if crew make a few mistakes during restoring the procedure in the dock, it is possible to restore even if crew
take time, except for a fire or an explosion.
T herefore, the crew, who don’t have work experience in the dock, sometimes fail to understand the recovery
procedure of the power supply system precisely.
S o, it is one of the options that crew carry out the blackout recovery by meaning of both the on-board training andthe equipment work test during normal navigation.
T here are some methods of the blackout recovery drill. One is to carry out drill by actually stopping the generators
emergently. The other is to confirm and follow the recovery procedure by finger pointing & calling with allocatingcrew.
However, in the case of actually executing a blackout, it takes time to restore and may affect the vessel’s schedule.
So shipowners is recommended to obtain the charterers’ permission just in case in advance.

⃝
⃝
⃝

⃝

－ 47 －JAPAN P& I CLUBP&I Loss Prevention Bulletin③

For Preventive measures, Include Lessons Learned Based on the Root Cause Analysis in the Safety Notice⃝

The importance of safety notices based on the lessons learned have the purpose to confirm the facts firmly, clarify
causes, and prevent the recurrence of similar troubles as well as finding out the superficial direct cause. The
Management Company and shipowners should also immediately issue the effective safety notice by considering
following matter,(a) to analyse about the background of the root cause with getting support from the manufacturer.
(b) to clarify and share the preventive measures⃝

The ship management company may sometimes cause crew misunderstanding that they find the person responsible when confirming the facts of trouble
However, it is important for the company to collect the truth as much as possible with following pose(a) first to clarify the purpose to establish preventive measures(b) then to get the crew’s maximum cooperation(c) finally to find out the root cause(5)-3 [Measures from the view of Hardware]①

Rigid Periodic Maintenance of Generator (including equipment for emergency)⃝It is basic for crew to follow the manufacturers’ instruction manual and to conduct the inspection and maintenancework regularly. Moreover, manufacturers give the updated service news which is the safety guide about how
to maintain or deal with equipment, based on their lessons learned. Therefore, it is also necessary for the ship
management company both to make efforts to collect the updated information from the manufacturer, and toestablish the regime in which shore and ship are united.
Moreover, at this time, the emergency manual air compressor become deteriorated and then it interfered in earlyrecovery. In order to use the emergency equipment precisely in any case as well as recovery drill described inabove, crew should conduct the inspection and maintenance work of them. Its purpose is that the equipment will
be operated as designed. It is also important to appropriately check spare parts, which have the risk of deteriorating. If any of spare parts are no longer supplied, you should also arrange alternative spare parts for back-up.

⃝(5)-4 [Recommendation] Consider the Architectural Design, from the Emergency Generator to theEquipment That Can Get Power Supply
1

2

As the SOLAS, chapter II-1 regulation 41 1.4 indicates, the power generating equipment should have a system “tobe able to start under cold conditions”. Therefore, if it can supply MDO with gravity and fill the starting air reservoir byusing the emergency manual air compressor, it meets the requirements surely.
There was the fact that all the fuel oil pipelines were switched from HFO to MDO. However, at this time, in order torestore the power, crew had to wait for the main air reservoir to be filled by the air compressor whose power was supplied by the power pack. The power pack was transported by the tug from shore.

3

Therefore, emergency manual air compressor meets minimal required specifications. However, as you understand thiscase, if crew forget to make its appropriate maintenance, it is vulnerable in the case of an emergency.

4

On the other hand, during that time, the power supply to the emergency power system in the ship was maintained by
the normal operation of emergency generator.

56

Therefore, it is one idea that you can put the air compressor with the direct driving of the handy diesel engine, or put
one that operates off another power source other than the main power, such as the power supply from the emergency
generator, on emergency air reservoir.
S imilarly, it is also the idea that you put the air compressor, which makes handy diesel engine’s driving possible, or
makes power supply and driving from the emergency generator possible, on the regular air reservoir.

－ 48 －JAPAN P& I CLUB

2.2.4

Environmental Claims: Incomplete Combustion of the Boiler（1）Outline
After the vessel arrived at the terminal, during unloading cargo operations, the black smoke with soot came out from funnel
due to the boiler’s defect. It had continued for 20 or 30 minutes (Figure 59). As a result, the soot scattered widely (Figure60) and accumulated to the ocean, terminal, and some factories being located near the terminal (Figure 61, 62, and 63).

Figure 59

Figure 60

Black smoke

Figure 61 Cleaning up removed
soot (inside bucket)

Figure 62 Soot on working
passage of factory

Scattering range of black smoke (550 m)

Figure 63

Soot on working passage
inside factory

The shipowners arranged clean-up work immediately and it took for 3 days to complete.
The terminal claimed their clean-up cost as the damage such as loss of time (including stop of factory production line) in the
total sum of US$252,000 against the shipowners . Finally, this case settled at approx. US$170,000.

（2）Insurance Money
The Settlement Amount of Terminal Clam: approx. US$ 170,000

Clean-up cost

: approx. US$   30,000

Lawyers fees

: approx. US$   30,000

Surveyors fees

: approx. US$    9,600

Total: approx. US$ 239,600－ 49 －JAPAN P& I CLUBP&I Loss Prevention Bulletin（3）What Happened in the Engine Room?
If the black smoke comes from the boiler to heat HFO used in the diesel generator and if it is difficult for crew to find thecauses while operating the boiler, the generator’s fuel oil should be changed from HFO to MDO. It is because MDO is notnecessary to heat to use.
You can stop the boiler in order to find out causes of black smoke by taking time.
Check points for the black smoke are as follows.
1

Was the supply of combustion air appropriate?

2

Was the fuel’s temperature appropriate?

3

Was the unburnt fuel adhered to combustion nozzle?

4

Were the type or the size of the fuel atomizing nozzle precise?

However, even if the points above are appropriate, the troubles often are occurred caused by the following.
５If burner nozzle’s bore diameter is larger than the standard and if the atomisation after fuel６

If the operating position for combustion air supply control unit is not adjusted precisely,

atomizing is not enough, it will lead to incomplete combustion.

the combustion air supply will become insufficient (excessive fuel supply).

（4）Cause Analysis - - - Check Point
About hardware and safety instructions, the check points are as follows.

(4)-1 [Check from the view of Hardware]①

To understand the fuel oil supply system, please refer to“Outline of fuel supply system for boiler”as shown in Figure 64.

D uring burner combustion, fuel is supplied following flow:

HFO settling tank▶

Air Separator▶ fuel oil supply pump ▶

fuel oil heater▶

fuel oil shut-off valve－ 50 －▶▶▶

▶▶▶

burnerfuel oil flow control valve

JAPAN P& I CLUBFO Settling Tank
(with heating coil)

Air Separator

FO return valve

Damper Controller
for combustion
air ﬂowFanP
FO supply Pump

fo Co
r c ntom rrobu lled
st D
io am
n
ai pe
rﬂ r
ow

Controller for Air
Operated ValveFO HTRFO Flow
Controller
Figure 64

Flow Meter
FO Flow
Control ValveFO
Shut Oﬀ
Valve

BurnerAtomizer

Outline of fuel supply system for boiler② In front of fuel oil shut-off valve, there is the return valve driven by air cylinder,
which must be closed during combustion.
 owever, as the O ring attached to the air cylinder was affected by the surrounding environment, it hardened andHdeteriorated itself.
As a result, the valve did not work properly and was still left open. Then the back pressure of the fuel oil return
pipeline, which had a return valve, was 10 m, which flowed back to the combustion line. Because of this, fuel supply
pressure to the burner supposedly became more excessive than the designed pressure. Then, air and fuel became
unbalanced, which caused black smoke.

(4)-2 [Check from the view of Operation and Safety Instruction]B ecause of stay at berth, they neglected to check the smoke from funnel. As a result, it became late for them to findblack smoke.

The unloading cargo operations were completed and the accident occurred in the middle of the night during they were

－ 51 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

waiting for the sunrise to departure. So, the caution against black smoke emission was not enough. Moreover, the engine department failed to the immediate
response with black smoke. Thus the black smoke became one of the factors tomake its emission prolonged.
Like the 2.2.3 blackout accident, it can be considered that it was not a single
cause that brought about the accident, but the error chain coming from several
causes.

Negative chain（5） Preventive Measures
As for the black smoke emission, it is confirmed the above check points to be careful about hardware and operation. Taking
these into consideration, the following preventive measures are recommendable.

(5)-1[Measures from the view of Hardware]1

It is necessary to carry out planned maintenance regularly and to establish a system of purchasing spareparts.

2B efore arriving at the port, inspect the furnace or combustion-related equipment, and make them maintenanceif necessary. Afterwards, crew should do the ignition test & combustion trial.

3

The following works are needed regularly based on the manufactures’ instruction,(a) overhaul(b) maintenance and inspection (including measurements).
If it has beyond the limit of usage, it is necessary to exchange it for a new one.

4

(5)-2
1

After the maintenance of burner, it should be done ignition combustion trial. In doing the said trial, compare
the current state of the operating parameter such as the temperature and pressure with that of sea trial. If crew
find wide gap between them, they have to adjust it..

[Measures from the view of Operation and Safety Instructions]During staying alongside the terminal in port, both the watch person of the engine control room (ECR) and thewatch person of the bridge should check and monitor the state of smoke emission coming from the funnel,
and share information with each other.
Reference:2

In the terminal or the place where harbour regulations are strict, the ship equips CCTV for
monitoring the smoke from ECR.

It is necessary for crew to carry out the drill how to react immediately under following circumstances. For
example, switching fuel oil for the generator engine from HFO to MDO where heating is unnecessary, andstopping the boiler, etc.. Of course, it may not be able to stop the boiler from time to time, due to loading thecargo heating is necessary. It is important to carry out the maintenance based on a long-term plan.
The securing maintenance time is difficult in busy and limited operation period. So, it is important thatship and shore-side work together in such a way that the ship management department reports necessary
information to the operations department. Its purpose is to arrange the system to secure the necessary time
for maintenance to implement proper scheduled maintenance for accident prevention.

－ 52 －JAPAN P& I CLUB

2.2.5

Summary

We have summarised the 4 cases above as follows.

Cargo Claims (Cargo Shortage)
Direct Cause
1

Root Cause

Boiler trouble

Insufficient management of maintenanceLack of attention to water treatment, furnace cleaning, safety interlock, and etc.

Harbour Facilities Claims (Damage to Submarine Cable)
Direct Cause
2

Root Cause
The procedure of switching the main engine

Main engine start failure

fuel oil is inappropriate

Things such as understanding the system, setting the temperature, switching timing, and theassumption of mixed fuel’s viscosity are not carried out.

Cargo Claims
Direct Cause
3

Root Cause

Unable to re-start generators (blackout)

Operation, shipboard education and maintenance are not enoughThings such as cause removal, following instructions, blackout recovery drill, and periodic
maintenance (including emergency equipment) are not carried out.

Environmental Claims
Direct Cause
4

Root Cause
Maintenance (the deterioration of the O ring),
shipboard education, and the system of watch
are not enoughIncomplete combustion of the boiler

Things such as the management of combustion equipment, emergency response, cooperation
with other department, and monitoring environment are not carried out.

There was trouble with O ring relating the boiler combustion fuel oil system, ④ Environmental Damages. Except for this,
we found that the cause of the trouble was such as insufficient understanding of system, incorrect maintenance, inadequate
emergency response, incorrect operation, and breach of work instructions.
Finally, when the ship face the engine trouble, we confirmed that the crew could not sufficiently operate and handle theengine systems due to lack of human’s knowledge or lack of awareness and consideration toward behaviour.

－ 53 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

2.2.6[Reference] Out of P & I Insurance Coverage

Next, we will introduce the case not covered by P & I insurance, which isillegal actions related to intentional environmental pollution.
(1)

 o our great surprise, the violations of law related to bilge dischargTing occur frequently and never ceased, shown on the website ofUnited States Department of Justice.

(2)

 ur club also published the part of those in our P&I News No.735
O
and No. 754 in 2015.
The main charges are as follows.

Figure 65

Magic Pipe / reference*16

1

A lot of oil-water-mixed bilge was illegally discharged to the sea.

２

Misstatement on Oil Record Book

３

Engineers plotted together, and for example as shown in Figure 65 they illegally install special
pipes made in the vessel on bilge overboard line; they illegally put it between bilge pump andoverboard valve, by-passing bilge separator, and discharged the bilge overboard.

４(3)

During USCG inspection, they removed and hide the illegal pipeline, and evaded the inspection.

About the case that the bilge was discharged to sea in March 2015, by-passing the oily water separator, the shipowners and the crew were gotten the ruling they should pay US$1.5 million as a fine and should not be done

their own business in the US for the next five years In March 2016,.
(4)

As we will be imposed to pay a severe fine for intentional oil discharge in the US, we should both comply
with the relevant regulations and understand them.

As the article 31, 2(5) of our Rules of Association says, “there shall be no recover from the Association of a fineor other penalty imposed for an infringement of International Convention for the Prevention of Pollution from
Ships, 1973, as modified or amended by the Protocol of 1978 (MARPOL) where the ship’s oily water separator or
the other pollution prevention device has not been used or used incorrectly”.
As you understand very well, where we affect the environmental damage, it will take enormous cost and time to recover.
We should realise the importance of environmental protection for both the vessel and the shore, and keep the spirit ofenvironmental protection strictly. Its purpose is that we will not pollute the environment.

－ 54 －JAPAN P& I CLUB

Chapter 3

Trouble Related to Bunker Oil

In this chapter, we will introduce the cases related bunker oil, handled by our Club.
Firstly, we will confirm the situation of the case that oil spill to the ocean due to causes other than collision or stranding.
Secondly, we will analyse the case of oil pollution accident, and finally we will explain about the special short bunker (cappuccino bunker).

3.1

Oil Pollution Accidents Trend

About the oil pollution cases caused by the other than collision or grounding, we made the graph for ocean-going vessels
and one for coastal vessels, which show the number of accidents that, has happened in the past 7 years.

（1）Trend of Ocean-Going Vessels
Firstly, about ocean-going vessels, from Figure 66, the bar graph shows the change of the number of accident and insurancemoney by year with vertical axis. The number of accidents is around 40 in a year (281 in total over 7 years), and the annual
average of the insurance money is approx. US$1.7 million (approx. US$11,833 million in total for 7 years).
Unit: US$1,000

Number
60

55

4,000

$3,619

50

3,500

47
$2,213

40

38

35

34

$2,877

42

2,500

30

30

$1,386

20

$537

10
0

$689

$512

2008PY 2009PY 2010PY

2,000
1,500
1,000
500

2011PY 2012PY 2013PY 2014PY

Number of accident
Figure 66

3,000

0

Insurance money

Trend of Oil Pollution Claims by Ocean-going vessels (2008-2014PY)（2） Trend of Coastal Vessels
Next is about coastal vessels. From Figure 67, the bar graph shows the change of the number of accident and insurance moneyby year with vertical axis., The annual average of number of accidents is about 13 in a year (90 in total for 7 years), and theannual average of the insurance money is approx. JPY 68.793 million (approx. JPY 481,550 million in total for 7 years).

－ 55 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
Unit: JPY1,000

NumberInsulance money

25

140,000¥132,956

22

120,000¥111,118

20

100,000¥80,794

14

15

12

11

10

10

80,000¥75,325

12

60,0009¥41,575

40,0005¥22,666

0

2008PY 2009PY

2010PY

2011PY

Number of accident
Figure 67¥17,116

2012PY

2013PY

2014PY

20,0000Insurance money

Trend of Oil Pollution Claims by Coastal vessels (2008-2014PY)（3）The Summary of Oil Pollution Accident’s Trend
For 7 years, from 2008PY to 2014PY, the number of oil pollution accidents is as follows; ocean-going vessels had about 40 accidents average in a year, and coastal vessels had about 13 accidents average in a year. In terms of environmental pollution, it
is hard to say that both coastal and ocean-going vessel have low level, about the number of accidents. In addition, the common
thing about these accidents is the fact that these accidents are not the leakage of cargo oil but the accidents that occur when
bunkering.

3.2

Case Study : Oil Pollution at Bunkering

We will analyse the oil pollution claims when bunkering.

（1） Outline
From Figure 68, it is shown that HFO was overflowed from the air vent pipe of the vessel’s starboard fuel tank to the deck, andsome of HFO (approx. 0.6 KL) was spilled to the sea. From Figure 69, it is shown that some of the spilled oil was getting over
the oil fence extended around the vessel and diffused. Moreover, the sticky spilled oil spread both to harbour facilities and to
the pleasure craft moored in the port. As a result, it took about one month to complete the cleaning work for the spilled oil.

Figure 68

Leakage Image from air vent pipe / reference*17－ 56 －

Figure 69

Vessel surroundJAPAN P& I CLUB（2） Insurance Money
Cleaning Expense of Clean-up work for Spilled Oil: US$ 818,000

Damage to Harbour Facilities, Pleasure Craft, and etc.

: US$   91,000

Fine: US$    4,500

Lawyers fees/Surveyors fees

: US$ 182,000

The Total Amount: approx. US$ 1,095,500（3） What Happened in the Engine Room ?
(3)-1 [Bunkering Plan]
According to the bunkering plan, each 50 kl (kilo litre(s)) of HFO was planned to load into the starboard fuel tank and port
fuel tank.

(3)-2 [The Accident Situation]
Accident situations are as follows.
1

Bunkering started after fully opened the filling valve of the starboard HFO tank, Oiler A who was
assigned by the bunkering plan, based on C/E’s instruction, was engaged in the bunkering works.

2

According to the bunkering plan, when 50 kl of the filling oil was reached in the starboard HFO tank,the filling valve of the port HFO tank, as shown in Figure 70, needed to be opened and the filling
valve of the starboard HFO tank needed to be closed.

3

However, oiler A wrongly closed the valve of the port HFO tank, and at the same time, he kept thefilling valve of the starboard HFO tank fully opened.

4

As a result, HFO was overflowed from air vent pipe to deck, and was spilled to the sea due toexceeding the capacity of the starboard tank.

Filling Valve of starboard HFO tank

Filling Valve of port HFO tank
Figure 70

Arrangement of filling valve of HFO tanks for Bunkering(Attention, Filling valve of starboard tank is located on the left side!)－ 57 －JAPAN P& I CLUBP&I Loss Prevention Bulletin（4）Cause Analysis - - - Check PointAs the accident was caused by incorrect valve operation, the following are the important points to be checked from the viewof Hardware operation and safety.

Plan (Plan)(4)-1[Bunkering Plan]
1
2

Did the senior engineers such as C/E or 1/E have the enough awareness of both safety and environment?
Did the senior engineers such as C/E or 1/E consider the bunkering plan and bunkering instructions carefully and appropriately beforehand? (e.g., “bunker line”, “personnel allocation”, “no tank is filled to morethan 90% of tank capacity”, etc.)3Did 1/E prepare and summarize the important information beforehand? Its purpose is that crew could
easily understand bunkering plan at meeting?

4

Why did they start bunkering with only one side valve open even if the tank was to receive from both sides?
Did they not find any factors causing mistakes for “ open and close” procedures of the valves?

【Caution】
When starting the bunkering operation, the procedure with multiple tanks in an “open” state is safe. It includes the meaning of confirming
the valves status (position). The fundamentals and of switching valves are as follows.
1) Firstly, to confirm that all valves of the bunker line are closed.
2) Afterwards, to open valves on both on the pipe lines and filling valves of the receiving tanks.
3) After you start bunkering, during watching the increasing each tank level, to adjust and throttling the valve opening degree and oil
supplied flow rate from the bunker barge,4) Finally, to close filling valves on the tank sequentially depending on the reaching tank target level (liquid level). To complete bunkering at the end. However, the arrangement of valves and pipeline affect valve operations seriously. So, it is important to establish thevalve operation procedure where are suitable for each ship design with the safety firs policy.

Meeting (Do)(4)-2[Pre- meeting (Tool Box Meeting)]

Did all crew that were part of the operations understand the instructions of bunkering and situation of the bunker line?
12

Did all engine crew related to bunkering work understand which valve they should close when volume inthe starboard HFO tank reached 50 kl?
Were the following things considered, planned, and decided carefully by the senior engineers and specifically confirmed by engine crew beforehand?
1) Who should switch valve?

2) When should they switch valve?

3) Which valve should be switched?

3Did the oiler A, who was assigned, get the explanation about the bunkering plan & procedure and understand it well beforehand?

4Was personnel allocation for bunkering appropriate? Because even if the engine department has bunker
work, it is important to for C/E and 1/E coordinate and control the other works such as loading ship stores
and attending ship visitors during berthing in port

－ 58 －JAPAN P& I CLUB

Switching operation (Do & Check)(4)-3[Switching Operation]1

Did the other crew carry out double-check during oiler A’s valve switching operation?
W e have never doubt fault by one crew. The other crew / senior engineers, as third person, shouldcarefully confirm, check, and support, with the cooperation as a team, whether he surely completed his
assignment after his work done report.

2

Did they indicate a nameplate on the each valve?
A bout valve operation to be carefully handled, we suggest to arrange the visualisation of valve open or
close for current and next stage by a name plate, so that the other crew, who did not operate, are able
to also compare, evaluate, and confirm whether the current situation is in normal or not.
If there are differences between the situation shown by nameplate and the valve’s actual situation, wemust doubt that the valves are not operated as planned or in a wrong state.

3

Did they check which filling valve is located on left and right beforehand?
It also applies to this case, as location (left & right) of the filling valve of HFO tank’s valve often become
opposite from the one towards us. We recommend you to take actions such as pointing and calling inorder to avoid any misunderstandings.In that case, as mentioned before, it is more important for third
person to reconfirm Others’ Valve operation.

Condition monitoring (Do & Check)(4)-4[Condition Monitoring]
Did the crew continue to check the level (liquid level) in the starboard HFO tank after
he should have switched its filling valves and to monitor its level changes?

1

If they had continued to check , watch, and monitor the tank level (liquid level),1) they could have found the incorrect valve operation by the rising of the starboard HFO tank.
2) Off course they may also have been able to stop the oil overflow and to abate the amountof oil spill to the sea, by conducting emergency response such as rectifying of incorrect
operation of valve or pump emergency stop operation on bunker barge.
Did they check the tank level (liquid level) regularly by the sounding tape in addition
to the remote level gauge?

2

There are several ways to check the liquid level in the
HFO tank. It is simply check with the remote level gauge.
However, in order to check the situation precisely, themeasurement by the sounding tape is the best way to doso. Therefore, you should check, monitor, and grasp themeasurement discrepancy between by the sounding tapeand by the remote level gauge.
For your reference, from Figure 71, it is shown that you
can efficiently measure and confirm the liquid level rise bychecking ullage, which is the distance from the top of thesounding pipe to the liquid surface.

－ 59 －

Figure 71 Measuring real tank level by
Tape Sounding / reference*17

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Was the bunkering flow rate (m3/h) appropriate?
During the valve switching operation, the pressure inside of the pipeline temporarily becomes
unstable.
Therefore, in order to focus on the safety in the most priority, you should also request the barge
to reduce the bunkering flow rate temporarily, or to suspend pumping if a majority of the crew are
inexperienced.
When the open & close operation of the valve during bunkering, as there are some risks inside of thepipeline, you should give your full attention to ensure safety.
For example, you would carefully check the pressure changes in the pipeline with the manifold pressure gauge or by watching the shaking of the bunker hose, which will help you to ensure safety.

3This accident is also the case that it was not a single cause that brought about the accident, but the error chain coming fromseveral causes.

Negative chain（5） Preventive Measures
Supposing that there is some risks in these check points, you should prepare for bunkering so that you can avoid the risks.
In this case, the most important thing is to eradicate the mistakes of valve operation. About this, we have also
found measures for operations and for safety from the above mentioned check points. Therefore, again, we would like tosuggest the following as preventive measures.

(5)-1 Motivation at normal time (awareness for environmental protection)
1
2

（5)-2

At the daily study sessions, the engine department crew
must be educated with the working instructions thoroughly.
Therefore, they should realise that even if they make any
tiny mistakes during bunkering, and if it may occur oil spill,then it will have a significant negative impact on the ocean
environment.
They also should have the essential awareness that theyshould carefully follow each procedure in accordance withthe working instructions and play each crew’s role based ona great deal of caution.

The most important:

Eradicate valve
operation mistakes!

Establish Appropriate Bunkering Plan

These points are the same as mentioned before.
1

3
To secure enough extra space for the receiving tank plan and to secure an appropriate flow rate (m /h)2

To clarify the work assignments ( “line switching”, “working description”, “allocation" and etc.)－ 60 －JAPAN P& I CLUB(5)-3 Pre-meeting
Pre-meeting (Figure 72) is also the same as the above-mentioned check points.

(5)-4

1

To confirm target liquid level of receiving tank2

To confirm the procedure and operation of related switching pipeline and valves, etc.

3

To confirm work description (not only crew but also senior engineers)

Regular Checks of the Tank Level by SoundingTape

From Figure 73 it is shows that you must not entirely trust the remote level gauge too much, it is important to measure thetank level by sounding tape in order to grasp the actual level.

Figure 72(5)-5Pre-meeting / reference*18

Figure 73

Measuring real tank level byTape Sounding/ reference*17

Appropriate Responses in Irregular Cases
1

2

If the junior engineers or oilers, who are assigned the bunker operation, was changed suddenly,

the senior engineers should precisely give instructions of work description again both to thesucceeded junior engineer or oiler and also to all crew.
As we mentioned above, you will have to do other work such as loading ships stores or attend-

ing to visitors even during bunkering in port. For example, in case that you have to change theoiler who assigned the valve operation, from oiler A to oiler B, because oiler A has to do theother work, we have to predict the operation influence. So, senior engineers should carefully
give caution and instruction due to the change of oiler assigned the valve operation both to theperson who succeeded the task and to all crew.

When oil pollution occurs, please report it to proper authorities and our Club precisely, as soon as possible.

（6） [Reference] Bunkering Plan
For reference, we will introduce concrete items of the bunkering plan stipulated in SMS manual.
For example, by using the bunkering plan as shown in Figure 74, when you make the bunkering plan, after deciding thetank to be bunkered and calculating amount to be bunkered, the estimated final liquid level in each tank, it is important tobe calculated to secure 10% or more extra space precisely (no tank is filled to more than 90% of its capacity ). (Please see－ 61 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

Reference ④ )About the emergency contact method between the vessel and barge, both sides, (two methods), need to prepare an individual
system of communication. It means ship and barge establish and secure the duplicate communication route.
Of course, it should be checked the functions or performance of both the vessel’s communication equipment and barge's
carefully and precisely beforehand.
⃝
⃝
⃝
⃝
⃝
⃝
⃝
⃝
⃝

Assignment of roles (Station and duties)
Ship internal communication system (Transceiver)Sets of Transceivers (the system of emergency contact
with barge)
Piping diagram for bunkering and oil transferring
Table of bunkering plan (Example: Figure 74)
Work Instructions for Bunkering (Which tank should you start
and which valve should you operate?)
Safety check list before and after bunkering
The measurement record sheet for the actual filling tank
Emergency procedure (Oil spill, a fire, etc.)

⃝
⃝

⃝

⃝

Fire extinguisherM aterials of clean-up/prevent the spilled oil (Spilled oil
disperses, spilled oil clean up agent, etc. sawdust, rags, oil
adsorbent, and prescribed spill can)Tools, Thermometer, Pressure gauge, Reducer, Bunker
sampler ,Bunker oil sample kit (Container and flange forsampling) , etc
The followings are for your reference books and guidance,
1) Ship Finished Plan
2) Singapore Standard Code of Practice for Bunkering SS 600
3) 25.4 The Bunkering Safety Check-List (ISGOTT)

Figure 74 Sample of bunker plan

3.3

Cappuccino Bunker (Special Trouble Related Short-Delivered Bunkers)

Despite the fact that the cappuccino bunker is reported as maritime-related information many times, bunker barge well
knows that it is difficult for the vessel to find it out. In fact, such unfair practice is still being done.
In Japan, we may not see the above wrongdoing and trouble when bunkering. It has been decreasing in countries such asSingapore, however we realise that these cases have still been occurring. So, we would like to introduce the important pointsof each step. Its purpose is that the crew can realise the risks of this trouble and deal with it when they find it.

－ 62 －JAPAN P& I CLUB

Related information

JAPAN P& I CLUBP&I ロス・プリベンション・ガイド
P&I Loss Prevention
Bulletin

Our Club’s P&I Loss Prevention Bulletin

編集：日本船主責任相互保険組
合 ロス・プリベンショ
ン推進部

Vol.30 “Bunkers – Quantity and Quality Disputes”

補油数量の問題………

第 30 号 2014 年 3 月

目 次
はじめに ―需要と供給…………………………

INDEX
1

…………………………
… 4
カプチーノバンカー…………………… 4
品質の問題……………
…………………………
… 10• 触媒粒子 ……………
…………………… 12• 密度 ……………
…………………………
12• 粘度 ……………
…………………………
14• 安定性と燃料の品質…………………… 14• 引火点 ……………
……………………… 14• 流動点 ……………
……………………… 14• 灰分 ……………
…………………………
14• 異物混入 ……………
…………………… 16• 点火・燃焼特性…………………………
16• サンプル採取と分析…………………… 16•
MARPOL Annex VI 及びISO8217 の定める
硫黄分含有率の問題 ……………
………… 18•
MARPOL 条約の定める硫黄分濃度の上限値に適合する燃料の指定 ……………
………… 18•（1）What is “Cappuccino Bunker”?
“Cappuccino bunker” is the unfair practice that the barge (fuel oil supplier)increases the apparent volume with mixing bubbles of air in fuel oil, by somechemicals and/or physics method when bunkering fuel oil to the vessel.

Vol.30 March 2014

The Japan Ship Owners’
Mutual Protection & Indemnity
Loss Prevention and Ship
Association
Inspection Department

Introduction - Supply

and Demand ……………

Quantity disputes ……………
• Cappuccino Bunkers

1…………………… 5………………………
5

Quality disputes ……………

…………………… 11• Catalytic Fines ……………
……………… 13• Density ……………
…………………………
13• Viscosity ……………
……………………… 15• Stability and fuel cleanliness…………… 15
• Flash Point ……………
…………………… 15• Pour Point ……………
…………………… 15• Ash………………………
…………………… 17• Unusual contaminants ……………………
17• Ignition and combustion
properties ……… 17• Sampling and testing……………………… 17• Sulphur content dispute
resolution in accordancewith Marpol Annex VI andISO 8217 ……… 19• Nominating a fuelto comply withMARPOL Sulphur Limits………………… 19

燃料油 ― 品質と補油数量についてBunkers – Quantity and Quality

Disputes

はじめに ―需要と供給
近年、燃料油の品質と補油数量に起因すると考えられるトラブルに船主や用船者が巻き込まれる事例が増加傾向にあります。本号では、このような
傾向の背景には何があるのか、そしてどうしたらトラブルを回避できる
か、また、対応できる
かにつき、解説してまいります。

Introduction - Supply

and Demand

Ship Owners and Charterers
continue to become
involved with what seems
to be an increasing
incidence of bunker quantityand quality disputes.
In the following text weshall attempt to explain
thebackground behind thistrend and suggest some ways
to reduce the risk and manage
these types of disputes.
The global shipping fleet
grew at an unprecedented

The matter of cappuccino bunker is shown time-sequence in Figure 75, 76, and 77.
The ochre coloured part indicates normal fuel oil, and the cream coloured partshows the fuel oil mixed with air.
From Figure 75, it is shown that fuel oil mixed with air is slightly supplied to the fuel oil tank in the middle of bunkering. At
the final step of bunkering, from Figure 76, it is shown that you will see a lot of the fuel oil mixed with air in the upper partcream coloured as faked fuel level. A few days later, from Figure 77, it is shown that the bubbles will be gone, and as theactual fuel level appears, you will find the loss of volume, which will be the bubbles that have vanished.
－1－

During bunkeringa few days later：Ullage just ﬁnished bunkering：Loss of quantitiyFigure 75 reference *17

Figure 76 reference *17

Figure 77 reference *17

Slight amount of bubble contamination from later half of bunkering

By the time of the completion of

WithIn a few days, the bubbles will

bunkering,the upper part will mostly

have dissappeared, and a substan-

be ﬁlled with bubbles

tial loss(short bunker) is discovered

This will bring about operating economic loss. About ship safety operation and management, if it may develop into theworst case, the operational failure will be caused by lack of fuel oil. Therefore, crew should pay a careful attention to
bunkering.

－ 63 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

However, even if crew should be careful, if they do not have the knowledge of what cappuccino is, they cannot evaluate andjudge the state of bunker quality. From Figure 78 to 83, the pictures of cappuccino state and normal state are introduced.
Firstly, when compare the surface condition in the tank. From Figure 78, it is shown that a rough surface is in a cappuccino
state which includes air (bubbles). From Figure 79, it is shown that smooth surface is in normal state which does not include
air (glossy).

Cappuccino
Figure 78

Good
Figure 79[Cappucino condition][Normal condition]

6 hours after bunkering: without
bubbles / reference*19

2 hours after bunkering: a lot ofstrong bubbles / reference*19

Next, when compare the surface condition on the sounding tape. From Figure 80 it is shown that the tape without gloss is ina cappuccino state which includes bubbles. From Figure 81 it is shown that the tape with clear glossy reflection is in normal
state which does not include bubbles.

Cappuccino
Figure 80

Good
Figure 81 [Normal status][Cappuccino status]

a lot of bubbles on the tape (without
lustre) / reference*19

No bubbles on the tape (beautiful
glossy reflection)/ reference *19－ 64 －JAPAN P& I CLUBFinally, when compare the surface condition of the sounding tape’s bob section (Dip weight). From Figure 82 it is shownthat the state of the bob section without gloss is in the cappuccino state including the bubbles. From Figure 83 it is shownthat the state of the bob section with clear glossy reflection is in normal state which does not include bubbles.

Cappuccino
Figure 82

Good
Figure 83[Cappuccino status][Normal status]

No bubbles on the tape's dip weight (clean
glossy reflection) / reference*19

a lot of bubbles on the tape's dip weight(without lustre) / reference*19（2） Preventive Measures
Taking the cappuccino’s features into consideration, we will explain the important points of each stage as preventive
measures.

(2)-1 The Important Points of Bunker Barge Alongside
The important points of bunker barge alongside (when checking the total quantity in the barges) are as follows.
1

Before bunkering check and measure the total bunker oil quantity and its temperaturein the barges.

Opening of ullage hatches or tank hatches should provide an opportunity to2

observe any foam on the surface of the bunkers. Bubble may also be detected on
the ullage tape as shown in Figure 80.If there is no bubble then the oil level on thetape should appear distinct with no entrained bubbles as shown in Figure 81.

3

If entrained air is suspected then obtain a sample of the fuel by lowering a weighted
bottle into the tank. Pour the sample into a clean glass jar and observe carefully forsigns of foam or bubbles.

－ 65 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

4

(2)-2

If these observations show entrained air, the C/E should not allow the bunkering tostart and contact his head office immediately.
At the same time, he should also arrange as follows:⃝ If the fuel is being provided by a charterer then they need to be made aware of
the problem. Owners and/or Charterers should then request for an investigation
by an independent Bunker Surveyor.
⃝ The barge Master should be issued with a letter of protest (please see Reference ⑤ ) and a copy sent to the ship’s agent.
⃝ If the barge Master decides to disconnect from the ship and go to anotherlocation then the agent should immediately inform the port authority and try toestablish where the barge has gone.
⃝ All relevant times and facts should be recorded in the deck log book.

Important Points Before Bunkering
1

The C/E should check and confirm that the quantity held in these tanks is consistent
with the quantity to be delivered and that on the bunker delivery note (hereinafter"BDN").

2

If the C/E has not observed any entrained air during the initial barge survey, it is still
possible that air can be introduced to the barge tanks or the delivery line during thepumping period.
The “Singapore Bunkering Procedure SS 600” prohibits the use of compressed air
from bottles or compressors during the pumping period or during stripping and line
clearing.
It should be confirmed with the barge master that he will follow this procedure. (Reference SS600 2014: Paragraph 5.2.2.9.)
Stripping of barge tanks can also introduce air and stripping should only be performedat the end of the delivery for a short period of time. The Barge Master must agree toinform the C/E when he intends to start stripping and when it has been completed.
In case of conduct the striping every switching operation of barge tank and/or blow
off air in order to push out the remained oil in the hose, a small amount of air will get
mixed in to the tank, but it will see little influence.

3

It is important that the C/E measures and records the contents of all his bunker tanks
before the delivery starts and if an independent surveyor is attending he should be
asked to verify this record.

－ 66 －JAPAN P& I CLUB

(2)-3

(2)-4

Important Points During Bunkering

1Ship’s crew need to be alert during bunkering and check for the following signs:⃝ Unusual movement of the delivery hose.
⃝ Unusual sounds when standing in vicinity of bunker manifold with contacting theear or the auscultation rod,
⃝ Fluctuations of pressure indication on manifold pressure gauge.
⃝ Unusual noises from the bunker barge⃝ Excessive bubbles observed on the sounding tape while taking sounding of
bunkers in the ship’s tanks.

2

If these observations suggest that air is being introduced into the bunkers then the C/Eshould request the barge Master to stop the pumping operation.
In this case, open the manhole of the vessel’s receiving fuel oil tank, and request to
also confirm and understand the situation with barge master.

3

In addition to the above, take the sample of fuel oil and observe the condition such as
air bubble and foaming.
The C/E should aboard to the barge, measure all the tanks, note records, and obtaina signature from the barge master. Reporting to the shipowners or charterers, letter ofprotest, and noting in the log book are the same as the above (2)-1- ④ .

4The bunker receipt should not be signed and no agreement reached with the barge
Master on the quantity discharged or received.
This should be checked and verified by an independent surveyor.
Again, if the barge departs then the time of departure needs to be recorded and theship’s agent advised.

Important Points After Leaving Port1

As a further check it would be prudent to remeasure ALL the ship’s fuel oil tank contents about 12 hours after the delivery to check for any apparent loss but remember it
would be very difficult to resolve any differences after the C/E has signed the BDN.

2

The crews should keep all check lists, sounding records, records of all matters andcontents of meetings, receipts, and all other related records for later reference.

（3） [Summary]
Basically, it is very important to carry out appropriate measurements in the vessel’s tank when bunkering at any port in order
to avoid short delivery, regardless of cappuccino bunker.
In order to prevent cappuccino bunker, it is important to have acute power of observation “before and during” bunkering,
especially about the above (2)-1- ② & ③ and (2)-3- ① . The most important thing is to detect as earliest.

－ 67 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
Engine-room Resource
Management (ERM)

Chapter 4

We would like to think about Engine-room Resource Management (hereinafter "ERM"), which is similar concept with
Bridge Resource Management (hereinafter "BRM"), which people have not yet reached systematic and comprehensive
understandings, in terms of accident prevention.

4.1

Reviewing“Thinking Safety”

We would like to reconfirm about the contents of our Loss Prevention Bulletin No. 35 “Thinking Safety” issued on July
2015. (Reference *20)

（1） What is Safety?

It is necessary to consider safety from thepoint of view of preventative measures to

Several types of research establishing safety have been
conducted. However, in fact, what we should essentiallyconsider are social considerations. So, it is necessary toconsider safety from the point of view of preventative
measures to ensure that the accident and trouble does notreoccur.

ensure that the accident does not reoccur.

We need to reffer to this as the ‘preventative
type’ of safety measure.

Therefore we should focus on and consid-

The English psychologist Professor James Reason
defines safety as “having resistance to danger to which anorganization is constantly exposed”.
For example, when we consider operation of a vessel, we
could recognise many dangers such as the dangers of acollision, the dangers of a cargo accident, the dangers ofdamage to harbor facilities, and the dangers of an engine
failure.

er "how to avoid these dangers" as being
most significantly associated with safety.

In order to guard against accidents,"ﬁrstly to sense andanticipate any risks,

Therefore, since safety is only just sense of values orconcept, we should focus on and consider "how to avoid
these dangers" as being most significantly associated withsafety.
Since the result of guarding against accident is equivalent
to the safe condition eventually, to think about the safetymechanism is first to “sense and anticipate any risks” andthen to “prevent and avoid them”.
Therefore, we can simply draw the conceptual map ”Logicof " Safety = Avoiding risks " ” as shown in Figure 84.

andthen to think about
its prevention and avoidance"
are constantly required!

It means after establishing one's own technicalframework, we must always think what is the mostimportant and efficient way to use and implemen-－ 68 －

tation it for the safety.

Figure 84

Safety = The logic of avoiding risks

JAPAN P& I CLUBJAPAN P& I CLUBＰ＆Ｉ ロスプリベンション
ガイド 第 号

P&I ロスプリベンションガイド

In other words, there is a puzzle of risks, and then if you succeed in filling the pieces of puzzle, we
can avoid the risks. On the other hand, if you cannot fill them or some blanks are remained, you will
fall into the pitfalls as risk. It is a high possibility to come into the trouble or accidents. Therefore It is
indispensable to sense & anticipate the risks precisely, and to make efforts to prevent & avoid them
step by step.

35

JAPAN P& I CLUB第 35 号 2015 年 7 月

P&I ロスプリベンションガイド

編集：日本船主責任相互保険

組合 ロスプリベンション推進部

安全について考える

ブリッジリソースマネジメ
ントと機関室リソースマネ
ジメント

著者近影

日本船主責任相互保険組合
ロスプリベンション推進部長

船長 岡田卓三

JAPAN P& I CLUB
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We have introduced the features of fuel, the characteristics of mixed fuel, and the fact that overheating willbring about vapour lock in the above case study of engine troubles.
About the machinery and systems in the engine room, the crew as technical professionals should understand and deal withthe following; the purpose of using technology developed by science, which is the basic rule and principle of nature, themethod of operating it rationally, and that of daily management.
It is important to fully establish the pyramid of science, technology (engineering), and technical professionals (engineers,marine officers ) as shown in Figure 85.
For example, in the scientific field which is the base, we should know the fuel oil how state change after pressurisation or
heating under the rule and principle of nature. Next, in the technology field, we develop how to control viscosity automatically, considering good use of the features of fuel oil. Moreover, marine officers as engineers and professionals consider anddecide how to set viscosity or temperature based on the purpose of the pipe line system and appropriate viscosity,

The point is to ﬁrmly establish the pyramid ofscience, technology, and engineers.
How to operate the developed Technology
effectively and efﬁciently. For example, tooperate valves by considering proper setting ofviscosity and temperate, and to understand theaction principles of the piping system.

Technical professinals(Engineers, Marine ofﬁcers)

How to take advantage of scientiﬁc theory.
The results depend on how to apply it.
Methodology to make a good application ofscience.
For example, system of automatic fuel oil
viscosity control for optimum combustion of
main engine.

Technology(Engineering)

Great principle of nature.
(Basic rule and principle of nature:scientiﬁcknowledge)
It is necessary to understand the theory ofchemistry and physics.
For example, the mechanism of status change
of Fuel oil caused by decompression, pressurisation, cooling, heating, and overheating.

Science

Figure 85 Pyramid of science, technology, and engineers－ 69 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

Therefore, in dealing with equipment, do not forget that the crew are to breathe life into machinery and make the best
performance of machinery.
We have the phrase used at work site, “A word to the wise is enough!”(to understand everything from only one part). Thismeans that a one instruction or decision always has the principles of science or technology as grounds, which is the elements
for making a decision, which is 10 times or 100 times the amount of instructions or decisions.
For example, about the instruction from a senior engineer to a junior engineer, the junior engineer should understand thebackground precisely of the instruction. If the junior makes a decision by himself, the process should be logical. Otherwise,
his each action does not bring out the power (meaning) of grounds (intention and conscious). Moreover, the junior engineer
cannot improve himself.
If the junior engineers study the principle of science and technology only for the exam, and they do not try to obtain any
knowledge after the graduation, they would not be able to have a mutual understanding related to the operation managementwith the senior engineers including C/E. As the result, we are afraid that it may cause the risk that the engine room’s work
cannot be operated systematically.
Similarly, this can applies to the implementation of work instructions. The instructions are made in order to keep a certain
safety level and complete work efficiently. The order of each work arranged in order in the work instructions has a meaning
based on the principle of science and technology.
In the case study of a blackout accident, we have introduced the breachof work instructions. In order to follow the instructions, crew should
understand the principle which supports them. Even if the trouble occur
during the operation, if the crews understand the principle which supports
the instructions, he can go back, remove the cause of the trouble, and finallyrestart its procedure.
From the above, the important point is to understand the basic rule andprinciple of scientific knowledge firmly so that the engineers can breathe life
into machinery and operate the machinery precisely and efficiently.

4.2

Difference Between ERM and BRM

ERM’s concept is basically similar to BRM. However, the point of ERM which is absolutely different from BRM is the factthat "the engineers should cope with invisible situation as obstacles" in ERM..
For example, in BRM, at the bridge, navigator can watch all events happening in front them. Additionally, the ship navigators, such as the Master and pilot, have the solid common understanding which is called seamanship, which has been takenover from the age of discovery for a long time.
Under these circumstances, the key point of BRM is required how to take the prompt action to avoid risks with an appropriate decision.
On the other hand, in ERM, at engine control room or at the site of engine room, the engineers cannot directly see thephenomenon happening inside of machinery or pipeline, except for the inundation or a fire, if anything happen.
Therefore, the engineers have to correspond the difficult situation by taking into consideration with the technical objective－ 70 －JAPAN P& I CLUBinformation, their analysis & estimation of the grounds which are based on the rule and the principle of science and technology.
Besides, though the basic concept of the engine system is the same, however arrangement of all machinery, pipelines,
valves, and so on, are different depending on each ship. Under this circumstances, the engineers should judge the situationand decide the measures, based on the report from the site of engine room.
Of course, needless to say, the engineers as commander in the engine control room must also understand the arrangementof the machinery, pipelines, valves and so on in the engine room, and they should have and improve their enough skills andknowledge so as to operate machinery by themselves.
Therefore, in order to establish the ideal management system, we must think about something extra [+α], as follows
1It is important for the engineers to find the presage and indication of abnormality precisely before trouble oraccidents occur by continuous machinery monitoring with acute power of observation .

2In order to achieve the normal operation of system and machinery based on the principle, it is necessary for crew
to conduct the scheduled inspection & maintenance regularly and grasp the operation status appropriately.

3If the education and training system appropriately are established, it may be able to deal effectively with an
emergency trouble and avoid accidents.

Finally, we expect that ERM ＋ α will bring better management.

4.3

What is ERM? (Attachment Document*18)

In this section, we will explain what the essential ERM is, quoted from “Engine-room Resource Management” introduced in
web site of the General Incorporated Foundation, The Maritime Human Resource Institute

4.3.1

Ability Requirements Table and Resources

This is also the reviewing of P&I Loss Prevention Bulletin Vol.35 “Thinking Safety”.
According to International Maritime Organisation (hereinafter "IMO"), ERM is a method of ensuring safe operation of
the vessel through appropriate management of resources (resources: equipment and plant, personnel(crew), information)effectively.
The revised abilities requirements table regulates the important items as shown in Figure86, when practicing ERM.

ERM’s ability requirements table in IMO⃝

resource arrangement⃝

effective communication⃝

the decision of duty and priority⃝

definite indication of intention and leadership⃝the ability to recognise situation⃝u tilisation of team members experience and understanding of ERM principle
Figure 86

ERM’s ability requirements table in IMO－ 71 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

If we summarise the resource management, it will be as shown in Figure 87.
To arrange crew appropriately based on their

Personnel(Crew)
Management

Resource
management

qualiﬁcations, their experience and their certiﬁcations.

To manage the operation and maintenance ofEquipment
management

machinery, and running and maintenance records.

Information
management

To manage records of information, sharing of information
and appropriate understanding and response to information.

Figure 87 Resource management

From Figure 88, it shows about the correlation diagram for ERM requirements based on the ability requirement table in IMOSkills/elements constructing ERM
ERM principles
Assignment of resource

Allocation of esource

Communication
Leadership

AssertivenessConsideration of team experience

Situational awarenessPrioritization of resources

Management

Resource: Objects of management
Instalation(Equipment& plant)

Figure 88

Personnel(Team members)

The interrelation among the ERM’s requirements－ 72 －

Information

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From Figure 88 it is shown that “the communication is the most important factor in ERM”.
That is, assertiveness and leadership are abilities based on the foundation of communication. Applying the experience ofteam members is also an ability based on the foundation of communication, and shares points with leadership.
The three requirements (Allocation, Assignment and Prioritization) related to resources and situational awareness haveno commonality with communications, and can be seen as independent requirements. The principles of ERM are thesefour as shown within the rectangle, and are elements shared within ERM. They are the disposition of crew necessary for
maintenance of safe operation, and the principles related to abilities necessary for crew and scope of activities.

4.3.2

The Effects of ERM

It should understand that ERM’s extent is applied to all cases related to work in engine room. It means that it applies to both
“entering and departing at a port or emergency responses” and “maintenance works”. In this subsection, we will introduce
the case of the “tool box meeting”, described in teaching materials (video and textbooks) of The Maritime Human Resource
Institute（1） [Tool Box Meeting]
Recently, a tool box meeting have a routine work on the ship.
The background of introduction of this meeting is because the engine department’s personnel organisation has become
multinational and multicultural. As a result, lack of communication has surfaced. As one of the preventive measures, the tool
box meeting gives a opportunity of a mutual understanding and communication among each other crew in engine department in order to carry out safe and careful precise operations.
The custom to hold tool box meetings with the all of the engine department members joining haven’t had before. However,since regulations on safety have been strengthened and safety consciousness has been raised, the tool box meetings havecome to be important.
As we mentioned before, the tool box meeting become important because the change of work environment on ship affected
the characteristics of work process, including the influence of internationalisation and multi-culturalisation..
However, at the meetings, crew tend to focus on the topics such as working description, time schedule, and crew allocation.
Is this really enough?

3/E

Figure 89

C/E

1/E

Tool box meeting (1)No.1

Figure 90－ 73 －

Individual meeting for pre-work confirmation

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Figure 91

Contact with relevant departments

Figure 92

Maintenance work in engine room

Figure 89, 90, and 91 are taken from the video published on the following HP.

The Maritime Human Resource Institute WebsiteVideo：http://www.maritime-forum.jp/et/movie/Engine_room_japanese/index.html

Textbook ： http://www.maritime-forum.jp/et/pdf/h23_EngineRoomResourceManagement_japanese.pdf（2） [Information Sharing]Engineers should pay a careful attention to the coordination among each other works as well as consider influence to engine
operation by individual work. Otherwise, it may cause and develop into accidents.
We will explain an example from the video above website;
No.1 oiler quoted the following example and gave advices 3/E to be paid attention as measures. (Figure 93 and 94)"
“Engineers and crew depended only upon following work instructions, but their humanly five senses didn't work at all
and they couldn't fully prevent the accident where the cover was blown off during the cleaning of the seawater strainer as asimple work.
The direct cause was that residual pressure left in the strainer cover could not pull out , since the air vent pipe was clogged.
As the result, the cover was blown off vigorously when engineers loosened the cover nut. Despite the person in charge
followed as instructions doubtlessly, he neglected to confirm the essential state when releasing out residual pressure.
Therefore, the air vent pipe was clogged up, however engineer and crew could not let their humanly five senses work
towards the following phenomenon, and then could not feel anything abnormal, which caused the trouble.
1
2

To listen to the sibilant air-borne sound which can be heard before sea water comes out from air

vent pipe vigorouslyTo feel the temperature change coming from the change from air to sea water inside the pipe,

which they could have felt if they had touched air vent pipe.

It is primitive, but it is important for crew to feel the change of state by applying humanly five senses and making a judgement, not only following instructions.

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No.1

Figure 93

air vent pipe

3/E

Advice from No.1 Oiler to 3/E

Figure 94

Sea water strainer

Next, the C/E introduced a situation, which had happened in another ship before, explaining the accident occurred after theconditions which was different from the normal at dry dock , and also the accident occurred due to a lack of information
sharing after adjustment “ ① Leakage from Fuel Safety Valve, ② Damage of Diaphragm.”
He encouraged the other engineers to realise the importance of information sharing . (Figure 95, 96, 97 and 98)
He also told all engineers that information sharing in ERM’s principles are important both for “operation” and for “maintenance”.

Figure 95

Safety instructions from Chief engineer to all
Engine member

Figure 97

Damage of diaphragm on control valve－ 75 －

Figure 96

Leaking safety valve of fuel oil heater

Figure 98

Information sharing at Tool box meeting

JAPAN P& I CLUBP&I Loss Prevention Bulletin

These are the effects of a tool box meeting, however, it is necessary for crew to realise that the information sharing is theessential and constitutional factor of the effective communication.

4.4

Did ERM Work in the Case studies?

We have introduced five cases in chapter 2 and 3. We have seen surprising cases that we would never imagine to see in sucha series of pitfalls (negative chains).
We have analised several check points .However, from Figure 99 it shows about the review of accident check point in viewof ERM’s ability requirements about these five cases. What kind of things can we think? What kind of approach should weapply?

ERM ability requirement

Check point

Boiler water leak

Allocation of resources

Did the person in charge (hereinafter "PIC") of boiler have enoughmanagement knowlege & ability to maintain the boiler as designed?

Effective communication

Did the chief engineer or the superior give precise advice?

Assignment and prioritization of
resources

Did the PIC of the boiler understand the importance of boiler water
control?

Assertiveness and leadership

Did the C/E or the other experienced senior engineers give the PIC theexplanation about the importance of maintenance?

Situational awarenessDid the engine member have enough knowledge?

Consideration of team experience and "Didn’t the other engineers with experience of the boiler have doubts?
knowledge of ERM principles
Didn't they give PIC any advice?"

ERM ability requirement

Check point

Main engine start failure

Allocation of resources

Were the C/E unable to assign the crew around the main engine in orderto manage fuel temperature and viscosity change frequently, dependingon the situation, so that they can avoid the abnormal situation?

Effective communication

Was the communication among engine room, engine control room (ECR),
and bridge enough?

Assignment and prioritization of
resources

Was the timing for the change of fuel temperature setting from the C/E
appropriate?

Assertiveness and leadership

Was the C/E’s instruction appropriate?

Situational awarenessDid the C/E understand the status change of fuel oil in pipe line in thecase of no Main Engine fuel consumption?

Consideration of team experience and Didn’t the other engineers have doubts about the C/E’s order or theknowledge of ERM principles
situation in the pipe line?

－ 76 －JAPAN P& I CLUBERM ability requirement

Check point

Blackout

Allocation of resources"Was the assignment role for engine member appropriate ?
So they can restart Generator engine after its emergency stop?"

Effective communication

Did the senior engineers recognise the situation of starting air valve ?(Whyclosed?) (Didn’t he check?)

Assignment and prioritization of
resources

Were the operating instructions for the inspection items of recovery work
clear?

Assertiveness and leadership

Did the C/E and the 1/E give all Engine member appropriate instruction?

Situational awarenessDid engine member have the appropriate situational awareness forBlackout recovery?

Why didn’t engine member understand the importance of blackout
Consideration of team experience and recovery drill?
Did any engine member experience the blackout recovery work?How
knowledge of ERM principles
many experienced menber were there?

ERM ability requirement

Check point

Boiler black smoke

Allocation of resources

Did the PIC of boiler have enough management knowledge & ability tohave boiler function as design?

Effective communication

Regarding black smoke condition, why wasn’t the information of exhaustgas condition shared between the engineer officer on watch and the deck
officer on watch?

Assignment and prioritization of resources How was the priority schedule of burner maintenance?
Assertiveness and leadership

Did the C/E explan and motivate PIC of boiler how importance themaintenance is?

Situational awareness

When the black smoke was found, why did engine member fail to takeeffective measures such as suppressing or preventing it?
Didn’t the engineer officer on watch monitor the black smoke outside?

Consideration of team experience and "Didn’t the other engineers with experience of the boiler have doubts?
knowledge of ERM principles
Didn't they give PIC any advice?"

ERM ability requirement

Check point

Oil leakage in bunkering

Allocation of resources

Of course the each role of engine members must be assigned inadvance,however didn’t anyone double-check their colleague?

Effective communication

Did any senior engineers instruct and explain their engine member theoperation procedure how to change-over the valve beforehand?

Assignment and prioritization of
resources

Did the senior engineer infrom their engine member the bunkering plan
precisely in advance?

Assertiveness and leadership

Did the senior engineer conevey their engine member the bunkering plan,and remind them concern oil pollution in advance?
Did the experienced engine member educate the poor skilled member?

Situational awarenessDid engine member check the liquid level of the tank regularly (e.g., every
15 minutes)?

"Did the experienced engineers give their engine member the appropriate
Consideration of team experience andadvice each other?
knowledge of ERM principles
How many experienced engine menber were there?"
Figure 99 The reviews of the accident examplerelated to ERM ability requirements－ 77 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
4.5

What is Engine Management? (ERM ＋α )Engine-room Resource Management (ERM) is the management of resources and means the system where crew in theengine department can directly cooperate with each other and organically function.
On the other hand, where we think about the appropriate engine management that can avoid accidents in terms of practicalaspects, it is important to establish the situation monitoring, the maintenance, and the educational system which will be abase for engine management. It is something extra [+α] which supports essential ERM operation, causing indirect effect.

（1） What is Direct? (ERM)
The work site of direct effect for ERM generally means the following operating situation including the maintenance operation said in 4.3.2.
1

To handle the immediate response system to the standby maneuvering (engine operation) during theentering and departing at port.

2

To handle the immediate response system to emergencies such as a blackout, main engine’s stop, oilleakage, a fire, and flooding.

3

To handle operation such as the bunkering of fuel or lubricating oil and discharge with sludge which may
have the possibility of an oil pollution accident.

4

To handle watch-keeping at sea (cooperate with bridge maneuvering, engine operation)5

To handle watch-keeping in port (cooperating with loading/discharge operation, maintenance operation)6

To handle Maintenance operation (important information sharing , establish operational mutual cooperation, communication, support, and understanding the situation, normal operations, share the special statusof the valves and equipment not to be operated, cooperation with other departments and so on.)Speaking of cooperation, the cooperation in engine department is of course important. However, as we have introduced thecase that the main engine start failure brought about submarine cable damages in chapter 2-2.2.2, we have pointed out that it
is important for the deck department and engine department to communicate with each other in advance, about the timing ofswitching fuel oil when departing the port.
Another similar case is in case of that the fuel oil tank is located in the lower part of cargo hold; if a cargo weak to heating is
to be loaded, the cargo department should issue a caution to request about the heating temperature of the fuel oil tank to theengine department. The engine department would have to flexibly adjust the temperature. Thus, it should pay an attention to
the resource management focus on the optimality of the vessel.
The communication is important, however the engine room has big noise and it is difficult for the crew to communicate witheach other. Therefore, it is necessary to think about the way to communicate. For example, the crew should try to use clear
and simple phrases in order to convey their intentions clearly and can avoid misunderstandings.
When closing something, for instance, crew should decide on the word to use: “close” or “shut”. It is necessary to have afirm policy to convey information.

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（2） What is Indirect [ ＋α ] ?
In order to prevent accidents, it is important to establish situation monitoring, maintenance, and educational system which issomething extra [+α] as shown below, which supports direct operation:1

	Situation monitoring and judgement for continuous operating information of main engine andauxiliary machinery.(early detection of abnormal symptoms, understanding the characteristics
under the environment of vessel operation, trial, comparing the same type of ships and so on )As each ship has different sea service areas and loads, about status management, it is necessary for engineers tocompare the current operational state with sea trial data or a normal operation state regularly.
To understand the characteristics of each machinery or system enables to find out something unusual, and to takeappropriate measures on a timely.

2	Appropriately Planned Maintenance System: to maintain the situation so that machinery design

performance can function.
(The instruction manual of the finished plan, manufacturer service information, maintenance instructions based on lessons learned (knowledge of experience), etc.)
Based on the case study, we learned and reconfirmed the importance of maintenance.
The vessel, ship management company, and operation department should do maintenance as a whole team undera common understanding. Moreover, the operation department should also understand the importance of ensuring the time of maintenance.
About maintenance, recommended maintenance interval has been given by the manufacturer, however theload on machinery will be different, depending on the operation environment such as operation load, operation
pattern, sea service area, fuel oil and lubricating oil to be used and, etc.
Therefore, it is important for crew to carry out maintenance work with appropriate timing set by each company
or each ship, considering the lessons learned (knowledge of experience) based on operational evaluation or thetrouble experience of the company comprehensively. For example, each company should observe the state ofdeterioration by measuring at the overhauling maintenance.
That is, it is the know-how of maintenance. once again, this is one of the best management methods to avoid
trouble, however it must not be the know-how with lowest safety.

3

Education on the ship: Establish the common understanding related to the engine system
Not taking too much time to complete the check list, and not taking the science part of the principle only as anarmchair theory, let's think about the education on the ship to develop feasible engine management in terms ofpractical engineering.
We have considered the methods and introduce below.

・

Hold study sessions regularly, about the meaning of the engine operations& the work instructions or the management of system operation.
－ 79 －JAPAN P& I CLUBP&I Loss Prevention BulletinThis is a repetition of 4.1 (2), the relationship among science, technology, and engineers. On the ship, the work
instructions are made and managed in order to keep a certain safety level, and complete work efficiently. The
work instructions are based on principles. Even if the trouble occur during the operation, if the crews understandthe principle which supports the instructions, he can go back, remove the cause of the trouble, and finally restartits procedure.

・Information sharing on examples and experiences of trouble.
About information sharing, we have introduced the case of tool box meeting before. However, the crew do nothave many opportunities to experience notable trouble that we would not be able to forget, at the work site. It is
important for crew to share the experienced crew’s experience on another ship, or past instances accumulated ata ship management company.

・

Study sessions focusing on maintenance work instructions or risk assessment.
Making good use of the lessons learned (knowledge of experience) based on trouble experience, anticipating
risks and making efforts to upgrade the safety level are very important. For example, since the junior crew havelittle experience, they will be able to develop the ability to avoid risks by sharing the experienced senior crew’s
experience at another ship, and by discussing the past instance accumulated at a ship management company.

・Conduct emergency drills such as a blackout recovery drill
Needless to say, it should carry out the drill regularly. It's purpose is that the crew can respond promptly whentrouble of critical machinery occurs, which does not occur frequently.
In the case of a blackout, there are two procedures: one is procedure of automatic recovery and the other is procedure of manual recovery. It is important for engineers to recognise both of them. At the same time, it is helpful
to understand the machinery and equipment supplied by emergency generators, which are not operated regularly.
Furthermore, it will be a great opportunity to think about what kind of attention the engineers should be paideven during normal operation, about the machinery and equipment which cannot be fed by the emergency
generators.

・Review of reasonableness of check lists, instructions, and SMS by the study sessions.
We advised before that the work instructions have a reason/background.
When theories match practices at work site rationally, the established procedures will be followed for a longtime.
However, if the first version of work instructions were established based on the crew’s experience, that is, if thefirst version of work instructions were established based on custom which done at the work site from a long timeago, it is focused on the priority to the rationality of work, or on the contrary, excess the safety factor. In the case,
it is necessary to revise and optimise instructions due to generational change or technical innovation.
While the ship has instructions, once accidents occur, it is necessary to take preventive measures.
For example, the contents of descriptions and the details will be different, depending on level of the safetyknowledge and safety performance for marine officers (engineers). For those who have a lot of knowledge andexperience, the framework of instructions will be enough, as each of them can take actions flexibly and individually.

－ 80 －JAPAN P& I CLUBOn the other hand, for those who don’t have enough technical background, the detailed instructions will benecessary so that they can maintain a certain safety level of work.
Therefore, instructions are not absolute nor will they be used eternally. Instructions should be arranged andupgraded regularly, depending on the purpose, the object personnel, and the technology to introduce.

・To perform engineering effectively applies humanly 5 senses.
At the work site, the engineers should make the best use of the human sensors such as smell, temperature, pressure, vibration, sound, shape, and colour, rather than only the remote monitoring system or equipment.
It is easy to understand from the point that the No.1 oiler give advice 3/E to be cautious about the importanceof making use of the 5 senses, which we have described at the Tool Box Meeting to introduce the importance ofInformation Sharing.

・

It is also important both to hold formal study sessions and to include teatimes
or conversation (communication) when S/B of entering and departing port.
So far, we have recommended several review meetings or study sessions.
It is clear that the crews quite busy on the ship, so it is difficult to make the time for study sessions, which do notdirectly lead to the daily assignment or services.
However, if the crew can make good use of the extra time, it is possible to put it into practice, which is tea &break time or when entering and departing port stand-by.
For example, since the all engineers meet at teatime, they can hold study sessions about SMS or the pipeline
plant system, and can share information about trouble. Similarly, when S/B of entering and departing port, since
the senior engineers and junior engineers are allocated together in the engine room or the engine control room.
They may have the opportunity to hold question and answer sessions related to the plant status or engine operations, and to share knowledge such as lessons learned on trouble which occur before.

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Chapter 5

Correspondence in Case of
Deviation

In this chapter, we will explain countermeasures for when “deviation” from the scheduled course has occurred, preventing
the sailing to destination for reasons like engine trouble.

5.1

Regulation Under the Relevant Law

First, we would like to confirm Japanese domestic laws, which will be applied to the case of deviation. In Japan, Japanese
Seamen’s Law as a law that is applied. Most countries other than Japan have almost the same regulations.

（1） Japanese Seamen’s Law Article 9 (fulfilment of voyage)
When the preparation for voyage is completed, the Master must depart on a voyage ontime, and also must conduct ship operation to the port of destination without changing thescheduled traffic route, except for cases when needed.

That is, the Master must sail directly to the port of destination.
In addition, the law stipulates the following as the report duty about ship operations.

（2） Japanese Seamen’s Law Article 19 (reporting about ship operation)
If the case applies to one of following items, the Master must report to the Minister of Land,
Infrastructure, Transport and Tourism,by following Ordinance of the Ministry of Land, Infrastructure, Transport and Tourism.
1.

When the following occurs; ship’s collision, stranding, sinking, destruction, fire, engine trouble,
and other maritime accidents.

2.

When engaged in lifesaving or rescue of ship.

3.

When the existence of another shipwreck is known and informed in any other way than wirelesstelegraphy.

4.

When a member of the ship passes away, or goes missing.

5.

When changes are made to the scheduled traffic route.

6.

When the ship is detained or captured, or other accidents related to the ship occur.

As the 5 cases above indicate, when the scheduled traffic route is changed, the Master have the duty to report it.
As for private companies, changing the scheduled traffic route will cost unnecessary expenses, and will take time, which
will bring about expense settlements between shipowners and charterers.

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5.2

Situation Where Deviation is to be Expected

The following situations are mainly thought to be the cause ofdeviation shown from Figure 100 “example of deviation map.”
1

The emergency entry into the port due to the death,injuries, diseases, etc. of a crew or passenger, anddispatching other crew for replacement.

２

The search for the missing such as a crew or passenger falling into the sea.

３

The rescue of a human life or another ship４

A maritime accident caused by engine trouble

５

Discharging stowawayetc.
etc.
Figure 100

Example of deviation map

Deviation may occur due to reasons except for the above.

5.3

Coverage of Insurance Related to Deviation

Of course, extra fuel oil will be needed. Arrival time will be behind the estimated schedule at destination port, which will be
Off Hire (hereinafter referred to as Off Hire). Since using the fuel oil which by arranged by the charterers generally, the cost
will have to be settled.
From the shipowner’s position, the freight will not be paid. To make matters worse, the fuel charge excessively used will
also have to be paid. If trouble like this occurs, insurance companies will assist to cover the said costs.
Figure 101, as shown below, shows the relationship among the cause described in 5.2, each cost, and types of insurance tocoverage. However, among the costs to be covered by P&I insurance, regarding the costs related to “rescue of human life
and other ships” and “stowaway,” which are shown with P△, first of all, our members shall try by every possible and propermeans to recover from other parties such cost.
As a matter of fact, except in the case such as rescue the large ships which suffered shipwreck, it is difficult to recover thecosts from a yacht or small fishing boat, stowaway and so on. If failed to recover the costs, they will be covered by P&I
insurance.
In addition, please remember that the contents of Figure 101 will be deferent by the insurance contract. Therefore, we
recommend you to contact the each insurance company and our club and check the details of coverage*Compensation－ 83 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

Lubricating oil

Ｏ

Ｏ

O△

Ｏ

Ｏ

Ｐ

－

Ｐ

Ｈ

Ｐ

－

－

－

Ｈ

－

Ｐ

－

－

－

－

－

－

－

－

Ｐ△

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

DO (M/T)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

FW (M/T)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

DW (M/T)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

M/E Cyl Oil (Ltr)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

M/E LO (Ltr)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

G/E LO (Ltr)

Ｐ

Ｐ

Ｐ△

Ｈ

Ｐ△

Note

Fresh water

Stowaway

HFO (M/T)

Fueldisembarking(food expense and others)

Engine trouble

Cost during boarding for stowaway

Rescue of human

the crew

life and other ships

Cost related to changes of a member from

Search for a

Repair cost

missing person(including agency cost and others)

Injuries and sickness

Port chargeof a member of acrew and others

Off Hire＊*O : Off Hire insurance, H: Ship insurance,   P: P&I insurance＊△：*To begin with, additional costs related to the “rescue of human life and other ships” and “stowaway” need to try to
be collected from the other side. If not be collected, the cost is subject to be compensation of PI.
Figure 101 Insurance coverage related to deviation

5.4

Case Study

We would like to analyse a case, an urgent medical case occurred in a container vessel, which departed from the port ofTokyo and started its voyage for Hong Kong. At the time when the case occurred the vessel was on Shiono-misaki.
Since it was an emergency case, the vessel started to deviate on Shiono-misaki, in order to transport the emergency patient
to a hospital on the land area. After calling at port of Kobe temporarily, the vessel returned to its original course on Toimisaki. Taking this case as an example, we would like to explain what the vessel and support team on shore should do.

5.4.1

Basic Information

As we have explained, the following are things to be covered by P&I insurance: the fuel or lubrication oil used excessively,
the agent’s cost for having the emergency patient disembarked, and port charge. Therefore, our members need to submit the
information/documents for our calculation of relevant costs to our Club.
Regarding the points below, the following is necessary information: time, location, ROB(abbreviation for Remain on Board,
amount of fuel oil, lubricating oil, fresh water, and drinking water), distance sailed excessively and so on.

－ 84 －JAPAN P& I CLUB①

R/Up Eng. (the abbreviation of Ring Up Engine: the status of navigation) after departing from port of Tokyo, and SOP (Start of sea Passage: hereinafter referred to as SOP)
that reached the planned RPM of the main engine.

②

Deviation start point③

When arriving at port of Kobe④

When departing from port of Kobe⑤

Original course return point (off Toi-misaki)⑥

Arrived outside of the port, port of destination (Hong Kong), EOP (End of Sea Passage)
when starting reducing RPM.

We made simple Figure 102 and 103 as the Information necessary for calculation of deviation cost.
This will be basic information for calculating several expenses. Confirming the difference between actual time and actual
ROB from the time passing Toi-misaki and ROB in the case of continuing normal voyage without deviation, we willcalculate delay time and the amount of fuel used excessively.
However, the vessel was to hurry to the port of Kobe, which made the crew have many things to do; to confirm the voyageschedule and symptoms of the emergency patient, to contact related departments, and to arrange other things.
Therefore, the support team on shore should prepare the data shown in Figure 102 and 103 as a blank form, and send it
to the vessel. In the vessel, all the crew have to do is to fill in the necessary information in each column. It is necessary toestablish the division of labour like this.
(A) Place for departureof a ship (Tokyo)(C) Emergency entering port (Kobe)(C)-1 entering port April 2, 2016 06:00 GMT(C)-2 leaving port April 2, 2016 07:30 GMT 1h-30m
34-35Ｎ
135-12Ｅ

SOP (Start of Passage: Uraga)
April 2, 2016 11:30 GMT
35-13N
139-46E
271 nautical mile
Mean of the speed

76 nautical mile
5h-00m

20 Kts13h-30m

299 nautical mile
16h-00m(B) Deviation start point (Shiono-misaki)
April 2, 2016 01:00 GMT
33-14N
135-43E
Original Co<254> 220 nautical mileTime when sailing at the speed of 20 Kts = 11 hours
1,098 nautical mile
55h-00m
by 20 Kts(D) Original course return point (Oﬀ Toi-misaki)
April 2, 2016 23:30 GMT
32-13N
131-30E(F) Estimated arrival time when sailing directly

April 2, 2016 12:00 GMT(E) Destination port (Hong Kong)
EOP(End of Passage ：Hong Kong Pilot)(H) Demanded speed of ETA observance
April 5, 2016
06:30 GMT by 20 kts
April 4, 2016 1 9:00 GMT
11 h - 30 m delay
25.25 kts fm Toi-misaki to HKG Pilot(G) Estimated arrival time when sailing directly
11 h-30 m shortening
April 4, 2016
19:00 GMT

Figure 102 Information necessary for calculation of deviation cost

－ 85 －JAPAN P& I CLUBP&I Loss Prevention Bulletin（A）
Port of departureof a ship (Tokyo)（B）
Deviation start（C）-1
Arrival at Kobe（C）-2
Departure from
Kobe

（D）
Original course
return（E）
Port of destination(Hong Kong)

SOP
35–13N
139–46E

Off Shiono-misaki
33–14N
135–43E

Off Kobe
34–35N
135–12E

Off Kobe
34–35N
135–12E

Off Toi-misaki
32–13N
131–30E

EOP
22-23N
113-54E

April 1, 2016
11:30 GMT

April 2, 2016
01:00 GMT

April 2, 2016
06:00 GMT

April 2, 2016
07:30 GMT

April 2, 2016
23:30 GMT

April 5, 2016
06:30 GMT

To Hong Kong

1,589 N.M.

1,318 N.M.

1,397 N.M.

1,397 N.M.

1,098 N.M.

To Shiono-misaki

271 N.M.

–

–

–

–

–

–

–

Point

Date and time

Distance(N.M.:
NauticalMile(s))ROB

To Kobe–76 N.M.

1,318 N.M.

220 N.M.

299 N.M.

299 N.M.

HFO(M/T)

1,678 M/T

1,650 M/T

1,640 M/T

1,639 M/T

1,606.0 M/T

1,492.3 M/T

DO(M/T)

83 M/T

80 M/T

79 M/T

78 M/T

75.0 M/T

62.8 M/T

FW(M/T)

130 M/T

125 M/T

120 M/T

119 M/T

113.0 M/T

92.7 M/T

DW(M/T)

101 M/T

100 M/T

100 M/T

99 M/T

98.0 M/T

93.9 M/T

M/E LO(Ltr)

50,000 Ltr

50,000 Ltr

50,000 Ltr

50,000 Ltr

50,000 Ltr

50,000 Ltr

M/E Cyl Oil(Ltr)

28,000 Ltr

27,864 Ltr

27,820 Ltr

27,820 Ltr

27,660 Ltr

27,108 Ltr

G/E LO(Ltr)

4,000 Ltr

3,985 Ltr

3,983 Ltr

3,982 Ltr

3,966 Ltr

3,909 Ltr

Sailing and anchorage time

SOP – deviation start Shiono-misaki – Kobe Kobe anchorage time
13h-30m
05h-00m
01h-30m–

Kobe – Toi-misaki
16h-00m

Toi-misaki – Hong Kong
55h-00m

Figure 103 Information necessary for calculation of deviation cost

Getting such information, we will start handling this accidents. Thus, without the facts, which will be the information for
negotiation, it may be difficult to carry out negotiations equally and successfully.

One Point Advice
The summary of information, which is necessary for ROB is indicated in Figure 104.

Record ROB of sailing distanceandfuel and others between each points
Figure 104

To compare ROB of estimated fuel andothers when sailing direct to originalcourse return point

Information necessary for calculation of ROB such as fuel－ 86 －JAPAN P& I CLUB

5.4.2

C
 alculation of Delay and Associated Additional Fuel Consumption due to Deviation（1） The Calculation of Delay Time (Off Hire time)
The estimation of expected arrival time of the case of direct sail, which is from deviation start point to the original course
return point, and the calculation of delay time(the estimation of expected arrival time of direct sail to Toi-misaki had the vessel not deviated )First, calculate the estimated time of arrival in Toi-misaki, which is the sail time to Hong Kong without an emergency
patient, and as scheduled (original course return point). Next, compare it to the actual passing time (original course returntime), and calculate the delay time and Off Hire time.
As for the order, calculate the average speed of distance, from SOP point after departing from port of Tokyo to the passing
point of Shiono-misaki (deviation start point). Next, based on actual value, estimate the expected arrival time, assuming
direct sail to Toi-misaki. The summary is as follows.
Charterers occasionally gives the notice that the time from the start of deviation to original course return should be Off Hire.
As this case study shows, like the voyage shown as the triangle in Figure 102, the net delay time, which is the time subtracting actual time of direct sail from the time of distance, which is from the start of deviation to the original course return, will
be Off Hire.

1

	Confirm the actual speed until deviation start, and indicate it in Figure 105. You can see the fact thatthe average speed from SOP to deviation starts point of Shiono-misaki was 20 Kts.
(A) Port of sailing SOP

01-Apr-16(Uraga NO.1 B'y)

11:30 GMT

Deviation start point

02-Apr-16(Off Shiono-misaki)

01:00 GMT

Navigation time

13h-30m

Sailing distance

271 N.M.

Mean of the speed

20 KtsFigure 105 Confirmation of speed results up to deviation start2

	Using the above actual speed, assume and calculate the time of voyage with 20 Kts we calculated
in ① , which was to Toi-misaki, and estimated time of arrival. And, show it in Figure 106. Estimatedtime of arrival was calculated as 2 April 2016 12:00 GMT.
(B) Deviation start point

02-Apr-16(Off Shiono-misaki)

01:00 GMT

To Toi-misaki

220 nautical mile

Estimated speed

20 KtsNecessary time

11 h - 00 m

Off Toi-misaki

02-Apr-16

Provisional arrival estimated time

12:00 GMT

Figure 106

Estimation of estimated arrival time when sailing directly－ 87 －JAPAN P& I CLUBP&I Loss Prevention Bulletin3	Compare original course return time with the estimate time of arrival we calculated in ② . Then, we

can calculate that the delay time is Net 11 hours and 30 minutes we subtracted 11 hours, which
it would have taken in the case of direct sail, which is from deviation start time (2 April 2016 01:00
GMT) to original course return time (2 April 2016 23:30 GMT). This time is Off Hire, which we show
in Figure 107.
ETA when sailing directly(Toi-misaki)

April 2, 2016(D) Original course return point

02-Apr-16(Toi-misaki)

23:30 GMT

Delay time

11 h - 30 m

12:00 GMT

Off Hire time
11 hours 30minutes

Figure 107 Estimated calculation of delay time（2） The Calculation for Consumption Amount Related to Deviation Such as Fuel1	Like the delay time’s calculation we have described, first of all, calculate the actual amount of fuel,which is from SOP to the start of deviation on the surface of fuel. As shown in Figure 108, based on
the actual amount, assume the consumption amount of fuel in the case of direct sail to Toi-misaki.
(B)(A)
Port of sailing SOP Deviation start point(Uraga NO.1 B'y) (Off Shiono-misaki)
April 1, 2016
11:30 GMT

April 2, 2016
01:00 GMT

Consumption

Consumption Consumption
per hourper day (24 h)(A) - (B)

Estimatedconsumption when
sailing directly(B) to (F)HFO (M/T)

1,678.0 M/T

1,650.0 M/T

28.0 M/T 2.074074 M/T

50.0 M/T

22.8 M/T

DO (M/T)

83.0 M/T

80.0 M/T

3.0 M/T 0.222222 M/T

5.3 M/T

2.4 M/TFW (M/T)

130.0 M/T

125.0 M/T

5.0 M/T 0.370370 M/T

8.9 M/T

4.1 M/T

DW (M/T)

101.0 M/T

100.0 M/T

1.0 M/T 0.074074 M/T

1.8 M/T

0.8 M/T

M/E LO (Ltr)

50,000 Ltr

50,000 Ltr

0 Ltr

0.00 Ltr

0 Ltr

0 Ltr

M/E Cyl Oil (Ltr)

28,000 Ltr

27,864 Ltr

136 Ltr10.07 Ltr

242 Ltr111 Ltr

G/E LO (Ltr)

4,000 Ltr

3,986 Ltr

14 Ltr

1.04 Ltr

25 Ltr

11 LtrSailing time
Figure 108

From SOP
To Shiono-misaki

From Shiono-misaki
To Toi-misaki sailing directly：13h-30m：11h-00m

Fuel consumption results from SOP up to deviation start and consumption estimation when sailing direct to Toimisaki of deviation cost

－ 88 －JAPAN P& I CLUB.

	Based on this estimated consumption amount, assume the amount of stock when arriving at Toi2
misaki in the case of direct sail. Then, as Figure 109 indicates, compare it with the actual amount,and the calculation of additional consumption such as extra fuel.
(F) Estimation when sailing directly
ROB (Toi-misaki)(D) Original course return(Toi-misaki)

By deviation
Additional consumption

02-Apr-16
12:00 GMT

02-Apr-16
23:30 GMT（Ｆ）－（Ｄ）(B) － Estimated consumption

Actual ROB

HFO (M/T)

1,627.2 M/T

1,606.0 M/T

21.2 M/T

DO (M/T)

77.6 M/T

75.0 M/T

2.6 M/TFW (M/T)

120.9 M/T

113.0 M/T

7.9 M/T

DW (M/T)

99.2 M/T

98.0 M/T

1.2 M/T

M/E LO (Ltr)

50,000 Ltr

50,000 Ltr

0 Ltr

M/E Cyl Oil (Ltr)

27,753 Ltr

27,660 Ltr

93 LtrG/E LO (Ltr)

3,975 Ltr

3,966 Ltr

9 Ltr

Delay time

11 h - 30 m delay
Figure 109

Calculation of additional consumption such as extra fuelIf the fuel price rises suddenly and then the slow steaming voyage is conducted, actual ROB which is from SOP to deviation
start, were often used for calculation. On the other hand, the fuel consumption amount of speed and unit time (day), which is
stipulated in Charter Party (hereinafter referred to as C/P), is also used. This will be depending on which numerical value isto be used, which is decided based on mutual agreement in negotiating with the charterers.

5.4.3

The Case of Speed Increase Due to Arranging the Schedule of the Vessel

Like container vessels and so on, as for the ships arranging the schedule is important, it may be the case that deviation
occurs during slow steaming voyage and increases speed after solving the problem in order to make arriving at port ofdestination on scheduled time possible.
With speed increase, of course, the fuel consumption will also increase. The shipowners may receive the claim from thecharterers for the consumption amount of extra fuel, which was necessary for speed increase.
Therefore, if the charterers asks shipowners to increase speed it is necessary to calculate the consumption amount of extra
fuel, which was necessary for speed increase,.
In the below case study, we would like to explain the case of achieving Hong Kong’s ETA (Estimated Time of Arrival) byincreasing the speed from the original course return point, which was Toi-misaki.
The Shipowners should calculate how much the amount of extra fuel will be in advance in order to avoid dispute with thecharterers later. Reaching mutual agreement by offering information to the chartereres is also important.
How to calculate is shown in Figure 110. Below, the consumption amount of HFO is calculated, but since the consumptionof drinking water, fresh water, lubricating oil, etc. will be depending on the speed or navigation time, we should also
calculate them.

－ 89 －JAPAN P& I CLUBP&I Loss Prevention Bulletin
Toi-misaki (D) – Hong Kong (E)Toi-misaki (D) – Hong Kong (H)Slowdown (20 Kts)navigation
Consumption

Speed up (25.25 Kts)
navigation Consumption

1,098 nautical mile

1,098 nautical mileby 20.0 kts

by 25.25 kts

22-23 N(A)

(B)

113-54 E

2d-07h-00m

1d-19h-30m

April 4, 2016(55h-00m)(43h-30m)

19:00 GMT

ROB when Hong Kong
EOP obeys ETA(A) - (B)Toi-misaki – Hong Kong
Adding by reason of speeding up
Consumption of fuel and others

11 h-30 m shortening

HFO(M/T)

113.7 M/T

181.2 M/T

1,424.8 M/T

67.5 M/T

DO(M/T)12.2 M/T

12.2 M/T

62.8 M/T

0.0 M/T

FW(M/T)

20.3 M/T

20.3 M/T

92.7 M/T

0.0 M/T

DW(M/T)

4.1 M/T

4.1 M/T

93.9 M/T

0.0 M/T

0 Ltr

0 Ltr

50,000 Ltr

0 Ltr

M/E Cyl Oil(Ltr)

552 Ltr552 Ltr

27,108 Ltr

0 Ltr

G/E LO(Ltr)

57 Ltr

57 Ltr3,909 Ltr

0 Ltr

M/E LO(Ltr)

Figure 110

Calculation of additional consumption such as extra fuel of speeding up

5.5

Summary（1） The Consumption Amount in the Case of Theoretical Calculation
Generally speaking, it is popular to calculate the estimated time of arrival at the original course return point and ROB, basedon the speed stipulate in C/P and daily consumption amount of fuel. However, there are cases of slow steaming voyage ordeparture ⇒ R/UPEng., SOP (Start of Passage) and EOP (End of Passage), or the consumption during S/B Engine ⇒ arriving at the port with less fuel amount than the amount stipulate in C/P. There is also a way to excluding these. Everything is
the matter to negotiate with the charterers, conclusion is as follows.

Conclusion:・ ince the charteres and shipowners will discuss and judge, the vesselSwill report ROB of necessary points・ he support team on shore should support the Master so that he willT
not miss any information.

・With the copy of the C/P, ask insurance company or lawyers.

－ 90 －JAPAN P& I CLUB（2） The Calculation of Off Hire TimeAs we have explained in the case study, Off Hire is generally the gap between actual original course return time and estimated passing time of original course return in the case of direct sail without deviation, not from deviation start to originalcourse return. NYPE46 also has the provision saying that Off Hire is “time thereby lost” (net loss time).
However, we also need to consider whether or not the purpose of “disembarkation of emergency patient” will be the reason
for Off Hire. In the past precedent, the question was raised of whether or not illness of the crew applied the description“deficiency of men”.
Since the description “any other cause preventing the full working the vessel”, is included in NYPE 46, Time Charter 7th
Edi. says that it will “probably” be Off Hire, which we should pay carefully attention.
Therefore, in order to avoid the debate which is not the main topic, changing the cause of deviation in the case study to thetypical reason of Off Hire such as “the trouble of ship, equipment, or some other fixture” is one of the options.

Conclusion:・ L ike the consumption amount of fuel in the case of theoretical
calculation, asking the insurance company or lawyers will enable theshipowner to reduce his work and save the time.

（3） Important Points in the Case of Speed Increase
During deceleration voyage, if speed is increased in order to have the emergency patient disembarked, or if speed isincreased after returning to original course in order to follow ETA, the consumption amount of fuel may become a problem.
It basically depends on the negotiation between the shipowners and charterers. However, since the shipowners occasionally
increases speed based on their decision during an emergency and the emergency patient, which will cause deviation, theshipowners report to the chartereres and start negotiation.
On the other hand, if the shipowners does not increase speed based on their own idea, it is necessary to consult with thechareterers at the point of deviation in case of emergency. However, in the case we have introduced this time, regarding
the consumption amount such as speed increase for the distance from Shiono Cape to Kobe, it will be covered by the shipowner.
Therefore, regarding the original course return, the shipowners should report the new ETA (for example, two ETAs, such as
in the case of continuing deceleration voyage and in the case of voyage with maximum speed) to the charterers and should
ask them to make a judgement.
That is, whether we should increase speed or not should be judged by charterers and it is important not to increase speed
based on the arbitrary decision of the shipowners or vessel. It goes without saying that close contact is important in practice.

－ 91 －

e byJAPAN P& I CLUBP&I Loss Prevention Bulletin

Conclusion: hile there are cases that are difficult to consult with the chareterers, ship・ W
owners should ask the insurance company or lawyers is one of the options.
・I n the case of increasing speed, whoever decided its importance is
crucial. Therefore, the shipowners and chareterers should discuss inpractice, and then give instructions to the vessel.

（4） Off Hire Insurance
In conventional loss of earning insurance, the loss of time caused by a ship accident such as collision will be covered byinsurance. Besides, engine trouble can be added in here as a special contract.
On the other hand, other crew casualties, lifesaving and so on will sometimes be covered by the “new off hire comprehensive compensation insurance”, which is a service of a certain non-life insurance company (new insurance).
Including this new insurance, that is called the Off Hire insurance. However, it is important to confirm the contents of coverage, since the coverage will be different depending on contract

Conclusion:・ T here are several types of contracts and special contracts in Off Hire insurance. Be sure to consult with the person in charge of insurance company
and get an explanation from them.

5.6 Relationship Between Fuel Consumption and Speed
Since the consumption amount of fuel and speed have the following relationship, we have to be careful about calculating theconsumption amount of fuel in the case of increasing speed.

（1） The Relationship Between Speed and the Consumption Amount of Fuel Per Unit Time・

Ship resistance (R) is proportional to the square of vessel speed (V) and two-thirds of the squareof displacement (D).   

R ∝RＶ∝ Ｖ
2

R ∝Ｖ
・

2

2

2

3 Ｄ 3
R ∝R
Ｄ∝
2

2

R ∝Ｄ 3

As output (W) is what moves R Vm for one second, it is proportional to the consumption amountof fuel per unit time (B: ton/hour). That is, B: ton/hour is roughly proportional to the cube of
power requirement.

Ｗ ∝
ＷＲ∝
Ｖ Ｒ
Ｖ Ｖ∝ Ｖ∝3

Ｗ ∝ ＲＶ

∝Ｖ

3

3

Ｂａ ＝Ｋ
Ｂａｘ
＝Ｋ
Ｖｘ
ａ3 Ｖａ
Ｂ3 b＝Ｋ
Ｂ b＝Ｋ
ｘ Ｖbｘ3 Ｖb 3
Ｂａ ＝Ｋ ｘ Ｖａ3－ 92 －

Ｂ b＝Ｋ ｘ Ｖb 3Ｂａ Ｂａ 3Ｂａ ＢａＢb Ｂb
3
Ｂｂ ＝
Ｂｂ ＝3 x 3Ｖｂ＝ 3 ＝3
x Ｖｂ
3
3
Ｖａ Ｖａ
Ｖａ ＶａＶb Ｖb

JAPAN P& I CLUBR ∝Ｖssary time by

2

R ∝Ｄ

2
3

If the consumption amount of fuel per unit time is Ba (ton/hour) when vessel speed is Va, the consumption amount of fuelper unit time Bb (ton/hour) when vessel speed is Vb can be calculated
3 with the following formula. That is, The consumpＷ ∝ ＲＶ ∝ Ｖtion amount of fuel per unit time will be the cube of speed ratio. (speed twice: 10 knots ⇒ If 20 knots, theconsumption amount of fuel will be 8 times the amount when 10 knots )Ｂａ ＝Ｋ ｘ Ｖａ3
Ｋ＝

Ｂ b＝Ｋ ｘ Ｖb 3
Ｂａ
Ｂb
＝
Ｖａ3
Ｖ2b 3
R ∝Ｄ 3

Ｂａ R ∝ Ｖ 2
Ｂｂ
Ｋ＝
Ｖａ3
Ｖｂ 3

Ｂｂ ＝

Ｂａ
3
x Ｖｂ
Ｖａ3

K ： constantssary time by

Ｗ ∝ ＲＶ∝ ＶＶ bＢｂ ＝ Ｂa x3( Ｖａ )

3

Ｂａ ＝Ｋ ｘ Ｖａ3 Ｂ b＝Ｋ ｘ Ｖb 3（2） The Relationship Between
Speed and the Consumption Amount of Fuelin the Case of Sailing aＤist
Ｂａ timeＢbyb Ｖb ＝ Ｄist Ｂａ
3
time
time
Necessary time by Ｖａ ＝NecessaryＢｂ＝＝
Ｖａ Amount of Displacement.
Ｖb Ｖａ3 x Ｖｂ
Certain Distance With a Certain
Ｖａ3
Ｖb 3
Ｂａ
Ｂｂ
Ｋ＝
Ｋ＝
Ｖｂ 3compared with before increasing speed, navigation time will be shortＶａ3with increasing speed,
If we sail the same distance2
ened. Therefore, the following will be established.
Ｄist
Ｄist
3
2
ｘ Ｂa ＝
ｘ Ｋ・Ｖａ ＝ Ｋ・Ｄist・Ｖａ
Fuel consumption byＶａ Ｆａ： constant
K＝

Ｖａ

・

Ｖａ

2

for sailing a certain
distance (Dist)
with a certain amountof displaceAll the amount of fuel (F) needed
Ｄist
ＤistＶ
3
2
3
b
Ｆ
b
Ｂ
b
Ｋ・
Ｖ
b
Ｋ・
・
Ｖ
b
Ｄist
＝
ｘ
＝
ｘ
＝
Necessay
time
by
Ｖ
b
ment will be indicated as theＢproduct
consumptionＶ
x Ｖb amount of fuel per unit time by necessary time.
ｂb＝ theＢa
Ｖａ to speed, which will be proportional toSince necessary time, however, will be inversely proportional
the squared amount of speed.

(

)

Fa
Fb
＝
Ｄist ＝
2
Ｄist Ｋ・
Ｄist
Ｖａ
Ｖb 2
time
Necessary time by Ｖａ ＝Necessary time by Ｖb ＝
Ｖａ
Ｖb
2

time

Ｄist
Ｄist
3
2
ｘ Ｂa ＝
ｘ Ｋ・Ｖａ ＝ Ｋ・Ｄist・Ｖａ
Fuel consumption byＶａ Ｆａ ＝
2
Ｖａ
Ｖａ
Ｖ
b
2
F b ＝ Fa X
Ｄist
Ｄist
3
2
Ｖａ
ｘ Ｂb ＝
ｘ Ｋ・Ｖb ＝ Ｋ・Ｄist・Ｖb
Necessay time by Ｖb Ｆb ＝
Ｖb
Ｖb

(

Ｋ・Ｄist ＝

)

Fa
Fb
＝
Ｖａ2
Ｖb 2

F b ＝ Fa X

(

Ｖb
Ｖａ

－ 93 －)

2

JAPAN P& I CLUBP&I Loss Prevention Bulletin
5.7

Example Format of Sea Protest

Regarding the case study , we would like to introduce the reference example of Sea Protest as follows.
Since this is not an accident that occurs frequently, you can also reduce the work load such as making a maritime accident
report by consulting the insurance company.

＝ Reference Example ＝During the 18th outward voyage, a vessel loading 750 containers and 10,225 kilotons, forward
draft 8.85 meters, and stern 10.18 meters, departed from the port of Tokyo on 1 April 2016 (Japantime). While heading for Hong Kong, in the sea area, nearby 33:25 north latitude and 136:35 east
longitude, a crew experienced discomfort in his right lower quadrant of abdomen. As emergency
measures, at 10:00 on 2 April (Japan time), for the sake of emergency disembarkation at Shionomisaki (33:14 north latitude and 135:43 east longitude) the vessel headed for the port of Kobe,changing the scheduled traffic route. From 15:00 to 16:30 on 2 April (Japan time), we had him
disembarked at the port of Kobe.
Afterwards, at 08:30 on 3 April (Japan time), the vessel returned to the scheduled traffic route off
Toi-misaki (32:13 north latitude and 131:30 east longitude), and headed for Hong Kong. We would
like to report the above, since the vessel changed scheduled traffic route for the above reasons.
European container vessels－ 94 －JAPAN P& I CLUB

Summary
From chapter 1 to 4, we have explained statistics, case studies, risk prediction, andresource management. As you see from the case studies, the cause of accident has
been composed of several factors.
In other words, the accident occurred due to a series of “error” management conditions: the tiny mistake caused by lack of understanding for system, and the incorrect
Planned Maintenance System caused by lack of understanding for reason andpurpose of maintenance.
Therefore, the preventive measures were not able to solve the problem with only
one correction to make. As a result, we could not find a landmark solution just likea miracle drug. Thus, we should be on our guard and protect ourselves, not missing
error chain so that we can prevent accidents.
Important point is to make efforts to establish something extra [+α], which is statemonitoring, maintenance, and educational system, as well as ERM ability requirements.
In short, we don’t have any miracle drug, and it is necessary to make steady efforts
step by step.
In chapter 5, we have explained how to deal with deviation, but when accidents occur,the vessel will be so busy that the crews will have many things to do. In order to grasp
the situation, the shipowners cannot but depend on the vessel’s report, they should
establish the system that support team on shore, and can reduce and assist the workin the vessel as much as possible.

To make steady efforts
step by step－ 95 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

Reference Information(1) Planned Managing System, Main Engine Inspection Measurement
Sheet, Check List, Reminder (Technical Information) etc.
(refer to Reference ⑥ - ⑩ )About Planned Maintenance System, each company strictly stipulates in SMS manual with the format shown in Reference
from ⑥ to ⑩ .
In machinery manufacturer's instruction manual, the recommended interval of maintenance is described and recommended
for each component parts. Its purpose is that crew can operate the machinery safely and efficiently. However, the load onmachinery will be depending on the operation environment such as operation load, operation pattern, sea service area, andfuel oil and lubricating oil to be used, and etc.
Therefore, firstly crew must calculate the machinery working hours on board. And then they must comprehensively compare
and evaluate its state based on the manufacture instruction manual, the working hours, and the measurement record at
periodic overhaul. As we recommended in chapter 1, about the better maintenance, they should check both the instruction
manuals and the most updated service news which are summarised the experience, lessons learned, regulations and etc..
Moreover, firstly the shipmanagement department also should comprehensively assess the machinery state, each company’s
individual experience, the crew technical level, and etc. based on principles of science and technology (engineering). So
then some companies study and individually adjust the maintenance interval which is earlier or later than the manufacturer‘s
recommendation, based on the result of each company’s assessment and management policy by their own responsibility andknow-how.
That is, it is the know-how of maintenance. Once again, this must be one of the best management methods to avoid trouble.
However, it must not be the know-how with lowest safety.

(2) Reference Information
We would like to explain the technical information for the people who are not familiar with or do not have the technicalback ground.

①

Turbo Charger

A turbo charger is ultra-high-speed rotary machine (turbine with 10,000 rpm or more) to supply a lot of combustion air tothe engine using kinetic energy of the exhaust gas, which is also used for automobile engine.
The mechanism is the one which has pinwheels at both ends of the shaft, which is supported by bearing. The structure issimple; after the combustion in the engine, the exhaust gas will be sent to one side of the pinwheels (turbine) so that the momentum of exhaust gas (kinetic energy) will be used efficiently. Then, the shaft which rotates with pinwheel will suction air
with the other pinwheel (compressor wheel), compresses air it, and blow air it into the engine. However, above mentioned
high-speed rotation and using exhaust gas becomes the cause of trouble.

－ 96 －JAPAN P& I CLUB
Turbo charger

Turbine side:
driven by exhaust gas energy

Blower (Compressor Wheel) side:suction/compression/blowing of air

Bearing

Bearing

Blowing:Charging air

Exhaust gas

combustion

Reference diagram 1 Conceptual working diagram of turbo charger②

Intermediate Bearing

Intermediate shaft conveys the power generated in the main engine to propeller. (red dashed line of Reference diagram 2)Intermediate bearing stops that the intermediate shaft rotate like jump rope with deflection caused by its own weight andcentrifugal force. It also maintains the shaft centre to convey axial rotation force to propeller precisely without loss, andsupports shafts its own weight.

Use:
Main engine: propulsion power generated
Generator: Electrical power supply

EGE

Boiler: Heat source of fuel or cargo
Shafting system : Propulsion power transmission

BoilerTurbocharger

Shafting system

Main engine

Generator
engineIntermediate
Bearing

Reference diagram 2 conceptual diagram of Intermediate bearing

Intermediate－ 97 －
Bearing

JAPAN P& I CLUBP&I Loss Prevention Bulletin③

Marine Fuel Oil③ -1 HFO（Heavy Fuel Oil）・・・Why to be Heated?

・ S olid oil with low temperature or normal temperature⇒ it is a similar image to lard or butter which melts with heating while
cooking.

・ H
 FO is the product that we diluted for appropriate viscosity by mixing

light oil with residuals oil leftover from crude oil fractions like asphalt.
Under the normal temperature, HFO is no fluidity in a solid status.

・ T herefore, if you don’t heat HFO up from 120 ℃ to 130 ℃, it will not get toReference diagram3-1
Heating Butter

HeatingOverheating

Flow

Flow
Water
Reference diagram③ -2

Blockagethe state or viscosity of stable combustion.

Non-ﬂow
Volatile component

3-2

Mechanism of vapour lock

MDO(Marine Diesel Oil)・・・Why Does Too Much Heating Cause Vapour Lock?

・ M
 DO: As the viscosity of MDO is low enough, we can use MDO under the normal temperature, without heating. It
includes volatile components and water.

・ If we heat it to around 100 degrees, volatile components will be gasified, water will be evaporated.
・ If the gas and water vapour are expanded in the pipe, after overheating the flow of MDO will be blocked .
③ -3

TFO (Thin Fuel Oil)・ If we add fuel of low viscosity to that of high viscosity, the oil will have intermediate properties of two oils,
becoming thin, and the viscosity becoming lower.

・ T his image is similar to a solution made by mixing smooth and fresh water with concentrated Calpis (Japanesemilk-based soft drink) or liquid detergent.

－ 98 －JAPAN P& I CLUB④

Photographs

The following photographs excerpts from “summary of damage” in bulletin of Class NK.

④-１

Broken / Damaged /Scratch of Turbocharger Reference Materials *4, *8

Turbo chargera) Broken nozzle ring.
Damage requiring towingb) Broken turbine blade
Damage leading to speed reduction

in fiscal year 2014 / reference *4

in fiscal year 2014 / reference *4c) Damaged nozzle ring (Over run)
Damage leading to speed reductiond) Scratch on turbocharger rotor shaft
Damage leading to speed reduction

in fiscal year 2014 / reference *4

in fiscal year 2014 / reference *4e) Scratch of impeller due to contact with casing
Damage leading to speed reductionf) Broken turbine blade
Damage leading to speed reduction

in fiscal year 2013 / reference *8

in fiscal year 2013/ reference *8－ 99 －JAPAN P& I CLUBP&I Loss Prevention Bulletin④ -2 Broken / Damaged/ Wornout of Cylinder Unit related Parts
・・・Reference Materials *4, *8, *9Combustion chambera)Broken piston ring
Damage requiring towingb) Wornout cylinder liner
Damage requiring towing

in fiscal year 2014 / reference*4

in fiscal year 2014 / reference*4c) Damaged piston (Blow-by)
Damage requiring towingd)Broken piston ring
Damage requiring towing

in fiscal year 2013 / reference*8

in fiscal year 2013 / reference*8e) Broken piston ring
Damage leading to speed reductionf) Wornout plunger
Damage leading to speed reduction

in fiscal year 2012 / reference*9

in fiscal year 2012 / reference*9－ 100 －JAPAN P& I CLUB④ -3

Burnout / Damage of Shafting Arrangement System (Intermediate Bearing & CPP)・・・Reference Materials *8,*9,*10

Shaftingb)Broken intermediate shaft
Damage requiring towinga) Burn-out Intermediate shaft bearing (Over-heated)
Damage requiring towing
in fiscal year 2013 / reference*8

in fiscal year 2012 / reference*9c) Burn-out Intermediate shaft bearing metal(Over heated)d) Burned-out intermediate shaft bearing metal (Over heated)

Damage leading to speed reduction

Damage leading to speed reduction

in fiscal year 2012 / reference*9

in fiscal year 2011 / reference*10e) Burned-out intermediate shaft bearing metal (Over heated)
Damage leading to speed reductionf) Bent and damaged guy rod of CPP
Damage leading to speed reduction

in fiscal year 2011 / reference*10

in fiscal year 2011 / reference* 10－ 101 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

List of References*1)

Japan Coast Guard “Current State and Countermeasures of Maritime Accidents” 2009 - 2014*2)

Japan Marine Engineers' Association club bulletin No.831 Prefatory note “Engine trouble and human factors” Masaru Nomura*3)

Japan Marine Accident Tribunal “Report of Marine Accident ” 2009 - 2014

*4)

Class NK club bulletin No.312 “Summary of damages in 2014”*5)

Marine Accidents Inquiry Agency “Analyse of maritime accidents of coastal cargo ship ~ vol.2 stranding・engine trouble~2005”*6)

Made by our Club, based on Class NK club bulletin No292, 296, 301, 304, 309, 312 “Summary of damages” 2009 - 2014*7)

The Japan Institute of Marine Engineering “Damage accident & cause of turbo charger” by Masaki KawaseVol.51 No.2 (2016) P76-P82*8)Class NK club bulletin Summary of damages 2013 No309*9)Class NK club bulletin Summary of damages 2012 No304*10)Class NK club bulletin Summary of damages 2011 No301*11)Class NK club bulletin Summary of damages 2009 No292*12)

DVD “Marine Boiler Water/Cooling Water Management and Distilling plants” produced by JSU, IMMAJ, JMEA

*13)

Kaibundo Publishing Co., Ltd. “Basic and Practice for Marine Boiler” joint authors, Yoshiharu Itami, Eiichi Nishikawa, Masayoshi Umeda*14)

DVD “Management of Marine Fuels and Lubricating Oils” produced by JSU, IMMAJ, JMEA

*15)	–Marine Fuel- for Large & Medium Diesel Engine of Marine and Land. How to use the low grade fuel oil and air pollution Nobuyuki Awai,
Osamu Hanashima, Saiji Yokosawa [authors] SANKAKIDO publishing Co.,Ltd.
*16)	The Japan Shipping Exchange, Inc. The Mariner’s Digest 2007 “Domestic Laws are Much STRICTER than MARPOL”*17)

DVD “BUNKERING” produced by JSU, IMMAJ, MOL Engineering.

*18)

DVD “Engine-room Resource Management (ERM)” General Incorporated Foundation, The Maritime Human Resource Institute*19)

Courtesy of Capt. S. Q Naqvi - Petro Inspect (Bunker Detective)*20)

Japan P&I Loss Prevention Bulletin “No.35 Thinking Safety =Bridge Resource Management and Engine room Resource Management=”

List of Attachment
Reference No.

Reference nameFigure number

Reference ①

Example of boiler water control record book (monthly)(Boiler Water and Cooling Water Analysis and Cooling Water Treatment Record)

Figure 43

Reference ②

Estimated viscosity when mixing HFO and MDO

Figure 54

Reference ③

Relationship between Temperature and Viscosity for Marine Fuels

Figure 55

Reference ④

Bunkering plan (sample)

Figure 74

Reference ⑤

Letter of protest (sample: English ⑤ )Chapter 3.3

Reference ⑥ -1, 2Main Engine and Disel Generator Working Hours Record (sample: ⑥ -1, 2)－

Reference ⑦

Piston Grooves & Rings Reading (sample)－

Reference ⑧

Piston Inspection Record(Sample)－

Reference ⑨

Piston Inspection items through Scavenge Ports (sample)－

Reference ⑩

Manufacturer service information (sample)－－ 102 －

Date

M.V.

Figure 43

Consume Blowd (M.T) (Tons)

Remarks
ppm
PH

ppm
CL
m3

ppm
PH

Cooling Water

Supply Quantity

Main Engine

Figure 43 Example of boiler water control record book (monthly)

PH
CL
PO4
P-ALK M-ALK(PPM) (PPM) (PPM)

Test Result

Boiler Water

VOY.

m3

Supply Quantity

Engine

ppm
CL

Aux

Remarks

Chief Engineer:__________________________

Boiler Water and Cooling Water Analysis and Cooling Water Treatment Record

JAPAN P& I CLUB

Reference ① (Figure 43)

Example of boiler water control record book (monthly)－ 103 －JAPAN P& I CLUBP&I Loss Prevention Bulletin

Reference ② (Figure 54)

MDO mixing ratio by Mass %HFO

ﬁnal Estimated viscosity by mixing, mm²/s @50℃

Viscosity
mm²/s @50℃

MDO

60

Viscosity
mm²/s @40℃

36.1％ weight

（3）
36.1

380

（1）

Source"Fuel oils" published by SANKAKIDO publishing Co.,Ltd.
Nobuyuki Awai /Osamu Hanashima/Saiji Yokosawa [authors]

Figure 54 Estimated viscosity when mixing HFO and MDO / reference*15－ 104 －

10（2）

Kinematic Viscosity mm²/s @50°C

Maximum pumpable viscosity

Figure 55－ 105 －

10

20

30

0

2
1

－10

1

2

3

4

5

6

7

8

10
9

11

10
8
6
5
4
3

100
80
60
50
40
30
25
22
15

→ 1000
800
600
500
400
300
250
200
150

2000
1500

7000
5000
4000
3000

9000
Curb
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃

1
2
3
4
5
6
7
8
9
10
11

ＭGO
MDF
TFO
〃
〃
〃
〃
〃
MFO
〃
〃

3
6.2
30
60
80
120
180
280
380
500
700

40

Relationship between Temperature and Viscosity for Marine Fuels / reference*15

60

70

80
Temperature（℃）

50

90

100

110

120

130

Recommendation viscosity for Fuel Injection of Diesel Engine(Depending on Engine design and Type)

50℃

140

150

mm2/s @50℃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃
〃

Ｍarine Gas OilJAPAN P& I CLUB

Reference ③ (Figure 55)

－ 106 －PCS

QUANTITY OFSCHEDULEA:BEFORE
TRANSFER

TRIM:

AFTER
TRANSFER

(CM)
（ｋｌ）

(CM)

(CM)
（ｋｌ）

（ｋｌ）

(CM)
（ｋｌ）

(CM)

（ｋｌ）

OIL
TEMP

Q15°C

CHIEF ENGINEER:____________________ FIRST ENGINEER:____________________（ｋｌ）

QUANTITY OF（ＫＬ）

Max allowed manifold pressure

Rate of loading at start of transferMaximum Rate of loading :Rate of loading when Topping off:

Date: ___________________SOUNDING QUANTITY SOUNDING QUANTITY SOUNDING QUANTITY QUANTITY SOUNDING QUANTITY SOUNDING QUANTITY

FULL CAPACITY
90% OF-100%
FULL CAPACITYFILLING TEMPERATURE:

TIME OF START: DRAFT:F
TIME OF STOP:MASTER:__________________

NO.

TANK

QUANTITY:

NAME OF OIL

TRANSFERSEQUENCE

QUANTITY:

NAME OF OIL:

Bunker PLAN (Sample)( (LOCATION))

JAPAN P& I CLUB(Figure 74)

P&I Loss Prevention Bulletin

Reference ④ (Figure 74)

JAPAN P& I CLUB
Reference ⑤ (Protest Letter: English)

Date: insert “issue date”
Vessel NAME : input MV “()”

VOY Number:
PORT : input “ PORT NAME ”
TO : input “ BARGE NAME ”: insert MASTER BARGE NAME”

LETTER OF PROTESTBUNKER SHORT SUPPLY

Dear Sirs,
This is informed you that on completion of bunkering FUEL OIL (380 cSt) at theport of “input PORT NAME” on DD/MM/YYYY, bunker short supply were foundagainst ship’s requested quantity of bunker oil.

Ships ordered figure (A): ○○○ metric tons

Barge figure (B): ○○○ metric tons

Difference (Discrepancy between both figure) (C=A-B): ○○○ metric tons

Therefore, in behalf of the Owners and Charterers, I, Chief Engineer of MV “()”,
wish to lodge this protest on the difference of the above figures, and reserve the rightto take all such further action as may be considered necessary to protect the interestsof both parties.								Please kindly acknowledge by signing this letter.
Yours Faithfully,---------------------------------------------------------------------------------------------------------MASTER OF “input BARGE NAME”

CHIEF ENGINEER OF MV(－ 107 －

)

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0
0.0

0.0

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
No.1

Liner

PistonF.O.V.

Exh'V

In-take-V

FO Pump

Cyl 2

MaintenanceInterval

Cyl 1

Cyl' No.

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 3

－ 108 －

T/C

F.O V

FO pump

Exh V

Intake V

Cyl cover

PistonD/G No.

Total W/H

Crank pin Bearing

Main Bearing

Crank Bearing Bolt

Parts

MaintenanceInterval
D/G 2
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

D/G 1

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

D/G 3

DIESEL GENERATOR - Working Hour since last overhaul

T/C

Indicator V

Safety・V

Starting・V

Parts

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

D/G 4

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
No.2

0.0

0.0
0.0

Cyl 4

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 5

Remarks

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 6

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
No.3

0.0

0.0
0.0

Cyl 7

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 9

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
No.4

0.0

0.0
0.0

Cyl 10

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 11

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 12Chief Engineer:__________________________

0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0

0.0

0.0
0.0

Cyl 8

TOTAL WORK.
HRS
0.0

Remarks

Main Engine and Disel Generator Working Hours Record(sample)
Automatically calculated values (Based on entry from Sheet 2)
M.V.
MONTH:
UPPER COLUNM: Run Hours at the end of this month
MAIN ENGINE - Working Hour since last overhaul
LOWER COLUNM: Recommended Running HR until next O.H

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Attachment⑥-1
Reference Reference⑥ -1
Attachment

F.O.V.

Exh'V

In-take-V

FO pump

PistonLiner

Cyl' No.

MaintenanceInterval

No.1

Cyl 1

Cyl 2

Cyl 3

No.2

Cyl 4

－ 109 －

T/C

F.O V

FO pump

Exh V

Intake V

Cyl cover

PistonD/G No.

MainytenanceInterval

D/G 1

D/G 2

Current month W/H

D.G. Running Hour Details
End of last monthTTL W/H

Crank pin Bearing

Main Bearing

Crank Bearing Bolt

Parts

D/G 3

D/G 4

Diesel Generator - Accumulated Working Hours at the end of last month

T/C

Indicator V

Safety・V

Starting・V

Parts

Main Engine - Accumulated Working Hours at the end of last month
Cyl 5

Cyl 6

No.3

Cyl 7

No.4

Cyl 10

Cyl 11

Cyl 12Current month W/H

End of last monthTTL W/H

M.E. Running Hour Details

Cyl 9

Chief Engineer:_________________________

Cyl 8

Data Entry Sheet for Running Hours

Attachment Reference ⑥-2
JAPAN P& I CLUB
Reference ⑥ -2

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Reference⑦
Attachment
reference ⑦
Piston Grooves & Rings Reading (sample)
MAIN ENGINE
NO. DIESEL GENERATOR ENGINECYL.OR ENG NO. NO.
TYPE OF ENG.

NO.

CYL

M.V.

DATE
PORT
PISTON GROOVE
F

A

P

S

PISTON RING THICKNESSPISTON RING WIDTHORIGINAL

A

B

C

A

B

C

USING

ORIGINAL RING

(NEW,OLD)

a

1

b
a

2

b
a

3

b
a

4

b
a

5

b

PISTO
N X
ORIGINAL×

LIMIT

TOP RING

mm OTHER
LIMITa

ORIGINAL

B

B

TOP
2ND
3RD

A

C

A

C

4TH
5TH
UNIT in mm
PISTON RING WEARTOTAL RUNNING HRS SINCE LAST EXAMINATION
MAX.WEAR DOWN SINCE LAST EXAMINATION
MAX. WEAR PER 1000 HRS SINCE LAST EXAMINATIONLASTED CYL.OIL FEED RATE (g/ps/hr)
REMARKS:－ 110 －JAPAN P& I CLUB
Reference ⑧

Attachment reference ⑧

Piston Inspection Record(Sample)
Vessel:M.V.

Number of cylinders:no.:Builder / no.:Eng. hrs.:Eng. type:

Checked by: 1/E

Weeks pr. port calls:

Normal service load (% of MCR): xx %Cyl. oil consump. (l/24 hrs):

at load % xx%

Deposits
Ring breakagePosition:

ExhaustCYLINDER NO.

Engine Part

1

2

3

4

5

6

7

Piston crown

*

*

*

*

*

*

*

Topland

LC

LC

LC

LC

LC

LC

*

Ringland 1

*

*

LC

*

LC

LC

*

Intact - *Collapsed - C
Broken opposite ring gap BO
Broken near gap - BN
Several pieces - SP
Entirely missing - M

Ring
movement

Cyl. oil type:

Intact - *Burning - BU
Leaking oil - LO
Leaking water - LW

No deposit - *Light deposit - LC
Medium deposit - MC
Excessive deposit - EC
Polished deposit - PC

Loose - *Sluggish - SL
Sticking - ST
Sharp Edge - SE
Clean, smooth - *Running surface, Black,overall - B
Running surface, Black, partly - (B)Black ring ends > 100 mm - BR
Scratches (vertical) - S
Micro-seizures (local) - mz
Micro-seizures (all over) - MZ
Micro-seizures, still active - MAZ
Old MZ - OZ
Machining marks still visible - **Wear-ridges near scav. ports - WR
Scuffing - SC
Clover-leaf wear - CL
Rings sharp-edged Top/Bot. - T/B

Lubrication condition
Deposits

Surface condition

Date:

Condition and Symbol

Optimal - *Too much oil - O
Slightly dry - D
Very dry - DO
Black oil - BO

No Sludge - *Sludge - S
Much sludge - MS

Intact - *Piston Ring
Gap

Port:

Ringland 2

*

*

*

*

*

LC

*

Ringland 3

*

*

*

*

*

*

*

Ring 1

*

*

*

*

*

BN

*

Ring 2

*

*

*

*

*

*

*

Ring 3

*

*

*

*

*

*

*

Ring 4

*

*

*

*

*

*

*

Ring 1

*

*

*

*

*

SE

*

Ring 2

*

*

SE

*

*

SE

*

Ring 3

*

*

SE

*

*

SE

*

Ring 4

*

*

SE

*

*

SE

*

Ring 1

*

*

*

*

*

*

*

Ring 2

*

*

*

*

*

*

*
*

Ring 3

*

*

*

*

*

*

Ring 4

*

*

*

*

*

*

*

Piston skirt

*

*

*

*

*

*

*

Piston rod

*

*

*

*

*

*

*

Cylinder liner abv.
scav. ports

(B)

(B)

B

(B)

(B)

(B)

*

Cylinder liner nearscav. ports

*

*

*

(B)

(B)

(B)

*

Ring 1

*

*

*

*

*

*

*

Ring 2

*

*

*

*

*

*

*

Ring 3

*

*

*

*

*

*

*

Ring 4

*

*

*

*

*

*

*

Piston skirt

*

*

*

*

*

*

*

Piston rod

*

*

*

*

*

*

*

Cylinder liner

*

*

*

*

*

*

*

Scavenge box

*

*

*

*

*

*

*

Scav. receiver

*

*

*

*

*

*

*

Flaps andnonreturn valves Normal condition

Piston Ring No.1
Piston Ring No.2
Piston Ring No.3
Piston Ring No.4

Running hrs since liner installed (hrs)
Liner wear per 1000hrs (mm)Max Liner Wear (mm)Stuff. Box leakage quantity / day (ltr)
Cyl. Oil consumption /day (ltr)
Cyl. lubricator stroke for each unit
Date last unit was overhauled

DD MM YYYY

Lubricator type :Total stroke :DD MM YYYY DD MM YYYY DD MM YYYY DD MM YYYY DD MM YYYY DD MM YYYY DD MM YYYY

Running hours since last overhaul

Remarks :Noted by :－ 111 －

Manoeuvre

JAPAN P& I CLUBP&I Loss Prevention Bulletin

Reference ⑨
Piston Inspection items through Scavenge Ports (sample)
Piston Bowl

Burning

CarbonLiquidPiston Top land
Piston Ringlands
Piston Rings
MZ

MZ: Micro seizures, all over

Piston Skirt
Piston Rod

Cylinder Liner above Ports

Area near Scavenge Air Ports

Cylinder liner below ports

MZ

Wear Edge

Reference ⑩

Manufacturer service information(Key point for handling, revision as required, emergency information and etc..)
Assembling Piston rod (Tightening) (sample)
We have recently experienced cracking in the spacer
ring for hydraulic jack for tightening of piston rod due toirregular fitting of the washer.
The side face of washer tapers off at the bottom end inorder to prevent a contact with the piston rod when thewasher is mounted. If the washer is mounted upside
down, the washer can not be tightened correctly due tocontact with the piston rod, and consequently, there is apossibility of cracking of spacer ring for hydraulic jack.
We therefore would like to ask you to pay attention tocheck if the washer is correctly fitted/tightened when thetightening nut for piston rod is tightened by hydraulic jackon the engines in question.

－ 112 －JAPAN P& I CLUBJapan P&I Club
Assistant General Manager/Loss Prevention and Ship Inspection Department
Chief engineer Keishi Kuwada(Supervision)
Master Mariner/General Manager/Loss Prevention and Ship Inspection Dept.
Capt. Takuzo Okada

JAPAN P& I CLUB
Websitehttp://www.piclub.or.jp● Principal Office（Tokyo） 2-15-14, Nihonbashi-Ningyocho Chuoh-ku, Tokyo 103-0013, Japan		● Kobe Branch

Tel：03-3662-7229 Fax：03-3662-7107

6th Floor Shosen-Mitsui Bldg. 5, Kaigandori Chuoh-ku, Kobe, Hyogo 650-0024, Japan		● Fukuoka Branch

Tel：078-321-6886 Fax：078-332-6519

6th Floor Meiji-Dori Business Center 1-1, Shimokawabata-machi, Hakata-ku, Fukuoka 812-0027, Japan		● Imabari Branch

Tel：092-272-1215 Fax：092-281-3317

2-2-1, Kitahorai-cho, Imabari, Ehime 794-0028, Japan		● Singapore Branch

Tel：0898-33-1117 Fax：0898-33-1251

80 Robinson Road #14-01B SINGAPORE 068898

		● Japan P&I Club (UK) Services Ltd
		

Tel：65-6224-6451 Fax：65-6224-1476
38 Lombard Street, London EC3V 9BS U.K.
Tel：44-20-7929-3633 Fax：44-20-7929-7557

P&I Loss Prevention Bulletin Vol.38

P&I Loss Prevention BulletinJAPAN P& I CLUBVol.38 March 2017

P&I Loss Prevention Bulletin
The Japan Ship Owners’
Mutual Protection & Indemnity Association Loss Prevention and Ship Inspection Department

Thinking Prevention ofEngine Trouble