NAMA : NADYA SHIVANA

KELAS : NAUTIKA A REGULER / SMT IV

NIT : 06 18 016 1 41

Ship bunkering process or refueling process from barges or suppliers to ships. The
bunkering process has a high level of danger so the implementation process must be in
accordance with the correct procedures. This bunker activity aims to refuel the ship, so the ship
is ready to sail.

Materials used for bunkering, for example: Gasoline fuel, Sludge (waste oil), diesel fuel,
oil content in cargo and so on that involve combustion material. Several cases of Ship
Operational accidents occur during the process of bunkering or refueling. Because during the
Bungkering process we are dealing with material that is very easy to ignite a fire, it requires extra
care and attention.

BOOMING OIL TRANSFERS In Washington State Pre-booming requirements We have

determined that high-rate over-water oil transfers present the highest risk of a sizeable oil spill. All bunker
barges delivering oil must deploy containment boom equipment before starting over-water oil transfers at
rates greater than 500 gallons per minute, when it is safe and effective to do so. The pre-booming
requirements will be met by the bunker supplier. If at anchor, vessel operators may be asked to tie lines to
the ship to secure the boom during bunkering operations.

In the IMO record, the event that caused the most oil spill into the sea was during the
Persian Gulf war in 1991, when it was estimated there were 330 million barrels spilled into the
sea.

Meanwhile, when BP experienced an incident in the Gulf of Mexico in the United States
in 2010 the sea oil spill amounted to 210 million barrels. Specifically regarding the refueling of
fuel into ships, IMO and other competent world bodies also make an analysis of the occurrence
of oil spills due to bunkering activities in the order of Root Cause for the occurrence of oil spills
as follows:

1. Erroneous implementation of the agreed loading rate between the ship and the fuel
filler (barge or tank trucks)

2. Mistakes of fuel filler parties that change the agreed loading rate.

3. The fault of the ship does not periodically check whether the loading rate they receive
is in accordance with what has been agreed.

4. Mistaken the ship did not check which tank is being filled or will be filled.

5. Delay responding to the alarm when the tank approaches full.

In the order of the cause of the oil spill, which states that the Equipment Failure or filler
media type is not included in the order that often occurs. As is commonly known in the shipping
world, the procedures and locations for refueling fuel also have difficulty and risk in accordance
with the location of refueling fuel itself, as for the order is as follows:

1. Refueling when the ship sails.

With fuel vessels docked and bound to the side of the ship to be supplied, both do so
while sailing. This activity is only done for a secret assignment ships or warships that do not
have much time to stop and replenish the fuel. With a high degree of difficulty and danger, this is
prohibited by the world maritime agency and the national bodies of countries in general for
commercial vessels.

2. Fueling when anchored anchor.

This activity is commonly carried out by ships that are waiting for dock or ships that will
go sailing. At anchor in the area, this activity is still at risk to their wave generated passing ships,
the ship hit by a risk of loss of control and of course in the event of a spill would be difficult to
handle. This is because of the vast waters and the limited facilities for Anti-Pollution-owned port
at anchor in the area. Especially in this area is also difficult to check whether the fuel port is
legally required (often the case in Indonesia), because it is constrained range to check it.

3. Filling the fuel when the ship docked.

The common European dipelabuhan notoriously busy as Rotterdam, Hamburg and

Antwerp, or London charging is generally done when the ship docked. This is easy to understand
because of the various facilities available at the port compared to the anchorage area. The safety
factor is much more guaranteed at the port, where ships are bound well at the dock and fuelers
can come from the sea via barges or small tank trucks. Even if there is an oil spill at the port, it
will be much faster and tactical to handle it. The vessel has SOPEP, Oil Spill Response Team
Ports can also be fast-acting and most convenient way is to localize the spill itself if in
dipelabuhan. Officers can quickly deploy the Oil Boom in the front and rear of the ship, suck it
back using a skimmer and of course it's easy to sprinkle oil dispersant around the ship.

Aftermath of the oil spill accident, the first thing to do is know quickly and accurately
spreading area, both visually directly, as well as the results of remote sensing (remote sensing).
Various countermeasures carried out as in-situ burning, mechanical allowance, bioremediation
techniques, the use of the sorbent, and use of chemical dispersants, and other methods depending
on the case.