Bunkering Operations Seafarers

Several dubious practices are employed by bunker fuel suppliers during a typical bunker
stem operation. These malpractices are more prevalent in Asian ports than in those of North
America or Europe. Having said that no matter which part of the world the vessel is fixed to
stem bunkers, the importance of accurately measuring the barge fuel tanks before and after
delivery is a crucial phase in any bunker stem operation. It is therefore very important that
the vessel’s bunker operation team methodically take the barge tank measurements,
applying the correct trim/list before and after bunkering, recording the actual temperature
of the bunker fuel before/after delivery etc. Proper temperature measurement alone can
save thousands of dollars!

Disputes can arise either by innocent mistake or deliberate short supply by the barge; like
introducing air to froth up the fuel (cappuccino effect) or giving incorrect temperatures and
so on. Also when bunker is being transferred from a refinery to a storage tank and to the
barge and then delivered to the vessel, there is a lot of scope for errors and deliberate
manipulations that will result in a difference (sometimes quite significant) between the
quantity claimed to have been supplied and the quantity received by the ship. If this is due
to an innocent mistake then probably with fullest co-operation of the barge company/ fuel
suppliers and full disclosure of stock movement records might indicate the “missing”
bunker.
However, often this is not the case and experience tells us that when disputes do arise over
quantity transferred, any ‘post-delivery’ investigation on quantity shortages are often
inconclusive especially if the shipboard personnel involved in bunkering operation have
neglected the basic principles of safeguarding it’s owners/charterers’ rights in way of
collecting and preserving evidence. Protests, legal fees, etc. all add on to costs with usually
neither party actually concluding with certainty what transpired on board. A success of any
bunker dispute claim will largely depend on the detailed contemporaneous written evidence
by the shipboard personnel at the time the supply is made.

Considering the present bunker fuel prices we deem “bunker stem survey” absolutely
necessary, in order to make sure that the quantities as mentioned on the Bunker Delivery
Note (BDN) are true and correct. However, there are many ship operators who leave the
above procedure to the Chief Engineer to save on survey cost with the vessel often ending
up with an incorrect supplied quantity and a commercial loss of thousands of dollars for the
operators.

It is important to note that when a surveyor is appointed by the charterers / owners to

oversee the stemming operation, the Master/Chief Engineer is still in charge of ensuring
proper steps have been taken to prevent such malpractices and that the surveyor should be
assisting and working under the Chief Engineer’s supervision and not the other way around.

‘Unfortunately ‘stealing bunker fuel’ for profit due to increasing fuel prices is here to stay for
a long time to come’.

Loss prevention during bunker stemming largely depends on the hands-on approach and
practical experience of bunker surveyors and AVA Marine’s exclusive division “Bunker
Detective” is able to offer these ‘Bunker Stem Surveys’ to ship owners and charterers
globally.

The guidance mentioned in this article should not be construed as exhaustive and is aimed
primarily for vessel operators and ship owners to educate their shipboard personnel for
better detection and prevention of these malpractices for occurring in the first place.

What the ship owners and operators need to know:

The ship owner and the charterer both have the responsibility for the provision of bunkers –
in a time charter the charterers will provide bunkers whereas in a voyage charter the
owners will normally supply bunkers. Therefore it is important for both the owners and the
charterers to be aware of the tricks of the trade during bunker stem operations.

1. Understanding the Fuel Density & Weight Relationship

Marine fuel is always sold by weight (mass) and delivered by volume. Hence for this reason
bunker receipts must always be signed “For Volume Only” and adding the words “weight to
be determined after testing of the representative sample”. Never sign for weight if
uncertain about the density.

What many bunker surveyors do not realize is that the density given in the supplier’s bunker
delivery note (BDN) may not be true and thus the weight determined by calculation should
be considered as the ‘preliminary’ weight of the fuel transferred to the vessel. The actual
weight is only determined after the density is verified by an independent fuel testing
authority and then factored into the final recalculation of the actual weight of the fuel
delivered onboard. That is why we always stress the importance of accurately obtaining
bunker samples both onboard the vessel and the barge.
Once the samples are dispatch to the vessel’s chosen independent fuel testing laboratory
we request the copy of the Fuel Test Reports so that revised bunker survey report can be
sent to the client.  Below is typical scenario of how density can affect the weight of fuel
transferred on board.

A ship owner/charterer has a fleet of 20 vessels bunkering an average of 1000 MT each

month.

Now imagine a charterer operating a fleet of 50, 70 or 100 vessels – the commercial loss
would be value in millions of dollars every year!

Key Notes:

 If the density of fuel cannot be verified onboard or independently verified at the time
of bunkering, the BDN should be signed only for ‘volume’ and not for weight
 Remember whenever in doubt or have concerns always issue a letter of protest
 

2. Understanding the Fuel Temperature & Volume Relationship

Petroleum products have a high rate of thermal expansion which must be taken into
account when several thousand tons are transferred or purchased. The barge will often try
to under-declare the temperature during the opening gauge and over-declare during the
closing.

This malpractice is quite common in day to day bunkering and therefore we always ask the
ship officers responsible for bunkering operations to be extra vigilant and check the
temperatures of all bunker tanks during the opening gauge and thereafter periodically check
and record the temperature of the fuel as it is pumped onboard. The temperatures should
be checked both at the barge and the ship’s manifold. If temperature gauges are provided it
would be prudent to take photographs where permissible.

The barge will often try to under-declare the temperature during the opening gauge and
over-declare during the closing. Always verify temperatures of all bunker tanks during the
opening gauge and thereafter periodically check and record the temperature of the fuel as it
is pumped onboard. The temperatures should be checked both at the barge and the ship’s
manifold and average of all the readings taken during final calculations. If temperature
gauges are provided it would be prudent to take photographs where permissible.

Also note that the existing flow measurement systems will have a separate temperature and
pressure gauges where these could easily be tempered with or gauges not being accurate
like non-aqueous liquid filled gauges with glycerine and silicone oils often seen with broken
sight glass. The whole purpose of a liquid filled gauge is for the liquid to absorb vibrations,
thus providing a dampening effect to enable accurate readings and also to reduce wear and
tear by lubricating all moving parts – in other words this affects the integrity and reliability
of the gauge readings over time.

There have been cases where the glass in the mercury cup case thermometer is gently
heated to create a bubble effect to prevent the correct registering of the temperature of the
fuel oil. This malpractice could be illustrated by the following example:
Within a large fleet the loss could run into millions of dollars a year!

Key Notes:

  Always check and record the temperatures of the fuel tanks before and after and
periodically during bunkering operation
 Carry own infra-red laser temperature gun as a part of your equipment
 Remember whenever in doubt or have concerns always issue a letter of protest

3. The Cappuccino Bunkers: (also sometimes known as the Coca Cola Effect)

This essentially may be described as frothing/bubbling effect caused by compressed air

blown through the delivery hose. The aerated bunkers when sounded will give the
impression that the fuel is delivered as ordered. In fact after sometime when the entrapped
air in suspension settles out of the fuel oil the oil level drops and a short fall is discovered. In
large bunker deliveries this could be considerable with huge financial implications. Know
more about Cappuccino Bunkers here.

We have often been asked why the flow meter cannot detect the air being introduced in the
system and compensate accordingly. Well, most flow meters in use today are of either the
wrong type or the wrong size. In other words are not technologically advanced. All the
standard flow meters will only measure the volume of throughput and not the actual mass
of fuel being delivered. As a result when is air introduced into the system, which is
essentially ‘small air bubbles’ – the flow meter will register it as volume.

However, there are flow meters out in the market which are capable of measuring the true
quantity (mass) of the fuel delivered. One such meter is the ‘Coriolis Mass Meter’ – it has
been in existence for quite some time now and only getting better. Coriolis meters take
direct mass flow measurements using the Coriolis Effect (a deflection of moving objects
when they are viewed in a rotating reference frame –we won’t be discussing this effect as
this is beyond the scope of this article). Coriolis meters are less sensitive to pressure,
temperature, viscosity, and density changes, allowing them to measure liquids, slurries and
gases accurately without the need for compensation. These meters having no moving parts
require little maintenance however, the initial cost and line modifications is usually a
deterrent for many ship operators for not installing it.

Precautions against Cappuccino Bunkers:

Before Fuel Transfer

At the time of opening gauge fuel oil should be observed from ullage hatches for any foam
on the surface of the bunkers. Foam may also be detected on the ullage tape. If there is no
foam then the oil level on the tape should appear distinct with no entrained bubbles. If by
observation of the tape and the surface of the fuel you suspect entrained air then obtain a
sample of the fuel by lowering a weighted bottle into the tank. Pour the sample into a clean
glass jar and observe carefully for signs of foam or bubbles.

If these observations show entrained air the Chief Engineer should not allow the bunkering
to start and notify the owners / charterers immediately. The barge Master should be issued
with a letter of protest and a copy sent to the ship’s agent. If the barge Master decides to
disconnect from the ship and go to another location then the agent should immediately
inform the port authority and try to establish where
the barge has gone. All relevant times and facts should be recorded in the deck log book.

During Fuel Transfer

If the Chief Engineer has not observed any entrained air during the initial barge survey it is
still possible that air can be introduced to the barge tanks or the delivery line during the
pumping period for example by introducing air into the system by crack opening the suction
valve of an empty bunker tank while pumping from other tanks. Hence it is important for
the Chief Engineers to continue gauging the ship’s receiving tanks while the bunkering is in
progress as air bubbles would be readily seen on the sounding tape.The Singapore
Bunkering Procedure SS 600 prohibits the use of compressed air from bottles or
compressors during the pumping period or during stripping and line clearing. It should be
confirmed with the barge Master that he will follow this procedure (Reference SS600
paragraphs 1.12.10/11/12/13).
Stripping of barge tanks can also introduce air and stripping should only be performed at the
end of the delivery for a short period of time. The barge Master must agree to inform the
Chief Engineer when he intends to start stripping and when it has been completed.

Ship’s crew and surveyor need to be alert during bunkering and check for the following
signs:

 Bunker hose jerking or whipping around.

 Gurgling sound when standing in vicinity of bunker manifold.
 Fluctuations of pressure indication on manifold pressure gauge.
 Unusual noises from the bunker barge

After Fuel Transfer

It is also possible to introduce air into the delivery line during blowing through at high
pressure. Therefore it is imperative that the barge informs the ship before and after blowing
through is completed so that the ship crew can be extra vigilant during this period.

The ship’s bunker manifold valve should be checked shut before gauging of the vessel’s
tanks.

Key Notes: (IDENTIFYING CAPPUCCINO BUNKERS)

 Signs of froth/foam on the surface of the fuel in the barge tanks during opening
gauge
 Excessive bubbles on the sounding tape prior to, during and after bunkering
 Bunker hose jerking or whipping around
 Slow delivery rates then what has been agreed
 Gurgling sound in vicinity of bunker manifold
 Fluctuations of pressure on manifold pressure gauge.
 Unusual noises from the bunker barge

Note that hose jerking or evidence of sporadic bubbles superficial in nature after line
blowing or stripping  of tanks is fairly common and should not be construed as evidence of
malpractices.

4. Fuel Delivered with High Water Content

Traces of water in bunker fuel are normally very low about 0.1-0.2% by volume. ISO
8217:2010 Fuel Standards for ‘Marine Residual Fuels’ gives the maximum allowable water
content to be 0.5 % v/v.

Water can originate from number of sources like heating coil damage causing leakages and
tank condensation; however deliberate injection cannot be ruled out. In case large quantity
is found then a letter of protest should be issued immediately. However, the exact quantity
of water can only be determined after the settlement phase where the water would have
settled down at the bottom of the bunker tank.

Key Notes:

 High water content causes other issues like removal costs to ashore if the OWS (Oily
Water Separator) onboard is not able to filter it out and also reduces the fuel’s specific
energy
 Fuel samples provided by the barge may not have any traces of water as the samples
may have been taken prior to bunkering and mixing of water. Always ensure that the
fuel samples are collected during bunkering and not before or after. For these reasons
never sign labels in advance or sign for samples of unknown origin. Samples should
only be signed for those actually witnessed.
 Use of water-finding paste on the sounding tape is good for distillate fuels only and
does not work with residual fuels. Even incorrect type of ‘water-detecting’ paste could
be used.
 On-site testing should be done for water-in-oil test. It may be not viable for the ship
operators to invest in high end equipment for such purposes but as a minimum the
vessel should be able to test a bunker representative fuel sample for water, test for
density and compatibility
 Remember whenever in doubt or have concerns always issue a letter of protest

05. Inter-tank Transfers (gravitating of fuel)

During opening gauge the fuel could be transferred from high level to a low level (or empty /
slack tank) by gravity. For example a barge may have four tanks 1P/1S, 2P/2S, 3P/3S and
4P/4S. The opening gauge starts from say aft tanks 4P/4S. While the gauging is underway,
the tank level of 4P/4S could be easily dropped under gravity to a slack or empty tank
forward say 1P/1S. Thus essentially the same fuel quantity is measured twice. This method
is still in use and if not detected the barge can claim that full quantity was delivered to
the vessel but the vessel will have a substantial shortfall. Once the bunkering has
commenced it is too late to do anything and it will be virtually impossible to trace the
‘missing’ fuel. A thorough investigation will be needed to determine the exact stock control
quantity and full disclosure from the supplier which can take many months/years of legal
action and still the matter may not be resolved. 

It is imperative that the attending surveyor or vessel’s representative re-gauges the tanks in
the following sequence:

If the initial gauging was forward to aft, then after gauging the last aft tank; the surveyor or
vessel’s representative should re-gauge all tanks from aft to forward. The readings should be
exactly the same.

As an additional precaution, at the commencement of bunker transfer, the surveyor or

vessel’s representative should re-gauge the first tank(s) used to transfer oil to the vessel.
The reading should match that taken during the initial gauging.

Key Notes:

 The only effective way of dealing with this dubious practice is re-sounding the tanks
as above before bunkering commences
 Remember whenever in doubt or have concerns always issue a letter of protest

6. Flow meter/Pipe work Tampering

Bunker barges fitted with a flow meter should be checked for proper functioning by sighting
a valid calibration certificate and ensuring the seal is intact.

There may also be unauthorised piping (by-pass lines) fitted to the flow meter running into
the pump suction side and thus this unauthorised contraption will register the throughput
of fuel twice through the flow meter.

Key Notes:

 Verify flow meter seal is intact

 Verify validity of the calibration certificate and that it is for the same type flow meter
 Look out for any suspicious by-pass lines running after the flow meter
 Consult the barge piping diagram if in doubt
 Remember whenever in doubt or have concerns always issue a letter of protest

7. Quantity measurements by flow meter only

The barge may claim that the soundings and ullage ports have been sealed by customs or
seized or some other reasons and therefore force the vessel to go by the volumetric flow
meter only.

Remember that this may be just the first sign of an unscrupulous barge Master as such we
wary of other tricks of trade.

Key Notes:

 Never agree and go by the flow meter only fuel delivery

 Remember whenever in doubt or have concerns always issue a letter of protest

8. Pumping / Mixing Slops into Bunkers 

Though we seldom come across this now because of tighter sampling procedures in place
but introducing slops and thus contaminants into the fuel delivery will reduce the actual fuel
amount and also can create engine problems down the line. Unfortunately this cannot be
detected until the representative fuel samples have been tested by an independent fuel
testing facility.

A typical scenario where this malpractice would be carried out is after an argument over
short supply; the barge would pump in sludge / water to make up for the short supply. As
the sample collection would have been completed; it is therefore imperative that if allowed
a second pumping re-sampling is done both on the barge and the vessel.

Key Notes:

 Always witness and collect samples by continuous drip method i.e. the sample to be
drawn continuously throughout the bunkering delivery period
 It should be a practice onboard to isolate the fuel delivered to separate tanks and not
to be consumed until such time the fuel testing report gives a clean bill of health
 In case of second pumping re-sampling should be carried out both on the vessel and
the barge to ensure no contaminants like sludge/water is been delivered to the vessel
 Fuel contamination amongst other things can create problems with the fuel injection
system and exhaust valves with costly repairs
 Remember whenever in doubt or have concerns always issue a letter of protest

9. Questionable Tank Calibration Tables

Verify that the sounding / ullage tables are approved by the Class (Class Certified – with
endorsement). Having more than one set of sounding book is not uncommon and having the
tables modified to the supplier’s advantage is always a possibility. Inserted pages,
corrections, different print/paper type are all indications of tampering. Sometimes the barge
may have a new calibration table (with the old one being obsolete). This could be following
modification of the tanks internal structure during a dry dock repair or simply because the
original calibration tables would have been incorrect. Always find out the reason for new
calibration table and making sure it’s Class Certified.

The same could be said for the list / trim correction tables which could be easily modified
again to the supplier’s advantage.

Key Notes:

 Look for Class Approved calibration tables with endorsement

 Remember whenever in doubt or have concerns always issue a letter of protest

10. Tampering with Gauging Equipment

Always verify the condition of sounding tape. Sounding tapes could be tampered with in

many ways:

1. Deliberate altering of sounding tapes and using wrong size of bobs

2. Sounding bobs from tapes that have been switched over
3. Cutting the tape and re-joining resulting in non-linear tape

Key Notes:
  Check for calibration certificate for the gauging equipment in use
 Use a ruler to ascertain the precise sounding/ullage when below the 20 cm mark
 Use own sounding / ullage tapes
 Pay particular attention to ‘millimeter’ soundings especially when the tanks are full
and taking ullages as small errors will have a big impact on the total bunker quantity.
 Remember whenever in doubt or have concerns always issue a letter of protest

11. Empty Tanks -Unpumpable Fuel (Zero Dip Volume Application)

In an event of a short delivery be wary that empty tanks may not be empty even with zero
dip and that substantial pumpable may exist. Verify the tanks claimed to be empty – don’t
take the supplier’s word for it.

Zero dip volume application principle – The bunker surveyor or the vessel representative
should notify the barge representative that the zero dip volume of the tank(s) shall be
included in the bunker tanker calculations. The condition shall deemed to apply when the
closing gauge would indicate no oil cut whereas the visual inspection of the bunker tanker
cargo tank indicate free flowing oil at the aft of the tank. To avoid zero dip volume
application, sufficient bunkers should be retained in cargo tanks such that it touches all four
sides of the tank.

To apply zero dip correction – it is assumed that the tank is rectangular where the sounding
is not constrained by a sounding pipe – i.e. sounding should be taken in an “open sounding”
position (from the hatch) where the sounding tape bob is free to travel with the trim of the
barge and not restricted by the sounding pipe. However, if the tape is used inside a
sounding pipe this correction would be invalid.

Liquid cargo should only be trim and/or list corrected if the liquid is in contact with all
bulkheads. When the liquid is not in contact with all bulkheads, a wedge correction should
be applied.
*Cut – The oil level on the tape or bob or the water level marking on a tape or bob coated
with water indicating paste. “Taking a cut” is taking a measurement of the oil or water level.
Key Notes:

 Do not assume any tanks to be empty even when reaching stripping level
 Check tank calibration tables to verify the unpumpable
 Apply correct list / trim corrections during calculations
 Remember whenever in doubt or have concerns always issue a letter of protest

12. Inflated / Deflated Tank Volumes

Level of oil on the tape / bob should be clearly identifiable (same colour and viscosity as the
rest of the oil in the tank).

Soundings can be inflated during opening gauging by pouring diesel oil into the sounding
pipe just before gauging.

Another method of inflating the sounding is high pressure compressed air being injected
directly into the sounding pipe, pressurizing the pipe and thus causing the level of oil to rise
giving a higher reading without even frothing or creating bubbles. This would be done en-
route to the vessel just before delivery.

The reverse is true – that is the soundings can be deflated during closing gauging by pouring
copious amount of paint thinner into the sounding pipe just before gauging. The thinner
washes off the oil level marking on the sounding tape to indicate less oil.

Key Notes:

 Always check the level of on the sounding tape and if in doubt re-gauge the tank
 Remember whenever in doubt or have concerns always issue a letter of protest
13. Under-Declaring actual ROB and Deliberate Short-Supplying of Fuel

Why it is important for the ship operators to ascertain the exact fuel quantity onboard prior
stemming bunkers?

The malpractices during bunkering operations which we see and hear about though quite
prevalent with bunker suppliers; but on many occasions we have come across situations
where the receiving vessel will be as much as involved as the supplier in these dubious
practices. Often we have found that the vessel would under-declare fuel quantity which is
then either sold back to the barge supplier or simply kept hidden on the vessel until an
opportunity comes along to profit from this.

For example: An order for 1000 metric tons of FO is placed at the next bunkering port – the
vessel has an excess of 50 metric tons (un-declared). Now when the supply barge comes
alongside (through prior negotiations) the vessel would deliberately short-receive (or barge
will deliberately short-supply) 50 tons.

In other words the actual supplied quantity would be 950 tons but on the BDN it would be
reported as 1000 tons and the operator will be invoiced based on this BDN quantity. The
short-received (or short delivered bunker) profit will be shared between the supplier and
the vessel. In the end it is the operator who is  affected – suffering the loss twice (50 tons +
50 tons).

Contributing factors for the loss:

 Too much reliance on the vessel’s staff

 No bunker stem audits are conducted which involves elaborate detective work
carried out by independent third party surveying firms
 Ignoring non-nominating (non-receiving) tanks to be included in the overall tank
measurements during stem operations
 Most shipping companies will engage the services of an independent surveyor to
protect their interest in case of a large discrepancy in the final figures between the
barge and the vessel; however, how many companies actually give clear instructions
to the attending surveyor to measure all non-nominated tanks (non-receiving tanks)?
Or how many surveying firms actually carry out the measurements diligently? Failing
to do so leaves the operator vulnerable as explained above.

This is further illustrated as follows:

The excess 53 MT of fuel oil will be in favor of the owners with a loss to the charterers

Key Notes:

 Carry out regular ‘bunker stem audits’ – in a large fleet this is an indispensible loss
control tool
 Measure all non-nominated tanks prior to stemming operations and again after
bunkering is completed
 Always engage the services of a reputable bunker stem surveying firm during stem
operations.

 
Bunkering

A pre-bunkering briefing/training session headed by the chief engineer should be

undertaken prior to the operation and all Engine room staff involve with key personal from
Deck.

Should comply with “Bunkering Safety Checklist” and A through risk assessment shall be
carried for bunkering operations identifying ship specific hazards.

This risk assessment should be reviewed for adequacy prior every bunkering, considering
any changes from the routine bunkering procedure followed.

The watch keeping Engineer duties is decided by Chief Engineer and generally they are
assigned for Bunker tank sounding and preparation of bunkering as per company specified
bunker checklist and Bunker plan .

A few generic points are mentioned below:

1 All scuppers are to be sealed off, i.e. plugged to prevent any minor oil spill on deck going
overboard.

2 All tank air vent containments or drip trays are to be sealed or plugged.

3 SOPEP Equipments should be available at the bunkering station and various positions
around the deck.

4 All fuel tank valves should be carefully checked before bunkering commences. The
personnel involved should be quite familiar with the piping systems, tank valves spill tanks
and all tank sounding equipment.

5 All valves on tanks which are not to be used should be closed or switched to the ‘off’
position and effectively safeguard against opening or operation.

6 Any manual valves in the filling lines should be proved to be open for the flow of liquid.

7 Proven reliable tank sounding equipment must be used to regularly check the contents of
each tank. It may even be necessary to ‘dip’ or manually sound tanks to be certain of their
contents.

8 A complete set of all tank soundings must be obtained before bunkering commences.

9 A suitable means of communication must be set up between the ship and the bunkering
installation before bunkering commences.
10 On board communication between involve personnel should be by hand radio sets or
some other satisfactory means.

11 Any tank that is filling should be identified in some way on the level indicator possibly by
a sign or marker reading ‘FILLING”.

During Bunkering

At the start of pumping, check the bunker line, manifold connections (including ones not in
use), flanges and expansion joints for leakages. Ensure by sounding tanks that oil is being
delivered to the intended tank/s.

Follow proper sampling procedure. (Ref. to fuel sampling/testing)

Frequently check soundings of all fuel bunker tanks, including those not in use and those
secured after receiving oil.

Ensure flow rate as advised by barge/shore corresponds to the receiving rate. Any
discrepancy should be investigated and solved. Check the flow rate and reduce if it is too
high.

Ensure oil sounding pipe cocks (weighted) are eased up and fall into closed position when
not in use. Manual type caps must be screwed in place over the sounding caps of tanks not
in use.

The chief engineer should personally supervise critical stages of the bunkering operations
such as topping off and changeover of bunker tanks.

Frequently check the areas around vent pipes and the surface of the water around the
vessel for any oil by the roving deck watch.

Where bunkers are to be taken to full capacity, ships internal transfer pumps may be used
for final topping off.

All valves in system, which are not to be used, are to be kept shut.

NOTE: Whenever system valves are adjusted, all personnel involved in the bunkering
operation should be informed of the changes made.

Ensure adequate lighting available in relevant areas such as the bunkering manifold, area
around air vents and sounding pipes, scuppers, catchment trays and to ship side watch
purposes.

Ensure safe and easy access to and from the bunker-supplying unit.
Ensure that initial flow meter readings or sounding / ullage of shore tanks or barge have
been noted.

The relief of personnel shall not be carried out when tanks are being changed or topped up.
Care should be taken that personnel involved do not exceed work/rest hour requirements.

During the transfer process, if any of the conditions mentioned in E18 are dissatisfied, the
transfer operation is to be suspended, chief engineer notified immediately and the transfer
process resumed only after the deficiency has been corrected.

After Bunkering

Ensure there is no spillage from the hoses during disconnection.

Clean up any oil spill on all deck areas and around the bunker connections, sounding pipes
and vents.

Verify the quantity of bunkers received and accept the sealed and signed sample. Have the
sample (extracted by the vessel using the drip-sampling method) sealed and signed by the
bunker supplier’s rep.

Note the time of completion and inform the duty officer or bridge.

Secure the lines and insert the manifold flange cover/s.

Retain one sealed and signed sample of the bunker oil received till the time that particular
oil is used onboard. A sealed sample is to be sent to the shore laboratory for detailed quality
analysis.

Any specific information regarding the treatment of the oil received must be made known to
the staff concerned and recommendations for its treatment and usage satisfied prior to it
being used.

Bunkering In USA WATER: Bunkering is US water required a special preparation then the
normal procedures as they govern by OPA )Oil pollotuion act)90 AND EPA( Envirnoment
protection committee .

1. Bunker line shall be Hydrulic pressure tested to 1,5 time of working pressure
2. Ship specific transfer diagram has been boldly displayed at the Bunkering station
as per 33 CFR 155.740
3. Separte SOPEP kit requirement while bunkering in US water and additionasl
requirement
4. When bunkering in US waters, has the pumping plan been displayed along with
Agent's contact details as per USCG requirements
 5. For bunkering in US waters, Suppliers own emergency procedure discussed as per
33CFR 155.750(1)
6. Certificate of Finicial responsibility ( to safe gard US Envirnomernt )
7. Qualified indivisible to co-ordinated with all concerened authority.

Generic Bunker Checklist

THIS ENTIRE CHECKLIST MUST BE FILLED IN PRIOR, DURING AND AFTER BUNKERING OR
OIL TRANSFER. THE CHECKLIST ALSO APPLIES TO INTERNAL OIL TRANSFERS DONE FROM
TANK TO TANK WITHIN THE VESSEL, WHEN EVER SUCH TRANSFER IS DONE WITHIN 200
MILES OF ANY COASTLINE IN U.S. THIS TRANSFER PROCEDURES MUST BE POSTED AT
____________________________________ (specify location).

M.V./M.T.   Date:  
Time:  

1. Bunkers to be
transferred:
Maximu
Vol at
Tonne Loading Max Transfer m Line Top Off
Grade Loading
s Temp. Rate Pressur Rate
Temp.
e
Fuel Oil            
Gas Oil/ Diesel            
Lube Oil in Bulk            

Time required for stopping bunker

operations:   minutes.
Order in which products will be
loaded; 1   2   3  
Means of communication
Decided  
Walkie talkie Channel no   Nominated smoking area  

Cod A- Any referenced procedures/agreements should be in writing in remarks

e: column.
P- In case of negative answer operation should not be carried
out.
R- Items to be rechecked at agreed intervals of
_______Hrs.

2. Pre arrival checks Yes No NA Remarks

1. Prior bunkering, has a risk assessment
       
(Level 2) been carried out or an existing,
approved ship specific RA reviewed for
adequacy? Has office approval taken in case
bunkering more than 85%?
2. Have Technical Superintendent been
informed of the completion RA or review of
RA?(Atleast 24 hrs before bunkering)        
3. Cold weather precautions such as ,
heating tanks, clearing pipes with
compressed air and opening steam to steam
tracing lines, taken?        

3. Pre bunkering Meeting Yes No NA Remarks

1 .Pre Loading Plan discussed        
2. Methods of communication and walkie
talkie channels decided        
3. Procedure for oil transfer and
responsibilities decided and discussed        
4. Duty officer and AB warned to check
any signs of oil spill on deck or ship side        
5. Emergency shut down procedures
discussed        
6. Familiarisation conducted for pipelines,
valves, air vents, sounding pipes etc        
7. Location and use of oil spill response
material discussed        
8. Necessary rest hours planned        
9. Procedure of collecting Marpol sample
discussed        
10. Log entry made for Pre bunkering
meeting carried out        
11. All informed about mobile phone
usage ( Mobile phones not to be used during
bunkering operation)        
12. A training was conducted with all
personnel involved regarding everything
about the bunkering?        

BUNKER DUTIES (COMPLYING WITH CFR 155.700 & 155.750(5) )

S.N SIGN/RAN
NAME RANK DUTIES
O K
1   MASTE Master will be in command and will  
R keep list and contact numbers of
 concerned parties ready in case an oil spill
occurs
2   C/O Will be overall incharge of all Mooring  
operations and safe boarding of Barge
personnel
3   Duty/O The duty officer will oversee mooring  
operations and keep a look out.
4   CE Chief Engineer will be overall in charge  
of the bunkering.He shall plan the
operation and ensure same is carried out
as per plan.He shall supervise other's
activities and issue necessary orders for
safe operation
5   2/E Second Engineer will be responsible for  
all necessary connections and
arrangement of SOPEP material at the
bunkering station
6   D/E The duty engineer will be in charge of  
measuring the soundings at specified
intervals and keep CE abreast of the
same. He will also keep a look out for
correct filling of sample and any signs of
oil spill
7   BOSUN To check all deck scupper connections  
and make sure all are plugged. To assist
in Mooring operations
8   FITTER To assist 2/E in connections and also  
keep a watch if required
9   AB3 To assist Bosun and keep a look out.  
10   OS To assist in bunkering operations as  
required

4. Pre Transfer Checks- Ship Yes No NA Remarks

1. Are all control measures identified in RA
are effectively implemented?        
2. A pre bunker meeting conducted to
discuss bunkering plan with staff involved.        
3. Means of communication between
Manifold, Chief Engineer, E/Room and Deck
side established        
4. Overflow tank is empty and high level
alarm, if installed is functioning properly        
5. Any pneumatic/hydraulic/electric valves
in the bunker line are pre tested.        
 6. All savealls and containment trays are
clean, dry are plugged?        
7. All bunker tanks are to be taken have
their air pipes/ vents open.        
8. Flag B hoisted; No smoking/ Naked light
notices displayed.        
9. Ship specific transfer diagram has been
boldly displayed at the Bunkering station as
per 33 CFR 155.740        
10. Adequate lighting arrangements are
available, if bunkering in night time.        
11. When bunkering in US waters, has the
pumping plan been displayed along with
Agent's contact details as per USCG
requirements        
 
5. Checks by Barge prior to coming Shi
Barge Code Remarks
alongside p
1. The barge has obtained the necessary
permissions to go alongside receiving ship        
2. The fenders have been checked, are in R
good order and there is no possibility of
metal to metal contact.      
3. Adequate electrical insulating means
are in place in the barge-to-ship connection.        
4. All bunker hoses are in good condition
and are appropriate for the service intended.        

6. Pre Transfer Checks- Ship/ Terminal Shi

Barge Code Remarks
(Barge/ Truck) p
1. The barge is securely moored.     R  
2. There is a safe means of access R
between the ship and barge.      
3. Pre transfer conference held with barge  
representative and emergency procedures
discussed      
4. The oil to be bunkered meets all  
specifications as per Annex VI and ISO
standards.      
5. Effective communication have been     A R Primary  
established between Responsible Officers. System:
Where language difficulty exists, verbal Back up
expressions and signals have been System:
established. Emergency
 Stop Signal:
6. Intrisically safe equipment is being used  
for communication      
7. There is an effective watch on board the  
barge and on the ship receiving bunkers.      
8. For bunkering in US waters, Suppliers        
own emergency procedure discussed as per
33CFR 155.750(1)
9. Fire hoses and fire-fighting equipment  
on board the barge and ship are ready for
immediate use.      
10. All scruppers are effectively plugged.     R  
Temporarily removed scrupper plugs will be
monitored at all times. Drip trays are in
position on decks around connections and
bunker tank vents.
11. Initial Line up has been checked and  
unused bunker connections are blanked and
fully bolted.      
12. The transfer hose is properly rigged  
and fully bolted and secured to manifolds on
ship and barge.      
13. Overboard valves connected to the        
cargo systems, engine, room bilges and
bunker lines are closed and sealed.
14. All cargo and bunker tank hatch lids        
are closed.
15. Bunker tank contents will be monitored     A R at intervals not exceeding
at regular intervals. ………. Minutes
16. There is a supply of oil spill clean-up        
material readily available for immediate use.
17. The main radio transmitter aerials are        
earthed and radars are switched off.
18. Fixed VHF/UHF transceivers and AIS        
equipment are on the correct power mode or
switched off.
19. Smoking rooms have been identified     A R Nominated Smoking
and smoking restrictions are being observed. Rooms Tanker:
Barge:
20. Naked light regulations are being     R  
observed.
21. All external doors and ports in the R
accomodation are closed.      
22. Material Safety Data Sheets(MSDS)     R  
for the bunker transfer have been
exchanged where requested.
23. The hazards associated with toxic     R  
substances in the bunkers being handled
have been identified and understood.
24. Agreed with terminal MARPOL        
sample to be taken at Ship's Manifold only.
25. Sample for analysis will be taken at        
Terminal Manifold/ Vessel manifold. State
agreed manifold.
26. The sample taken will continuous drip        
sample- Yes/ No. * Delete as appropriate
27. Sounding of all tanks of the barge is        
taken and recorded by a responsible officer
from the ship before commencement of
transfer
28. Barge tanks have been checked for        
presence of "free water" using water finding
paste and recorded.

Atmosphere (Toxic Gases) tests near tank vents / sounding pipes: Readings
noted by:
Tan H2S Benzen PP Time
k:     :   PPM e:   M :  
Tan H2S Benzen PP Time
k:     :   PPM e:   M :  
Tan H2S Benzen PP Time
k:     :   PPM e:   M :  
Tan H2S Benzen PP Time
k:     :   PPM e:   M :  
Note: TLV / TWA for H2S<5 ppm and
Benzene <1ppm

Barge Representative Name:       Assisting Engineer Name:      

Signature
:     Signature:    

Master
Ch. Engineer Name:   Nane:  
Signature
:     Signature:    
               
7. Checks during Bunkering        
1. Barge Moorings, Barge fenders and  
access to vessel is checked.  
         
 2. Communications with Barge and within  
vessel is checked at regular intervals  
         
3. Oil being bunkered is flowing into the
correct tanks. Soundings of tanks being
bunkered should be checked atleast once in  
30 minutes. And during topping off, altleast  
once in 10 minutes.          
4. Soundings of tanks not being bunkered
(inluding non nominated tanks) are
unchanged. Check to be made atleast once
in 30 minutes. Whenever any changes are  
made to line up, then three soundings to be  
made at 10 min intervals.          
5. Quantity on board  
 
         
6. Manifold pressure  
 
         
7. Drip Sampling is flowing properly  
 
         
8. Check Scuppers on deck are in place  
and drip trays are plugged  
         
9. No Smoking/ Naked light regilations are  
being observed.  
         
10. All external doors and ports in the  
accommodation are closed.  
         
11. Initials of the person in charge  
 
         

Record of intermittent checking of soundings(including tanks not receiving bunkers)

DATE                      
TIME                      
SOUNDING                      
INITIALS BY VESSEL                      
INITIALS BY BARGE                      
                              
8. Checks after Bunkering Yes No NA Remarks
1. All line and Manifold valves are closed        
2. Manifold valves are put back in place.        
3. Time has been allowed for oil to settle        
prior taking soundings.
4. Trim and temperature corrections have        
been applied
5. Sample bottle labels have been duly        
filled and coontain all info as per Annex VI
6. Three Sample and One Marpol bottle        
have been sealed, signed by C/E and
Supplier's representative. (Samples for HFO
and MDO)
7. Label on bottle includes        

Name and IMO no of receiving ship

Date and commencement of delvery
Method of sampling
Location of sampling
Name of bunker barge
Bunker grade
Seal numbers
Name and sign of supplier and ship
representative
8. Sample seal details are entered in BDN.        

9. Marpol sample has been placed in the        

designated Marpol Annex VI box

10. Bunker Delivery Note received for the        

bunkers received and checked for proper
specification as per Annex VI

Checklist to verify BDN contents

1 Name and IMO no of receiving ship

2 Port of bunkering

3 Date of commencement of delivery

4 Product name
5 Name address and telephone no of supplier

6 Quantity in Metric tons

7 Density at 15 deg C

8 Sulphur content
Declaration certified and signed by supplier’s representative that the fuel is in
9
accordance with regulation 14(1) or 4(a) & 18(1) of Annex VI

Date
:   Time:  

Chief
Engineer
:   Master:    
Name /
Signatur Name/
e:   Signature: