Bunker quantity disputes are a recurring issue in the shipping industry, often leading to conflicts between fuel suppliers and ship operators. These disagreements can result in financial losses and operational disruptions, reports Britannia P&I Group.
Delivery Method
The most common method of bunker delivery for oceangoing ships involves delivering fuel via a barge from the supplier’s storage to the receiving ship.
While this method is widely used because of its flexibility and convenience, it is not without its pitfalls, including discrepancies in measurement. Receiving bunkers via shore pipeline or truck also presents unique challenges.
Shore pipelines offer a more direct and potentially quicker method of delivery, but they come with certain operational risks. In the event of a quantity dispute, the ship’s crew may find it more difficult to conduct or participate in the investigation, as they are generally not granted access to observe shore tank measurements. The ship’s interests must then rely on the appointed surveyor, during such occurrence. To address this, some terminals that frequently engage in bunkering have opted to install flowmeters which are used as the primary reference for transfer measurements.
Operational Considerations
Before initiating the bunkering operation, owners/ships should verify and reasonably ensure compliance with the following:
- Confirmation of bunker details: The ship should confirm with the owner’s office and/or charterer the specific grade and quantity of bunkers to be received, including
the identity of the bunker supplier/barge (by IMO identification). - Bunker plan: The ship should develop a thorough bunker plan, which includes details such as the bunker tank(s) to be used (always aim to load into empty bunker tanks), the sequence for filling the tanks, allocations for different grades of fuel, transfer rates, procedures for topping up and the condition of the fuel oil overflow tank (typically kept empty during bunkering operations). In some cases, the bunker plan must be approved by the shipping company before bunkering can proceed.
- Compliance with Safety Management System (SMS): Adherence to the owner’s SMS procedures for bunkering, including the completion of thorough risk assessment
before the operation. - Pre-bunkering meetings: Conduct pre-bunkering meetings to align the ship’s crew internally and another involving the bunker barge’s crew, which includes the preparation and completion of a bunker checklist. The ship must confirm the agreed pumping rate with the bunker supplier to prevent misunderstanding and ensure
a controlled bunkering operation.
General Precautions
Mass Flow Meters (MFM) are mandatory for measuring fuel supply in Singapore waters, with discussions about their adoption in other major shipping hubs like the Amsterdam- Rotterdam- Antwerp (ARA) region.
To ensure compliance and accuracy during bunkering operations using MFM, consider the following precautions:
PRE-DELIVERY CHECKS:
- Ensure the seals of the MFM system (including transmitters, pipe flange, and blanks) are intact and show no signs of tampering. Record resettable and non-resettable totaliser values. Request a copy of the ‘Mass Flow Metering System Seals Checklist’ or its equivalent for your records
- Verify the match between the seal verification report and the actual physical seals
- Confirm that the MFM is still valid and calibrated according to local regulations. It is within the ship’s rights to request a calibration validity certificate from the supplying barge
- Be aware of local regulations and any mandatory updates to them. In case of doubt or suspicious circumstances, it’s advisable to contact the local Club’s correspondent
DURING BUNKERING:
- Record the MFM meter reading before and after the bunker operation. Request a copy of the ‘Meter Reading Record Form’ or its equivalent for your records
- Perform manual sounding/ullaging at a frequent rate throughout the bunkering operation, even when using MFM. Comparing the quantity indicated by the MFM with the manual soundings may assist in promptly identifying any discrepancies or potential malpractices. This also serves as a risk mitigation strategy to prevent tank overfilling, which could lead to costly oil spills and the associated clean-up.
POST-BUNKERING:
- Recheck the seal after the operation to ensure there has been no tampering. The seals pre- and post-delivery should match. Record resettable and non-resettable
totalizer values - Obtain a copy of the Bunker Meter Ticket and the BDN from the supplying bunker barge. These documents would form part of the standard documentation of bunkers by MFM.
Cappuccino Effect
The ‘Cappuccino Effect’ refers to a deceptive practice where compressed air or gas (E.G Nitrogen) is deliberately introduced into the bunker fuel by the supply barge.
This action artificially inflates the volume of the fuel, affecting the accuracy of volumetric measurements. As a result, the actual quantity of fuel received is less than recorded and may not become apparent until days or weeks after the operation.
Remaining vigilant is key to identifying and mitigating the risks associated with the Cappuccino Effect. The following signs may help in recognising such instances during bunkering operations:
- Foam presence: Inspect for foam on the surface of the fuel oil within the bunker barge tank before bunkering and in the ship’s tanks after delivery. This can be
observed through tank or ullage hatches. Additionally, check the sounding tape and brass bob (weight) for the presence of bubbles after immersion, as they may also indicate the presence of air or gas mixed with the fuel. - Sound anomalies: Listen for rattling sounds emanating from air vents or an unusual volume of air escaping from vent heads on deck or gurgling sounds from the manifold.
- Manifold pressure fluctuations: Monitor and be alert to fluctuations in manifold pressure that deviate from expected levels.
- Physical hose behaviour: Observe the bunker hose on deck for any signs of vibrating, jerking or other unusual noises, which may indicate the passage of air or gas
through the hose.
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Source: Britannia P&I Group
