Ships Bunkering Operation

Planning, Preparation, Safety Checks & Confirmation

Fuel oil bunkering is a critical operation on board ships which requires receiving
oil safely into the ships tanks without causing an overflow of oil. It involve many
hazards and careful consideration will need to be made for safe planning and
execution. 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. We summarized below
some basic check points for safe bunkering. These procedures are only indicative,
not exhaustive in nature and one must always be guided by practices of good
seamanship

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.

Preparation of bunkering plan

1. The vessel should have adequate space for the volume of the bunker to be
loaded. It should be met with below safety margin 90% under for each deep
Tanks, 85% under for each double bottom tanks of FO tank capacity, 80%
under the last loading tank for a double bottom tank as far as possible.
2. Order of tanks to be loaded should be considered on to make the heel and
trim of the vessel during bunkering minimal.
3. The personnel positioning and work demarcation should be clarified and
entered in the list of personnel to engage in the FO/LO transfer work, and put
up near the bunker station
4. Masters authorization and signature should be obtained in the above list.
5. FO/LO transfer work procedures and piping diagrams put up in the bunker
station
 6. An onboard meeting on personnel positioning and work proceeding should
be held to have well-known crew matters that required attention
7. A Pre-loading plan should be prepared, which should include the
followings: Identification, location, the capacity of tanks receiving oil Level,
type of liquid in each bunker tank before scheduled bunkering. Planned final
ullage/innage, and planned final percent of each tank to be filled and their
sequences. Procedures to monitor all bunker tank levels and valve alignments
should also be included in such a pre-plan. A copy of it should be posted at a
place where the plan is easily seen by vessel personnel engaged in bunkering

Preparation for bunkering prior to arrival at bunkering port: Matters that

need positive confirmation
1. Valves and pipelines marked for easy identification
2. Valve markings correct. Have round covers on the floor plates in the
machinery space also been confirmed?
3. All deck scuppers effectively plugged (Are wooden plugs, if any cemented
up)
4. It been confirmed that no deficit, cracks, corrosion, and the like exist on
the pipeline to be used?
5. A leak test to the pipeline by the air pressure of 5 kg/cm2 or under been
carried out. To be entered the date of the last testing in the remark column.
6. Operation of remote valves and level gauges used in bunkering been
confirmed and also accuracy of remote gauging system verified(if fitted)
7. Bilge line valves fully closed and secured
8. All the pressure gauges to be used working satisfactorily
9. All thermometers fitted in manifold working satisfactorily
10. Alarm setting on overfill alarm accurate & operational(if fitted)
11. The pre-transfer conference has been held with both PIC of receiving
vessel and delivering vessel or facility, which include Contents of the
declaration of inspection, Procedure for repaying topping off information,
Emergency shut-down procedures, and identified each vessel mean to shut
down. The pre-transfer conference held should be recorded in the Logbook.
Confirmation at beginning of bunkering
1. Has bunker requisition form given by the supplier had all information?
(Specific gravity, Sulfur Content, Viscosity, Grade and Quantity etc.)
2. Has the commence of the bunkering been notified to the watch keeping
personnel in Deck department and announced on board?
3. Is there any leakage from the hose connection?
4. Is there any leakage from the bunkering-related line and valves?
5. Has oil flow through the planned line been confirmed by listening to with
the ear on the pipe?
6. Is oil flowing into the prescribed tank? (Confirm the inflow by air blow,
inflow noise, level change, and so on).
7. Check the respective tank sounding manually and confirm.
8. Has air blow through an air vent for the tank into which oil is to be
supplied been confirmed?
9. Is not there any change in level in the other tanks?
10. Is continuous measurement kept until the inflow to the prescribed tank
and the inflow rate are confirmed?
11. Is oil supply rate proper?
12. Has the time when the bunkering started been recorded?

Confirmation at tank changeover

1. When valves were changed over, has it been confirmed not only by the
indication on the remote control board but also on the spot (if possible)?
2. Has oil inflow to the planned tanks been confirmed?
3. Has air blow from air pipes been confirmed?
4. Is not there any change in level in the other tanks?
 Bunkering communication
guide

Pre-bunker exchange of information between responsible persons on Ship &

Barge/Facility:
1. Prior to commencement of operation the following matters need to be confirmed
with the oil supplier
o Oil qualities including type of oil, viscosity, density,
o sulfur content and oil temperature, volume & H2S presence as per
MSDS.
o - Pumping rate agreed (The rate to be slow at the beginning of
supply in particular).
o - Mutual communication means and communication method in an
emergency.
o - Emergency shutdown procedures.
o - Sampling method and the destination of the retained sample.
o - Presence / absence of local rules on oil leakage prevention.
o - Name of a responsible person and personnel arrangement of the
terminal.
2. Have confirmation letters for oil leakage prevention been exchanged with
 the oil supplier? Have exchanged with the oil supplier? (Applicable in Japan)
3. Have the Declaration of Inspection been properly filled in and signed after
confirmation by the vessel and oil supplier? (Applicable in United States) and
signed after confirmation by the vessel and oil supplier? (Applicable in
United States)

Confirmation prior commencement & during bunkering

1. Are portable fire hoses & fire-fighting equipment on Barge/Facility and ship are
ready for immediate use.
2. Are materials for containment and oil spill clean-up arrangement readily
available for immediate use?
3. (saw dust, oil absorbent, and oil-treating agent)
4. Are the valves for the manifolds not in use (of the other side in particular)
fully closed, and manifolds properly blanked?
5. Are all the air vents of all tanks to be bunkered in good working condition
and free from any restriction?
6. Are drain plugs set to save all trays securely?
7. Is there any sharp bend of the hose? Is weight of hose adequately
supported so that hose weight should not come on hose itself?
8. Is the transfer hose properly rigged and fully bolted with all bolts of correct
size and length?
9. Is electric power supply to the FO/LO/DO pumps shut, and is an indication
On Bunkering. 'Do not Use posted?'
 Always keep man standby near
bunker manifold

10. Have open/close position of valves been confirmed according to the check list
(prepared by the vessel)? Has closure of all valves isolated from the bunkering been
confirmed?
11. Overboard valves connected to engine room bilges and bunker lines are
closed and sealed?
12. Are necessary signal flags and lights indicated?
13. Is the lighting equipment for night work proper?
14. Has the Supply Barge/Facility have adequate volume of oil to be
supplied? (Confirm by Barge/Facilitys Tanks Sounding)
15. Are oil fences extended? (If it is required).
16. Are all personnel for the work in their positions?
17. Has it been confirmed by a communication test that the communication
means is properly secured?
18. Are communication means with each part of the vessel secured?
19. Has a communication test been made between the bunker station and the
hose connection monitor?
20. Is the sampling container fitted at point of transfer of Custody (Ships
Manifold)?
21. Is the sampling container sealed properly and have adequate space to
 collect required amount of sample?
22. All cargo and bunker tank hatch lids are closed?
23. Has MSDS for the bunker to be transferred been exchanged when
requested?
24. The Hazards associated with Toxic substances in the bunkers being
handled have been identified and understood? H2S contents: Benzene
Contents:
25. Are safe means of access provided between ship and Supply Barge or
Facility?
26. Are all external doors and port holes in accommodation are closed?
27. Is smoking area identified & restrictions are observed?
28. Are all scupper plugs in place? Temporarily removed scuppers plugs will
be monitored at all times?
29. Drip trays are in positing on decks around connection and bunker tank
vents? Are all the save all trays around the air vents clean and free from oil?
30. Is the barge/ship properly moored and secured?
31. Is a means of communication have established between the responsible
officers on the vessel and the barge/Facility via VHF/UHF CH.
Primary: _Back up: ? Emergency stop signal: established
between both parties
32. Is there any floating oil on the surface of the sea near the vessel?
33. Are sea and weather conditions suitable for the bunkering work?
34. All bunker tanks sounding to be checked manually and recorded @ an
interval of not exceeding 30 mins
35. There is an effective watch on board the barge and on the ship receiving
bunkers? (a man should be always placed at manifold)
36. Naked light regulations are being observed?

Confirmation at finally loaded tank and completion of bunkering

1. Has the oil flow rate been dropped by notifying before the end of the bunkering?
2. Has air blow through of the line been carried out very carefully
considering tank overloading?
3. Has remaining oil in the line been obliterated?
4. Has the manifold gate valve been closed with the Chief Engineers
permission?
5. Has remaining oil in the line outside of the gate valve been obliterated?
6. Cf.) It is prohibited to open the gate valve to remove remained oil without
Chief Engineers permission.
7. Have the tanks been sounded manually and confirmed the correct receipt
of ordered quantity.
8. Have the tanks been sounded, and has the refueled volume been confirmed
by the vessel side?
9. Have the all Sample been confirmed, including the sealing?
10. Cf.) Samples included MARPOL sample, Retained Sample, Sample for
Analysis, for the vessel, Retained sample by supplier
11. Has the indication of the Sample been confirmed on labels? The date, port
name, type of oil, quantity, name of the barge/jetty or the supplier, and the
signature of both the parties.
12. Have blind plate been securely fitted?
13. Have oil fences been stored (if extended)?
14. Has Bunker delivery note received have all the necessary information
15. Have fire extinguishers and materials for outflow oil prevention and
removal been returned to their storing positions?
16. Have bunker barges left the vessel?
17. Have signal flags been lowered?
18. Has the completion of the bunkering work been announced on board the
vessel?
19. Have scupper plugs been removed and stored?
20. Has the refueling line been restored to the normal conditions for the
vessels use?
21. Has the setting of FO/LO/DO transfer pumps been returned to the
automatic mode?
Additionally for Tankers & Gas carriers:
1. Are Main Radio transmitters earthed and Radar switched off?
2. Are VHF / UHF transceiver and AIS changed over to correct (Lower)
power mode or switched off?
3. Is the oil flow pressure (oil supply volume) proper?
4. Does the flow rate to the sampling container be properly adjusted so that
sampling will continue till the time bunkering ends?
5. If the vessel is provided with remote gauges, is the gauge board being
monitored all the time?
6. Is not there any change in level in the other tanks?
7. Is not there any abnormality in trim and heel of the vessel?

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Bunkering checklists should be implemented to reduce the risk of negligence and
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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
afterdelivery 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
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The consequences of bunker shortage or off-specification bunkers can be very
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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
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storage tanksfitted 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
suctionstrainer. Piping is so arranged that the pumps can convey fuel between
storage tanksand the deck connections for offloading. Settling tanks are used to
sanction gross water andsolids to settle on the bottom. ......

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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
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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
alsobe checked with an explosimeter. These meters must also be used while in the
tank.The sketch shows a diagrammatic view of an explosimeter.....

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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,
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16. Tanker vessel safety guideline - how to prevent oil spillage

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oiltanker.However, good prevention initiatives can go a long way in reducing the
riskof oil pollution from ships. In the event of any oil spillage from the ship, it
is
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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
fromtank top plating.

18. Pumproom procedure

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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......

18. 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......

19. 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. ......

20. 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.

21. 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........

22. 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.

23. How to ensure safe working atmosphere onboard?

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