Bunker Survey Calculation Software
Bunker fuel sampling and testing to accepted industry standards. Quantity delivered calculation, based on density testing. Detailed bunker survey reports. Sampling documentation photographs as requested or permitted. Intertek's marine bunker fuel surveying services are supported by experienced bunker fuel quality testing laboratories. Bunker Survey bunker survey report generator ZakosBunkerSurvey® is a user-friendly Bunker and Barge Oil calculation program for All ships, Marine Surveyors and Chief Engineers.
In ship’s engine room, a number of display various important parameters such as level, pressure, temperature etc. But there are some essential parameters which cannot be read directly through any instrument as they depend on a number of dynamic factors. This demands the working onboard ships to do some formula based calculations by considering all those factors and with possible available inputs.
Of all the important calculations that are to be done on board ships, there a few ones which marine engineers must know without fail. Related Read: Following are 3 important parameters which are most often required to be calculated by marine engineers for record keeping: 1. Bunker Calculation: Bunker terms to fuel oil in the maritime industry.
Bunker quantity calculation is the most important calculation which every marine engineer should be familiar with throughout his career. Bunker fuel, being a highly valued product, has to be very carefully and accurately calculated for determining the quantity. The volume of a definite quantity of bunker increases with increase in temperature whereas its weight remains the same.
For this reason, the bunker is always ordered and measured in weight and not by volume. Related Read: Also, all the energy and efficiency calculations of fuel on board ships are calculated in terms of mass of the fuel rather than its volume. (Calculation of bunker fuel quantity in weight involves many factors to be considered making it more complex.) Mostly, the will be the deputy of the Chief engineer forthe bunker quantity for maintaining records. Since the bunker oil is normally supplied to the vessel at a temperature higher than 15⁰C, the formula used for calculating the bunker quantity in weight will be: Metric Tonnes = (Actual Sounder Volume) X (Temperature Corrected Density) The corresponding values of each tank are tabulated for easy reading and the total weight of bunker quantity is calculated. Specific Fuel Oil Consumption (SFOC): Specific fuel oil consumption is the measure of the mass of fuel consumed per unit time to produce per KW. The is usually determined using the SFOC.
In order to achieve accuracy, the fuel consumption and power developed is always measured over a suitable time period on a good weather. The formula used for calculating SFOC is: SFOC (g/kwh) = Mass of fuel consumed per hour / Power developed in KW.
Bunker Survey Calculation Software Free Download
The readings of the flow meter to the main engine should be noted over the specified time interval say 1 hour. With the difference in readings, the volume of fuel consumed is obtained. It can also be measured by noting down the HFO service tank reading provided the oil is being supplied only to the main engine. The mass of the observed volume of fuel consumed can be determined by following the above-said bunker calculation procedure.
The horsepower can be measured using dynamometer if fitted on the shaft of the engine which will indicate the BHP in the digital indicator. If not, the horsepower can also be calculated using engine rpm and average pump fuel index with the aid of engine characteristic curve of various sea trials which is supplied by the manufacturer. However, the calorific value of the fuel used for may differ and hence compensation factor has to be determined to obtain the accuracy in calculation. Related Read: 3. Percentage of Slip: Slip is considered as the difference between the speed of the engine and actual speed of the ship. It is always calculated in percentage.
Positive slip is influenced by various reasons such as fouled bottom or hull part which offers resistance to the movement of the ship, environmental factors such as water current and wind against the ship direction. The slip may be negative if the ship speed is influenced by following sea or wind. Engine slip is calculated daily onboard the vessel and recorded in the log book. Related Read: Engine distance – Observed distance Percentage of Slip = ————————————————– X 100% Engine distance. The actual distance (nautical mile) covered by the ship from noon to noon is measured using ship’s log. The total revolutions of the propeller from noon to noon is obtained using revolution counter.
The engine distance can be calculated using the pitch of the propeller provided by the manufacturer. Care must be taken in the unit conversion of the pitch from meter to nautical mile (in general 1 NM = 1800m).
Engine distance in nautical mile = (Pitch x revolutions per day) Obtaining the accuracy of value in all the above calculations are always challenging onboard as the parameters recorded are more sensitive to dynamic conditions of the ship and also depends on various environmental factors. Related Read: Over to you Do you know any other important calculation that can be added to this list? Let us know in the comments below. References & Image Credits: M.V.
Jag Rahul – Ship’s tank capacity plan manual. Jag Preeti – MITSUI B&W – Operation & Data Manual Reeds Naval Architecture for Marine engineers.
It is all correct. Whan i miss is the comparison of the fuel comsumption with a reference. The reference is the specific fuel consumption on test bed at the manufacturer.
Here the fuel consumption as well as the engine performance data are measured, and converted to the ISO condition. It is important for the actual situation also to record the engine performance data and to convert them to ISO, otherwise you compare apples with pears. There are not many tools available for this manouver. You can do it all manually, but it will consume a lot of time. At our web site you can see out tool, where you get the iso correction and comparison instantly when entering the performance data. MIKOY says. Hi, Just call me Mariners friend, engage for 26 years in petroleum survey and bunker survey.
I should say the reason why most bunker barge supplier doesn’t want surveyor on board the vessel? Because of that formula used by most engineers when receiving bunkers. Considering the standard formula we are using for bunker calculation at any port, your total observed volume = 926.37 cm; density (without correction of 0.00064) = 0.9695; let say temp. Using ASTM TAB. 54B and ASTM TAB 56 your actual metric tons received are = 878.168 surveyor’s calculation. Therefore 878.168 mt.- 897.56 mt.= (-)19.392 mt difference. My friend you have had less bunker fuel received.
As per surveyors calculation. However, most surveyors are adamant to change his figure.
Hope it helps. And Happy voyage to all. sony varghese says. If you are using the log distance (distance through the water), as you suggest, then current should have no effect on slip. Using a GPS distance will give meaningless figures from a performance point of view, the vessel would be moving over the ground even if the engine was stopped because the water in which it is sitting is itself moving over the ground.
Distance over the ground (GPS distance) cannot be used if the slip calculation is required to provide a meaningful figure, using the log distance (the distance the propellor actually moves the vessel through the water) provides an almost true indication of the work actually done by the propellor, with wind and sea state being remaining sources of error. aldrin cariazo says. Thanks Mariners friend for that great info. Actually, I’m a fresh graduate frm the Petroleum Training Institute, Nigeria. I studied petroleum marketing.
I wnt to pursue a career in petroleum survey and I have keen interest. With the foundation that got frm schl on petroleum and its products measurement and analysis, I have been doing some study online on petroleum measurements, but the volume correction factor is given much worry. I see you have great wealth of experience in petroleum measurements, pls I need your help and guidance on this.
I so much love petroleum measurements with passion. Franklin Onyidu says. That was a great info MTvital.
I’m fresh graduate of Petroleum Marketing Technology frm The Petroleum Training Institute, Nigeria. I have basic knowledge in petroleum and its products measurement and analysis, but my keen interest in petroleum measurements (surely) has been making search the internet often for information that can help improve myself in new career that I’m now pursuing. The volume correction factor for petroleum is really giving me serious concerns. Pls MTvital, I can tell that you have vast knowledge in field, kindly guide me during this petroleum survey.