OPA90 OIL POLLUTION ACT OF 1990

 The Oil Pollution Act of 1990, commonly referred to as OPA 90, is a significant U.S. legislation designed to prevent and manage oil spills, particularly those originating from tankers and related facilities. This law enhanced the authority of the Environmental Protection Agency (EPA) in tackling oil pollution, imposed stricter liability on parties responsible for spills, and required many tankers to be constructed with double hulls to reduce the risk of leaks.

The Oil Pollution Act of 1990 (OPA 90) encompasses several critical elements aimed at preventing and responding to oil spills. It establishes a comprehensive framework for oil spill prevention, preparedness, and response, mandating that oil facilities develop and implement spill response plans. Additionally, OPA 90 enhances the federal government's authority to impose penalties on responsible parties and requires them to demonstrate financial responsibility for potential spill-related damages. The act also emphasizes the importance of cooperation between federal, state, and local agencies in managing oil spill incidents effectively.

Strict Liability:

Parties deemed responsible for an oil spill are liable for the expenses associated with cleanup and any resulting damages, regardless of whether the spill resulted from negligence.

The Oil Spill Liability Trust Fund:

the oil spill liability trust fund is a financial resource established through a tax on oil, designed to facilitate cleanup efforts when the responsible party is either unable or unwilling to manage the costs associated with an oil spill.

Vessel Response Plans:

Vessel response plans are essential for both vessels and facilities, mandating the development of comprehensive strategies to address potential oil spills. These plans must detail the resources available, including private personnel and equipment, to ensure an effective response in the event of a spill.

Increase the liability limits:

The Oil Pollution Act of 1990 (OPA 90) has raised the liability limits for damages resulting from oil spills, expanding the range of recoverable damages. This enhancement ensures that affected parties have greater financial recourse in the event of an oil spill incident.

Impact and Purpose:

OPA 90 was established in response to widespread public concern after the Exxon Valdez oil spill in 1989. The legislation's primary goals are to minimize the likelihood of oil spills, improve governmental response capabilities, and ensure that those responsible for such incidents are held accountable for the resulting cleanup and environmental damage.

How ship's sprinkler system works?

  Ship sprinkler systems play a vital role in marine fire safety by automatically discharging pressurized water to combat fires. These systems are engineered to detect fire conditions through heat sensors or smoke detectors, thereby reducing potential damage and safeguarding lives. Upon detection of a fire, the system activates, drawing water from a reliable source—often seawater or freshwater—while maintaining pressure through pumps. The sprinkler heads then open, releasing a fine mist that cools flames and curtails their spread. Additionally, the activation of these systems triggers alarms to alert the crew and relevant authorities. Ship sprinkler systems can be categorized into wet pipe systems, which contain water in the pipes, and dry pipe systems, which are filled with air and are typically used in environments susceptible to freezing. Key features include automatic operation, targeted extinguishment to limit water damage, and a dependable water supply from multiple sources, ensuring effective fire response.

Cylinder liner cloverleafing

 Despite the close control of the cylinder surface temperature, acids are still formed which must be neutralised by the cylinder lubricating oil, this requires that the correct quantity and Total base number(TBN) grade of oil is injected into cylinder. Immediately the oil enters the cylinder it will start neutralising the acid, becoming less alkalinity may be depleted before it has completely covered the liner surface, further contact with acids may leads to the oil itself becoming acidic, this will leads to phenomenon known as cloverleafing in which high corrosive wear occurs on the liner between the oil injection points severe cloverleafing can result in gas blow by past the piston rings and ultimate failure of the liners,

Source: reed's motor engineering knowledge,

78

what are the types of oil used in ship ?

Cylinder oil 

Lube oil for diesel generator and main engine

Air compressor (synthetic oil)

Hydraulic oil for steering gear and winches

Gear oil  for reduction gear and purifier

Intermediate shaft  oil

Stern tube oil

Life boat oil and Rescue boat oil

Governor oil

Davit launch oil hydraulic oil

Refer . compressor oil

A/c . compressor oil

Fifi

Clutch oil

Heavy fuel oil 

Marine diesel oil

what are the tanks in ship ?

Bunker tank

Fresh  water tank 

Sludge tank

Oily bilge tank

Cargo tank 

Double bottom tank 

Sewage holding tank

Lube oil storage tank 

Bilge holding tank 

Scavenge drain tank

Expansion tank

Hydrophore tank 

Caseket tank

cylinder oil storage tank

Stern tube aft and forward seal tank

Oily mist tank (chamber)

Ballast tank

Wing tank

copper dam tank

steering gear oil store tank

Settling and service tank (H.F.O AND M.D.O)

Hydraulic  oil  storage tank

Waste oil tank

BUNKERING

Chief  engineer received a mail from company.In that mail,how much tonnes are taken at which port and which oil (H.F.O OR D.O) are mentioned.

 Chief engineer organized tool box meeting for bunkering. In this meeting duties are discussed with as Ass.4th engineer,which tank to be empty.Make sure bunker tank should be 90% of tank capacity.

On the day of bunkering first of all fill the bunker checklist.

Bunkering tank and overflow tank to be empty.

Then shut all the storage tank valve.

Stop the purifier.

H.F.O and D.O transfer pump.

Bunker barge  are arrived.

Bunker barge should be secured with ship.

Bunker survey will check all the sounding in E.C.R.It should be note.

And heel,list and temperature are noted.

Bunker survey and 4th engineer are do the same procedure on barge also.especially temperature and density should be noted.

Make the proper communication with bunker barge and emergency sign should be discussed.

Bunker connection is made with bunker manifold and  in between the sampling flange is fitted to  to collect sampling fuel.

Put the tray below the manifold connection and scrubber plug are pluged and SOPEP KIT should be placed.

Check and line up the connection of filling tank.

Slowly start the bunkering.

Now the pressure and temperature should be checked.

check the filling tank sounding.If there is no problem then slowly increase the problem then slowly increase the speed of bunkering.

In case we filling the 2nd tank.

First we will filling tank nearly 90% of capacity.

Reduce the speed of bunkering and open the 2nd valve.

Slowly close the 1st tank valve. 

Complete the bunkering with 2 or 3 air kick.

Finally the bunker survey check all the tank sounding,list,trim and temperature.

Disconnect the bunker manifolds.

Sampling should be collected in four sample bottle. 1. Marpol sample 2.ship sample 3.lab  sample 4.Bunker barge

Fill the bunker checklist with the sigh for barge officer.

B.D.N (bunker delivery notice) and M.S.D.S(material safities and data sheet) are received.

Oil record book should be filled and signed by 4th engineer and chief engineer.