The Master, in consultation with the Chief Engineer, shall ensure that the bunker fuel(s) when taken are in accordance with the fuel specification relating to the particular ship's engines and auxiliary machinery and as described in the vessels charter party. In particular the bunker receipt should be examined prior to delivery to ensure that the viscosity and density stated are suitable for the vessels heating and fuel treatment equipment.
The Chief Engineer is responsible for and must personally supervise bunkering to minimise the risk of pollution, ensure the correct quantities of each grade are loaded and impose correct procedures.
Bunkering operations must always be carried out in accordance with the IMO manual on oil pollution prevention and with a check-list developed for your ship.
The Chief Engineer is to properly plan for the receipt of fuels as below.
Identify which tanks are to be used and ensure that these are as empty as practically possible. (NOTE : mixing of fuels from different deliveries should be avoided wherever possible; with this in view nearly full tanks should be topped up prior to arrival to reduce the number of tanks to be bunkered).
If on board test kits are available they shall be used to check viscosity and density of a barge or tank sample before delivery commences. If repeated test indicate that the fuel is not as stated on the delivery receipt contact the vessel's owners - DO NOT ACCEPT THE FUEL IF IT CANNOT BE TREATED OR USED ON THE VESSEL.
When taking Diesel Oil bunkers, drip samples must also be taken. Samples should be retained for three months, however samples need not to be sent for analysis unless there is a reason to believe that the DO taken does not correspond to acceptable standards.
Agreed quantities and an agreed pumping rate for bunker transfer to the vessel for each grade should be confirmed with supplier in writing and an established means of communication for stoppage agreed to eliminate spillage. All deck scuppers to be plugged / sealed as appropriate.
The Chief Engineer is responsible for the bunkering operation and should observe at all times the safety procedures during bunkering activities and should read and apply the appropriate National Regulations and Codes of Practices.
Prior to commencing taking bunkers, a written statement on the bunker delivery note must be received from the suppliers indicating at least viscosity, density, pour point, water content, flash point and fuel delivery temperature for volumetric quantity calculations. If this statement is not forthcoming by the supplier, the Chief Engineer should advise the Company immediately and Charter's Agent accordingly by writing a "letter of protest".
Any statement at this stage is not proof of bunker quality delivered on board at the manifold but the suppliers indication of fuel parameters supplied from the refiner / storage tanks.
Before signing the bunker delivery note it must be stamped with the vessels "NO LIEN" stamps. A copy of the bunker note should be retained on board and a copy sent to the Head Office. The bunker receipt should be signed with the following statement "signed for volume at temperature only. Determination of quantity will be made upon receipt of full fuel analysis results". A copy of the Bunker delivery note is also to be enclosed with the fuel sample sent to for instance Unitas Petroleum Services.
For chartered vessels the Chief Engineer is to sign the bunker delivery receipt "received on behalf of Charterers Messrs . ......".
In certain deliveries when large quantities of blended bunkers are supplied, barges will transfer bunkers by the following methods :
The bunker supply source meters or tank soundings must be sighted and readings taken before and after bunkers are taken. This will allow comparison of ship / shore figures on quantifies loaded to be compared. If the bunkers are not of the quality or quantity requested, a letter of protest should be delivered to the bunker supplier, holding them responsible for any consequence which might arise out of their failure to supply bunkers of appropriate quantity or quality.
Wherever possible, do not use bunkers until satisfactory analysis data have been received. Allowances should be made for voyages to carry enough known quality fuel on board while awaiting results which normally averages 7 calendar days.>
Do not allow parcels of bunkers to be stored on board for long periods (e.g. for trim purposes) as there may be a tendency to stratification of deterioration.
When in colder sea temperatures heating coils should be used to avoid promotion of wax crystals and allow ease of transfer to Engine Room settling tanks.
Fuel held in storage setting and service tanks should be heated to allow ease of pumping and settlement.
Minimum heating in accordance with fuel analysis data should be applied.
Fuel treatment by chemical additives is not to be used on board to alleviate handling of combustion problems unless advised by technical department.
Before burning in the engine or boilers all bunkers must pass through the purification / separation plant on board the vessel. Careful attention must be paid in keeping this plant at peak operating efficiency and all associated recommended operating parameters such as preheat temperature, flow rate, gravity disc size must be adhered to and constantly monitored.
Settling and service tanks are to be checked for water by quick action tank sludge cocks on a watch basis, (or 3 times per day on some types of ships). Should any excessive water be present, the Chief engineer must confirm they are intact.
Should you experience any problems with handling (such as excessive sludging) engine performance deterioration or damage when using bunkers it must be reported to technical department immediately.
Log book entries are to be made with respect to all fuel deliveries, recording times, barge names, suppliers and quantity loaded. Any letters of protest must be filed for easy reference. Daily records of fuel transfer and quantities held in each fuel tank at noon are to be maintained.
In case of main or auxiliary engine damage which is considered to be fuel related it is essential that detailed written accounts of the incident are made.
Additional fuel samples from within the fuel network should be obtained to support any claim. All such samples must be correctly labelled with dates, times, locations and signed by the Chief engineer.
Any engine components which have been removed from service due to damage are to be retained on board and correctly labelled for future reference.