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SHIP MANAGEMENT PTE LTD Bunker Management and Operations
however this would differ based on the construction of the tank and the location of the
sounding / air pipes.
• Topping off rates should be agreed with bunker supplier during pre-bunker transfer meeting
and should be mentioned in bunker safety checklist OME Doc 014, Section 1
• When such deviation is deemed necessary- vessels shall load excess bunkers (from 90% to
95%) as per above mentioned topping off rate regardless of remaining quantity to be
received.
• Final topping off should be carried out under direct supervision of the Chief Engineer, with a
responsible person monitoring the loaded tanks soundings.
Additional guidance shall be given on case to case basis by vessel manager/marine HSSEQ Supt. as
office response to Risk Assessment.
Ullages
Tank ullages must be regularly monitored and recorded during the bunkering operation using a
sounding tape in addition to any readings obtained from any remote gauging system.
Maximum interval for tank soundings / ullaging during bunkering operation should not exceed 30
minutes.
Record of the tank sounding / ullaging is to be maintained.
A comparison between sounding tape readings and remote gauging system readings should be
made regularly.
Any unexpected ullage or any uncertainty regarding ullages must be reported to the Chief Engineer
immediately.
Temperature Limits
When loading bunkers into ship’s tanks which are in service, fuel oil temperature shall not exceed
140°F (60°C) or a maximum temperature of 10°C below flash point or fall below a temperature at
which viscosity increases above the easy pumping limit. In each case bunkering shall be stopped.
U.S.C.G. and SOLAS regulations including Class rules do not permit a flash point of less than 60°C.
Refer to Appendix 3 – 46CFR 35.25 – 10 Requirements for fuel oil
Shut Downs
Any incident resulting in an unacceptably elevated risk, whether by inadequacy of procedures or by
violation and / or failure to comply with procedures, will be reported and investigated in accordance
with Company Health, Safety, Security, Environment and Quality(HSSEQ) Management System
requirements.
Oil transfer must be stopped if the risk cannot be managed.
A standard shut-down is to be considered to be identical to an `emergency shut-down' in terms of the
process involved and is to be carried out with an appropriate degree of urgency.
• A `SHUT DOWN ' is considered to mean that the liquid flow is stopped and valves
are progressively shut to normal pre-operation isolation status.
If necessary, disconnection and blanking will take place.
• A SHUT DOWN will be initiated if there is any change in the situation which alters the
status of any item on the Bunkering Safety Checklist resulting in an unacceptably
elevated risk situation.
• A SHUT DOWN will be initiated if there is any change in the parameters used in
compiling the Bunkering Plan, or which could lead to change in expected outcomes,
or exceed the calculated values used in the Bunkering Plan.
• A SHUT DOWN will be initiated if there is any doubt or reason to consider that a spill
has or is likely to occur.
CONTROLLED Revision: 15 Aug 2016
Approved by DPA/DMR
Page 14 of 27
THOME OME Document No. 014
SHIP MANAGEMENT PTE LTD Bunker Management and Operations
• After a SHUT DOWN the bunkering operation is not to be re-commenced until the
stated SHUT DOWN criteria have been cleared and the Chief Engineer has given
permission to resume the bunkering operation.
Quantities loaded
The tank ullages and temperatures recorded by the responsible engineer will allow the Chief
Engineer to verify the quantity received onboard which is to be compared with information given by
the supplier.
On occasions owner and / or charterer will appoint a surveyor to perform a quantity survey.
When no surveyor has been appointed, and assuming safe access between ship and terminal or ship
and bunker barge, the Chief Engineer or responsible engineer nominated by the Chief Engineer will
measure both the supplier’s and ship’s tanks before and after the bunkering operation.
Bunker Receipts can only be signed by the Master and / or the Chief Engineer for quantities received
at average temperature.
Any paper or document presented by the supplier and which purports or implies indemnity to a
bunker supplier or his representatives must never be signed.
If the supplier’s quantity exceeds the ship’s quantity by 0.5% or if the bunkers contain an excessive
amount of water (maximum 1% by volume) a Letter of Protest shall be presented to the supplier’s
representative and the TSM technical department must be notified immediately.
the froth level can be up to 1 meter. Typically the cappuccino effect may take up to 48 hours to settle.
For a high viscosity grade at lower temperatures, the effect will take longer to clear.
If the rate of transfer of the bunkers is high there is a potential for build-up of pressure within the
receiving tank which can produce an erroneous higher level of fuel within the sounding pipe.
Pressure build up within the tank may also be due to the bursting of the entrapped air bubbles from
the cappuccino effect. Sufficient time should be allowed for the pressure within the receiving tank to
subside to atmospheric pressure in order to obtain a correct reading.
Bunker tank vent pipes are fitted with flame arrestors made of wire mesh. Due to degradation in
service the mesh tends to rust which can cause blockage and choking. A reduction of the
permeability can cause pressure build up within the tank. It is recommended to clean/replace the wire
mesh at 6 monthly intervals.
The importance of accurately declaring the exact quantity of Bunker ROB at arrival in the relevant log
books cannot be overemphasized.
Under NO CIRCUMSTANCES should there be any extra or “UNOFFICIAL ROB”. These figures will
support our case at the time of a bunker dispute resolution – otherwise the quantities measured by a
3rd party surveyor will not match the ship’s log book figures and undermine our case.
Remember
The idea of air blow at the end of bunkering is to remove all remnants of oil from the bunker hose.
Please note that this is only done at the end of bunkering operations and there is a distinct gurgling
sound of air flowing through the pipe, and the pipe at the manifold will vibrate or sway during this
operation.
Prior Bunkering
Bunker Tanker shall provide copy of following documents for verification and signing by Chief
Engineer and Bunker Surveyor (if engaged):
a) Bunker Requisition Form (Mass Flow Metering)
Chief Engineer should confirm the Quantity, Grade of Bunkers, sequence of bunkering,
bunkering rate etc. Bunkering rate should be within the calibrated flow range for the Mass
Flow Meter System of the bunker tanker (as stated on the stamping plate of the meter).
Meter Calibration certificate should be available on board the bunker tanker, for verification,
upon request.
b) Mass Flow Metering System Seals Checklist
The Metering System Diagram and all Sealing Points shall be checked and confirmed to be
intact. In the event of any discrepancies (if any seal is missing or broken or seal number not
matching), the matter shall be reported immediately to the Implementing Authority. The meter
shall not be used for the custody measurement of bunker transfers until the missing or
broken seal is replaced and approved for use by the Implementing Authority.
c) Meter Reading Record Form (Delivery)
Opening meter reading shall be checked and recorded before commencement of bunkering
operation. It should be set to zero, wherever resettable totalizer meters are fitted.
During Bunkering
Bunker Tank Gauging is still important for verification, close control of bunker tank filling levels and
timely action to prevent oil spill, and as a contingency / back up in case MFM System breaks down.
Flow rate should be maintained within the calibrated flow range of the Mass Flow Meter
All stoppages should be recorded, with details.
After Bunkering
Bunker Tanker shall provide copy of following documents for verification and signing by Chief
Engineer and Bunker Surveyor (if engaged):
a) Mass Flow Metering System Seals Checklist
The Metering System Diagram and all Sealing Points shall be checked and confirmed to be
intact (not tampered) in the course of bunkering.
b) Meter Reading Record Form (Delivery)
Closing meter reading & quantity of the bunker delivered shall be checked and recorded after
bunkering operation.
c) Bunker Metering Ticket shall be printed at the end of delivery and filed for reference.
It should contain information on Name of bunker tanker and craft licence number (SB no.);
Meter Unique Identification Number; Bunker start date & time; Bunker end date & time; Print
time; and Mass in Air.
d) Bunker Delivery Note (BDN)
The BDN shall comply with the IMO regulation 18(3) of Annex VI MARPOL 73/78. All relevant
and applicable columns of the BDN shall be filled in, and “NA” (Not Applicable) shall be
inserted in those blank columns. Any cancellation or amendment on the BDN shall be
endorsed and stamped by the Cargo Officer and the Chief Engineer.
Quantity Dispute
In the event of any dispute at the end of the delivery with respect to the quantity of bunkers delivered,
Chief Engineer and the Bunker Surveyor (if engaged) should act as follows:
a) Re-witness the meter totalizer readings.
b) Re-check all sealing points based on the sealing plan and confirm all seals listed in the seal
verification report are intact.
c) Confirm that all relevant lines have not been modified from that as stated in the piping
diagram.
d) Obtain and examine photocopies of the relevant pages of the bunker tanker’s Meter Totalizer
Log showing all the totalizer movements related to the bunker delivery.
e) Examine and obtain copies of certificates / documents listed below:
• Meter Calibration Certificate
• Metering System Diagram and Sealing Points
• Meter Seal Verification Report
• Meter Zero Verification Report
• Cargo System Piping Diagram
• Mass Flow Metering Procedure for Bunkering endorsed by Implementing Authority
• Mass Flow Metering System Approval Letter from Implementing Authority for
Custody Transfer
• Copy of Enhanced bunker Cargo Officer Course certificates accompanied with photo
identity of the Cargo Officer.
• Last certificate of quality or equivalent document by the cargo provider (terminal or
ship)
f) If any of the preceding steps are disallowed, the reasons shall be recorded in a note of
protest by the Chief Engineer and Statement of Facts by the Bunker Surveyor (if engaged).
g) The Bunker Surveyor (if engaged) shall record all the relevant details and findings of the
dispute in a Statement of Fact. This document should be completed and acknowledged by
the Chief Engineer and / or Cargo Officer of bunker vessel.
h) If the dispute remains unresolved, the Chief Engineer shall raise a Note of Protest and get it
signed by the Cargo Officer of the bunker vessel.
14.10 RECORDS
The Chief Engineer notes all information regarding bunkering operations in the engine room log book
(chronology of events and quantity of bunkers loaded).
This same information plus movements of the supply barge are filled in by the officer on watch in the
cargo or Port Log Book.
Bunkering operations must be recorded as per MARPOL instructions in the Oil Record Book Part I.
Other documents:
• Bunker Delivery Notes
• Bunker Sample Record or Log Book
• Bunker Operations Checklist
• Bunkering Plan
• Record of Training
• Minutes of Pre – Transfer Conference
• Shore Analysis Documentation
• Letters of Protest
• Sounding Books
If offered a sample by the barge crew, and you have not witnessed correct sampling procedures,
ensure that it is stamped ‘For Receipt Only – Source Unknown’. In addition, sample labels presented
before bunkering operations commencement, must not be signed.
Forward samples as per test laboratory instructions, including one to the supplier or supplier’s
representative. If the supplier or suppliers representative discards the sample this fact shall be
recorded in the ships’ logbook.
The 2 ship’s samples shall be retained onboard in a secure location.
Where fuel delivered is found to be unsuitable for use, TSM Technical Department must be informed
immediately and a report submitted as soon as practical. The aforementioned actions are of the
utmost importance in that the terms and conditions under which bunker fuels are supplied normally
contain strict time limits for the notification of claims.
Typical time limits are:
Apart from the laboratory sample, at least three additional representing ship samples of about 1 litre
are to be taken of each fuel quality supplied.
These samples are to be distributed as follows:
• 1 set to be kept on board for a period of at least 12 months
• 1 set for fuel supplier
• 1 set to be kept onboard as MARPOL 73/78 Annex VI fuel oil sample for a period of
at least 12 months
• Also: 1 set for surveyor (when applicable)
• During handing over /taking over of Chief Engineers as per TSM 078 – Incoming C/E
shall personally verify/witness soundings and prepare bunker survey report for all
fuel/diesel tanks.
In order to curb malicious practices on-board TSM Managed vessels, unannounced bunker
surveys shall be initiated from TSM office.
Such surveys shall be conducted by visiting vessel manager, marine superintendent or
internal auditor on instructions from the Environment Compliance Manager or FGM.
Report of such bunker survey shall be sent to: FGM, ECM and COO.