Oceangoing Cargo Ships Safety & Operational Matters
Home || Tanker Safety || Container Ship Handling || Commercial Management || EMS ||

Bunkering arrangement - Fuel oil handling safety guideline for cargo ships

Fuel oil bunkering is a critical operation onboard ships that require receiving oil safely into the fuel oil tanks, without causing an overflow of oil. With the cost of bunkers amounting to 50% of the total operating costs of ships, shipowners need to seek ways to monitor and control this vast expenditure continually. Typically, physical custody transfer of bunkers is made thousands of miles away from the contracting parties' offices, with neither buyer nor seller present during actual bunkering operations.

When disputes arise over quantity and quality transferred, investigations after delivery are usually inconclusive if the shipboard personnel of the receiving vessel is not correct and or fully informed and trained. Protests, legal fees, management time, loss of goodwill, stress all add on to costs with usually neither party concluding with certainty what transpired onboard.



containerships operational matters
Oil Tanker Safety Guide
The Chief Engineer should endeavor to prevent troubles caused by abnormal qualities, excess or shortage in volume, the difference in specifications, and the like of FO, paying great attention to the following items.
  1. . Confirmation on Bunkering volume (metric ton) and type of Fuel (IFO 180, 280,380, Bunker C, DO, etc.) are to be loaded.
  2. In-house ordering.
  3. Ordering to supplier. Confirmation of the ordering arrangement.
  4. Notice to local agent and confirmation. Items to be confirmed: Bunkering volume, type of Fuel and other specifications of FO, and suppliers name.
  5. Notice to the vessel about completion of FO arrangement.
  6. Notice to management ashore about completion of FO arrangement.
  7. Mutual confirmation between local agent and FO supplier. Items to be confirmed: Movement of the vessel, bunkering volume, type of Fuel and other specifications (including viscosity, sulphur content and density).
  8. Communication and confirmation between the vessel and agent. Items to be confirmed: Oil suppliers name, date and time, place, bunkering volume, type of Fuel, and other specifications (including viscosity, sulphur content and density)
  9. Mutual confirmation between the vessel and management company (if any abnormality exists in bunkering volume, type of and other specifications of FO).

Decision of Bunkering volume

The Chief Engineer shall calculate the bunkering volume based on the discussions with the Operation Section, considering the following items, and obtain the Master's approval:
Barge-delivering-bunker-fuel
A barge delivers fuel to a bulk carrier vessel
at anchor in Port Angeles, Washington.
Image courtesy: Dept. of Ecology, State of Washington

Diligence required

The ship's officers and engineers involved in the bunker must be diligent, alert, and has a common-sense approach. Proper temperature measurement can save thousands of dollars. The ship's "before delivery" quantity of the relevant tanks and also of the delivering barge/road tankers should be determined before bunkering operations. It should compare "final delivery" quantity with proper and constant monitoring.

After bunkering, the chief engineer will normally be requested to sign a Bunker Delivery Receipt (BDR) and in doing so, he should clearly remark that any a shortfall in quantity, failing which tens of thousands of dollars will be lost, will be compounded many times over to millions of dollars in just a few years for an average-sized ship.

Fuel Samples Essential

Fuel specification analysis is an essential part of an effective fuel management system. However, money spent on testing any sample will be wasted unless every effort is made to obtain representative samples.

The importance of obtaining a representative fuel sample during a bunkering operation acceptable to all parties involved cannot be over-emphasized. How the sample is taken is extremely important as "the results are only as good as the sample received" DNV's Dag Olav Halle noted in his speech at the Thome Ship Management symposium in Manila.

As bunkering fuel tend to be non-homogenous, samples taken during the same bunker delivery operation at different locations and times are often not identical, i.e., not deemed to be similarly "representative." A non-representative sample will result in analysis results providing misleading information leading to poor performance of ship's engines or damage to engines and in a worst-case scenario, endangering the safety of the ship, her cargo, and the lives of all crew on board.

Samplers for Sale

Approved line samplers are available from some international bunker sample analysis organizations like DNV Petroleum Services, for use at the point of bunker custody transfer. It would be reasonable for shipowners/ charterers/operators or even the bunker brokers to ask the bunker sellers and or physical suppliers to agree in writing at the time of contracting that the point of custody transfer shall be at the receiving ship's manifold.

In January 2002, an amendment to the Singapore Standard CP: 60: 1996 came into effect, which means that the custody transfer sample shall be taken at the manifold of the receiving vessel. Should a dispute arise, the custody transfer sample shall be the official sample for asserting the quality of the bunkers delivered. However, there is a provision that where it is impossible or impractical, the sampling may be carried at the manifold of the bunker tanker.

It would be prudent for shipowners and operators to provide their vessel(s) with appropriate line samplers and appropriate sample container/seals, etc. Usually, three, one-liter samples are taken, which should have secure labels and security seals with unique identification numbers. Each sample label shall contain the following information:- If the bunker supplier's representative does not wish to witness the sample, the master/chief engineer should make a note of protest. We advise against accepting labels already completed by the bunker supplier before bunkering has started, as this will destroy the evidential value of the labels. The supplier retains one sample, and one is sent to the laboratory for analysis. Here we suggest that the ship send the bunker delivery receipt and the sample to the laboratory. The vessel will retain the third sample, and we recommend storing it in a dust-free environment.


Separate Storage

Fresh bunkers received should be stored separately in segregated tanks on board the ship in the first instance. During bunkering operations, continuous drip samples should be taken and closely monitored. These samples should be sent to a designated laboratory when the vessel is under a "Bunker Fuel Analysis Programme."

Freshly delivered bunkers should not be used by the vessel until the analysis results reveal that all required specifications are met. Shipowners charterers should always consider appointing reputable bunker surveyors to protect their interests in any bunkering operation.

However, even if surveyors are in attendance, all relevant crew members MUST remain vigilant at all times and independently record all operational difficulties and discrepancies experienced. Such contemporaneous records will prove very useful in any subsequent disputes.


Preserve the Evidence!

In the unfortunate event that a dispute concerning the quantity or quality of the bunker does arise, preserving evidence will be of paramount importance. Assuming that the sampling procedures described above were followed and the information completed on the labels with the sample put into three different containers and witnessed, that will substantially assist a shipowner in any litigation. It is important to ensure that the bunker supplier is placed on notice of any claim as quickly as possible. Owners / Charterers should review their bunker supply contracts as there are usually stringent requirements regarding notification of claims.



Related articles

  1. Acceptance / rejection of fuel in a quality dispute
    Accepting fuel oil for ship use needs some careful consideration since poor quality fuel can cause ships main engine fuel system operational problems, such as purifier or filter clogging, fuel pump scoring or failure, severe cylinder liner wear, fuel injector seizure, exhaust valve seat corrosion or blow-past and turbocharger turbine wheel is fouling. Above is just a shortlist of potential problems. Ships chief engineer should apply his best judgment before deciding to accept or reject bunker fuel oil......


  2. Operational guideline during bunkering
    Fuel oil bunkering is a critical operation onboard ships that require receiving oil safely into the fuel oil tanks, without causing an overflow of oil. With the cost of bunkers amounting to 50% of the total operating costs of ships, shipowners need to seek ways to monitor and control this vast expenditure continually. Typically, physical custody transfer of bunkers is made thousands of miles away from the contracting parties' offices, with neither buyer nor seller present during actual bunkering operations. ......


  3. Common bunker terms and related guideline
    Ships bunkering is generally applied to the storage of petroleum products in designated tanks for ship's main engine propulsion and power generation at sea. Bunkering is a major voyage cost for ship owners to run their business. A prudent shipowner/operator needs a bunkering plan – allowing for the purchase of bunkers at the best price in quantities sufficient for a safe voyage, but also allowing for the maximum carriage of cargo. Refueling of ships is carried out at all major seaports. ........


  4. Ships bunkering guideline- planning, preparation, safety checks & confirmation
    Bunkering checklists should be implemented to reduce the risk of negligence and other operational errors. They must be followed in consultation with the chief engineer, as he is normally the designated officer-in-charge of the bunkering operation. Before bunkering, usually, a junior engineering officer takes soundings of bunker tanks and calculates the volume of fuel oil available in every fuel oil tank on the ship. Then a bunker plan is prepared for the distribution of the fuel oil to be received.


  5. Bunkering arrangement and safety factors onboard
    When disputes arise over quantity and quality transferred, investigations after delivery are usually inconclusive if the shipboard personnel of the receiving vessel is not correct and or fully informed and trained. Protests, legal fees, management time, loss of goodwill, stress all add on to costs with usually neither party concluding with certainty what transpired onboard......


  6. Bunkering safe procedure and detail guideline for ships
    Bunkering may take place offshore, at anchor or alongside. It may be pumped from a road tanker, bunker barge, or another tanker or ship. Whatever the provider, the procedures followed are similar. Bunkering should be considered a high-risk operation, where mistakes can result in pollution, high financial penalties, or even imprisonment......


  7. How to keep bunkering record ?
    The consequences of bunker shortage or off-specification bunkers can be very severe. A lower quality bunker supply can lead to ship engine failure, incur loss-time, and additional expenses for refueling. In many parts of the world, greedy bunker suppliers make tricks to supply less. Both this situation not only increases the financial burden of a shipowner but also damages business reputation. Some critical considerations, therefore, need to be made for a safe bunkering operation.


  8. Precautions prior transferring fuel oil into storage tanks
    Fuel oils are loaded through deck fill connections that have sample connections provided to allow the fuel to be sampled as it is taken aboard. HFO is placed in storage tanks fitted with heating coils. In preparation for use, HFO is transferred to the fuel oil settling tanks via FO transfer pumps, which are equipped with a suction strainer. Piping is so arranged that the pumps can convey fuel between storage tanks and the deck connections for offloading. Settling tanks are used to sanction gross water and solids to settle on the bottom. ......


  9. Treatment of waste oil and oily bilge
    All modern cargo ship types are now essentially equipped with incinerators to process waste oil, bilge, and sludge generated in ships' machinery spaces and also overboard discharge arrangements under 15 ppm. However, if such onboard disposal is improper or impossible especially when ship transiting through a special area, all waste items should be taken ashore for disposal at a shore receiving facility......


  10. Procedure for oil tankers and how to maintain records
    Tankers are specialized vessels that include crude oil, product, chemical, LNG, and other tanker types. Tankers spend considerable time in ballast given the typical one -way nature of the underlying trades. Tankers are selfdischarging and most are equipped with a series of pumps that allow for a fast turnaround in port......


  11. Heating of fuel oil storage tank
    Ships fuel oil bunker tanks and waste oil tanks must have some form of tank heating. Normally the heating is by way of steam produced by an oil-fired boiler and passed through coils inside the oil tank. Other ways to heat the fuel tanks are by using thermal oil. It also utilizes an oil fired boiler that heats the thermal oil, which is circulated through coils inside the tank by a pump. Temperature regulation and monitoring can be automatic and self-adjusting but are commonly effected by checking the tank temperature and manually adjusting the heating accordingly......


  12. Fuel oil viscosity control
    Fuel viscosity control is a method to control viscosity and temperature of Fuel Oil (FO) for an active fire in diesel engines of motor vessels and generators of oil-fired energy plants. Fuel oil's viscosity heavily depends on the temperature; the higher is the temperature, the lower is the viscosity......


  13. Tanker vessel safety guideline - inert gas system
    Vessels carrying cargos that produce hydrocarbon vapors require an inerting solution to eliminate the risk of explosions and fires in cargo tanks ( crude oil tankers, chemical tankers, product tankers, gas carrier, etc.). Inert Gas System is used to keep the oxygen content below 8%, a standard set by the International Maritime Organisation ( IMO )......


  14. Tanker vessel safety guideline - gas freeing procedure
    The safest way to gas free an oil tank which is fitted with an inert gas system is to use a fan and vent the tank. Before entry, an O2 meter must be used and the tank must also be checked with an explosimeter. These meters must also be used while in the tank. The sketch shows a diagrammatic view of an explosimeter.....


  15. Precautions prior entering freezing zone - Check items in oil tankers operation
    Ocean water freezes just like freshwater, but at lower temperatures. Freshwater freezes at 32 degrees Fahrenheit, but seawater freezes at about 28.4 degrees Fahrenheit, because of the salt in it. Due to the presence of many hostile conditions, any merchant ship, while entering a freezing sea area, significant challenges are being encountered concerning safety and reliability of navigation. Shipmaster should ensure that the following measures have been taken to prevent damage to Vessel, Machinery, Pipelines, and Equipment prior entry into areas with Freezing Conditions......


  16. Tanker vessel safety guideline - how to prevent oil spillage
    There exists an inherent risk of oil spillage while handling oil cargo on board an oil tanker. However, good prevention initiatives can go a long way in reducing the risk of oil pollution from ships. In the event of any oil spillage from the ship, it is necessary to ensure that effective preparedness measures are in place to ensure a timely and coordinated response to limit the adverse consequences of pollution incidents involving oil and hazardous and noxious substances (HNS). We have summarized below some fundamental guideline for safe handling of oil cargo.....


  17. Tanker vessel safety guideline - tank cleaning procedures
    Tank cleaning is the process of removing hydrocarbon vapors, liquids, or residues from cargo tanks onboard a tanker. Tank cleaning may be required for one or more of the following reasons: To carry clean ballast, gas-free tanks for internal inspections, repairs, or before entering the dry dock. Also to remove sediments from tank top plating.


  18. Pumproom procedure
    A pump room onboard an oil tanker contains the largest concentration of cargo pipelines of any space within the ship and leakage of a volatile product from any part of this system could lead to the rapid generation of a flammable or toxic atmosphere......


  19. Pumproom inspection for tankers
    Correct use and setup of pump room(s) ventilation systems are essential to ensure that pump room(s) remain free from explosive or toxic atmospheres. Invariably the system fans are set up to make suction from below the bottom floor plates, i.e., from the bilge area. It gives full and proper circulation of all air in the pumproom to maintain a safe atmosphere......


  20. Crude oil washing for tankers
    Crude oil washing (C.O.W.) is a system whereby oil tanks on a tanker are cleaned out between voyages not with water, but with crude oil - the cargo itself. The solvent action of crude oil makes the cleaning process far more effective than when water is used. However, such a technique of washing cargo tanks involves many hazards, and careful consideration will need to be made for safe planning and execution. ......


  21. Oil pollution prevention method
    Any misuse of fuel oil can lead to significant claims and jeopardize the safety of the ship. The International Safety Guide for Oil Tankers and Terminals (ISGOTT) makes recommendations for the safe carriage and handling of petroleum cargo, which is seen as a fundamental part of overall Tanker Safety.


  22. General precautions for tankers
    Navigating through thunderstorms should be avoided as far as practically possible by changing of course while cargo related activities are carried out which may result in discharge of flammable vapors. If the passing through thunderstorms cannot be avoided, all open cargo oil tank hatches should be closed until the vessel has passed through the thunderstorm The valves in the main vent lines may be temporarily secured in locked position, but must be opened immediately after passing through the thunderstorm........


  23. Tanker equipment and machinery
    The Chief Engineer and Chief Officer shall jointly be responsible for the inspection and maintenance of the following cargo oil transfer equipment and machinery before entering port. The Chief Engineer shall prepare and maintain the equipment manuals of machinery and equipment, including critical components related to cargo operations including the procedures for their Emergency operation. All items should be in good operational condition.


  24. How to ensure safe working atmosphere onboard?
    ShipBoard Safety Checklist- Safety & House Keeping Checklist....




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
Reefer cargo handling Troubleshoot and countermeasures
DG cargo handling Procedures & Guidelines
Safety in engine room Standard procedures
Questions from user and feedback Read our knowledgebase






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
Site Use and Privacy - Read our privacy policy and site use information.
Terms and conditions of use

Copyright © 2015 www.shipsbusiness.com All rights reserved.