Tanker Notes ||
Container Ship Operations ||
Ocean Navigation ||
Attention to Acceptance or Rejection of Fuel Oil - Cargo ships Bunkering procedure
Following guideline should be taken into consideration
prior acceptance or rejection of fuel oil by a cargo ship:
Difference in viscosity
(a) If the deviation falls within the range allowed by the vessel side, the FO may be accepted in principle.
Note: The allowable range for viscosity shall be, talking the machinery specifications, heating specifications, and specifications of auxiliary machinery that burns C-oil only talking into consideration; an upper limit of 200 cst or so to 180 cst in the machinery specifications, an upper limit of 300 cst or so to 280 cst in the machinery specifications, an upper limit of 450 cst or so to 380 cst in the machinery specifications.
(b) If the deviation is out of the range allowed by the vessel, the Chief Engineer shall refuse the receiving in principle, and shall make the supplier rearrange the type of Fuel to meet the order, if time permits. In this case, the time required for the re-arrangement and the following FO loading shall be confirmed after consultation with the local agent.
(c) In either case of the above sub-items (a) and (b), if the difference in viscosity is significant between those in the order and on the spot of loading, the Chief Engineer shall inform the own company Fuel Section of the matter through the Master without delay and discuss whether the FO in question is to be received or not.
Difference in Sulphur content
(a) When Sulphur content in Bunker Delivery Note exceeds 4.5% and 1.5% in Standards fuel oil and Low Sulphur fuel oil respectively, the Chief engineer shall refuse to load the fuel oil and request rearrangement of the loading of appropriate fuel oil.
(b) In the above case, the Chief Engineer shall inform the Fuel Section of the matter through the Master without delay and discuss whether the FO in question is to be received or not.
(a) The upper limit of density shall be 0.9910kg/m 3 at 150C(0.9916kg/m 3 at 60F), (according to ISO Standard). Therefore, if it is discovered by the confirmation made on the document before the loading that the density exceeds the upper limit, the Chief Engineer shall postpone the receiving and report the fact immediately to the Fuel Section, the Operation Section, and the Chief Technical Superintendent, and consult with them about measures to be taken after the fact.
For rules and standard on qualities of marine fuel oil, refer to the attached Specifications of Marine Fuels, ISO 8217, 1987(E) .
Excess or shortage in volume
(a) If it is discovered by the confirmation made on the document before the loading that the loaded volume exceeds the ordered volume, the Chief Engineer shall refuse to receive the excess.
In this case, the Chief Engineer shall have the supplier accept that the judgement of the timing and the order to stop the pump shall be made by the vessel side at the completion of the loading of the planned volume, which procedures shall be confirmed by an agreement in writing between the parties.
(b) If it is discovered by the confirmation made on the document before the loading that the loaded volume is less than the ordered volume, the Chief Engineer shall take the following measures :
(i) The Chief Engineer shall make the supplier rearrange the deficiency immediately if time permits. In this case, the time required for the re-arrangement and the following FO loading shall be confirmed after consultation with the local agent.
(ii) When time does not permit for the rearrangement of the deficiency, and if the total volume of remained FO on board the vessel and the newly loaded FO is judged to allow the safe navigation of the vessel to the next port where refueling is available, such bunkering may be accepted in principle.
In this case, the ordered volume shall be entered in remarks column on the bunker receipt, and in this case, the Chief Engineer shall discuss with the Operation Section where the deficiency is supplied or whether the supply is required or not, without delay.
(iii) When time does not permit for the rearrangement of the deficiency, and if the total volume of remained FO on board the vessel and the newly loaded FO is judged not to allow the safe navigation of the vessel to the next port where refueling is available, the Chief Engineer shall report immediately through the Master the situation to the Operation Section of company and the Fuel Section (copy to the Technical Superintendent) to discuss the measures to be taken.
In this case, the Chief Engineer shall include in the report information about the expected delay hours of the vessel, after discussions with the local agent and the supplier on the rearrangement (if it has been made) and the time required for the following refueling.
(c) In either case of the above mentioned sub-items (a) and (b), the chief Engineer shall report the face to the Company through the Master as soon as possible.
Needless to say the vessel must always have sufficient measuring instrumentation
onboard. It was found H2S is most accurately measured
using Draeger tubes (Type 2a). Draeger tubes are less prone to inaccurate readings
due to cross sensitivities with other substances than electronic meters.
You should remember that a vessel with 10 tanks would soon use a large number of
tubes if testing two, three or more times.
You should also be aware that many Charterers now incorporate a standard H2S
Clause in their fixtures. The penalties for breach of Terminal regulations and/or C/P
Terms is severe, both financially and commercially.
For your guidance the Shell H2S Clause reads as follows:
Owners shall comply with the requirements in ISGOTT (as amended from time to
time) concerning Hydrogen Sulphide and ensuring that the Hydrogen Sulphide level
is always below the threshold limit value (TLV).
If on arrival at the loading terminal, the loading authorities, inspectors or other
authorised and qualified personnel declare that the Hydrogen Sulphide levels exceed
the TLV and request the vessel to reduce the said level to within the TLV then the
Original Notice of Readiness (NOR) shall not be valid. A valid NOR can only be
tendered and laytime, or demurrage time, if on demurrage, start to run in
accordance with Clause 13 (as amended) of SHELLVOY 5 when the TLV is acceptable
to the relevant authorities.
All time, costs and expense as a result of Owners’ failure to comply with the
foregoing shall be for Owners’ account.
If the vessel is unable to reduce the levels of Hydrogen Sulphide within a reasonable
time Charterers shall have the option of cancelling this Charter without penalty and
without prejudice to any claims which Charterers may have against Owners under
In addition INTERTANKO note that:
While the dangers relating to Hydrogen Sulphide (H2S) are not new there is a
growing body of evidence suggesting that H2S levels in some crude oils is on the
increase. The reason for this apparent increase is unclear.
H2S is known to be present in crude oil exported from a number of countries
including Iran, Qatar, South America, Mexico, Poland, Latvia, Russia and Turkey.
Recently higher than normal amounts have been detected in Brent crude and within
the last few days very significant amounts of H2S have been found in the ullage
spaces of two tankers loading fuel oil cargo at Jubail in the Arabian Gulf.
Terminal operators should remain alert to the dangers posed by the presence of
H2S, either within cargoes being delivered or remaining within the residues from a
previous cargo. The precautions and procedures described within ISGOTT should be
strictly adhered to.
The advent of Inert Gas and Closed Loading systems has largely negated the need to
open tanks except for non-routine purposes, although reducing tank pressures to
near zero for sampling is a relatively common practice. Purging for cargo preparation
is also common, thus the planned release of the entire tank atmosphere, particularly
where unexpectedly high levels of H2S are involved, poses a significant danger to
individuals in the immediate and, in some cases, the not so immediate, area.
Some countries, particularly in Europe, have already stipulated maximum H2S levels
in tanks prior to loading and some terminal operators have reduced their acceptable
arrival levels from 10ppm to 5ppm.
Ships bunkering guideline- planning, preparation, safety checks & confirmation
Safety precautions prior transferring oil
How to report in case of an oil spillage onboard
How to use low sulphur fuel oil onboard
Decision of Bunkering volume
Bunkering safe procedure and detail guideline for ships
Operational guideline during bunkering
What is bunker delivery note ?
What is fuel oil additive ?
How to start heating of fuel oil storage tank ?
Dealing with low quality fuel oil
What is the procedure for fuel oil viscosity control ?
How to keep a sample of fuel oil received ?
How to keep bunkering record ?
Procedure for receiving lub oil
Precautions prior transferring fuel oil into storage tanks
Other info pages !
Ships Charterparties Related terms & guideline
Stevedores injury How to prevent injury onboard
Environmental issues How to prevent marine pollution
Cargo & Ballast Handling Safety Guideline
Safety in engine room Standard procedures
ShipsBusiness.com is merely an informational site about various aspects of ships operation,maintenance procedure,
prevention of pollution and many safety guideline. The procedures explained here are only indicative,
not exhaustive in nature and one must always be guided by practices of good seamanship.
User feedback is
important to update our database. For any comment or suggestions please Contact us
Terms and conditions of use
Copyright © 2015 www.shipsbusiness.com All rights reserved.