Bunkering operations – bunker quality .1 General

Bunkering operations should be Critical Shipboard Operations, or at least Special Shipboard Operations, under the vessel’s SMS in accordance with the ISM Code. The slightest mistake may result in catastrophic pollution by fuel oil, which, in view of the chemical consistency and properties of fuel oil

• has a more serious impact on the maritime environment, and

• makes clean-up more difficult and expensive.

2.13 Voyage preparation, planning and performance

Consequently, the Company and the vessel should have developed and effectively implemented written procedures for

• bunkering operations alongside, and

• bunkering from a barge.

Many port authorities have special bunkering operations guidelines which must be followed to avoid any claims falling on the vessel, the Company and finally the P&I insurer for pollution or other damage caused during bunkering operations.

2.13.2.2 Qualified and experienced personnel in attendance

Irrespective of whether the bunkering operation takes place in port, alongside or at anchor, it requires the full attention of all crew members involved. Bunkering must be carried out in strict conformity with the Company’s Shipboard Operations

for Bunkering.

Section 6 of the ISM Code sets out the personnel requirements for bunkering operations such as providing qualified and experienced crew to safely carry out these operations

• having an understanding of the relevant rules, regulations, codes and guidelines applicable to such operations

• being properly trained and having the necessary knowledge of such operations and being familiar with the equipment to be used

• communicating effectively in a common language with the personnel delivering the bunkers.

2.13.2.3 Equipment used

The equipment used for bunkering operations must be inspected at appropriate intervals and maintained as required under section 10 of the ISM Code. Gauges and other sounding and measuring instruments must be properly calibrated before being used to avoid any incorrect measurements or soundings which may cause an overflow with catastrophic consequences.

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2.13.2.4 Bunker quality – proper sampling For details please refer to

• Gard booklet: Bunkers and bunkering – a compilation of Gard bunkers related articles

• Gard News 174, Off-spec bunkers – some practical cases.

It cannot be stressed often enough that proper sampling and testing procedures should be carried out before bunkers are taken on board. Sampling must be carried out with the utmost care. The taking of samples should follow the Company’s written procedures and be in compliance with recognised industry standards.

If the quality of the bunkers taken is not within the required specification, this may have serious consequences not only for the engines but also for the safety of the vessel, crew and cargo. Main engine failures due to bunkers being off-specification may result in casualties with substantial financial consequences such as

• damage to the vessel’s machinery

• delay of the vessel caused by – testing of the defective bunker

– possible de-bunkering of off-specification bunkers – cleaning of the bunker tanks.

2.13.2.5 Emergency Response Plan

Incidents occurring during bunkering operations should be covered by the vessel’s Emergency Response Plan or as required in some countries, the Vessel’s Response Plan. The procedures for these types of situations need to be trained and drilled whenever possible to prepare the crew to minimise the effects of any incidents during bunkering operations. For further details please see section 3.12 Pollution.

2.13 Voyage preparation, planning and performance

2.13.2.6 Bunkering from a tanker barge

It would exceed the framework of this publication to establish a detailed checklist for such bunkering operations. Such checklists would most probably interfere with those developed and established by the Company and the vessel under the SMS. Nevertheless some key points should be mentioned.

The basis for a successful bunkering operation is the full exchange of information prior to the commencement of any such operation.

This exchange of information should at least contain the following

• location, date and time of supply

• whether bunkering is to take place on the roads

• exact position where the bunker operation is to take place

• acceptable weather, tide and swell conditions

• exact specification and amount of bunkers required.

Prior to the transfer of personnel or equipment, the bunker barge must be safely moored alongside. There must be safe access and safe delivery at all times during the transfer operations. The respective freeboards of both the vessel and the bunker barge must be taken into account, as they change with the progress of the bunker operations.

A further exchange of information in writing should contain at least

• communication methods (VHF or walkie talkie)

• emergency arrangement

• bunker transfer sequence with quantities, grades and pumping rates

• sampling methods.

2.13.2.7 Singapore Bunker Procedure (SBP)

The Singapore Bunkering Procedure (SBP) may be a helpful tool for bunkering operations, irrespective of whether the bunkering takes place alongside or from a barge.

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When taking bunkers from a barge SBP requires amongst others

• the vessel’s officer or engineer responsible to confirm in the Bunker Requisition Form the details and specifications of the bunkers to be supplied

• the declaration of the bunker provider’s officer regarding

measurements and contents of the non-cargo tanks and spaces on board the bunker tank prior to commencement of the operations

• the invitation from the bunker tanker to the vessel’s Chief Engineer to witness the opening gauge or reading and the taking of temperature of the cargo of all tanks prior commencement of the operation

• detailed tank gauging procedures

• the detailed sampling requirements and procedures for

representative sampling before the commencement and during the bunkering operation

• to have a member of the vessel’s crew supervising the entire bunkering operation

• after completion of bunkering, the vessel’s Chief Engineer to witness the closing gauge or reading, and the taking of the temperature on board the bunker tanker

• if there is a dispute over the quantity, the bunker tanker’s tanks are to be inspected and gauged by a surveyor.

Please see also sections 2.16.3.3.A Pollution by oil and 3.12 Pollution.

2.13.3 Passage planning – departure and arrival