Machine translation from English source
Before proceeding with bunkering a vessel, there are a number of considerations that need to be taken into account, as outlined in the following paragraphs.
Connection
The C/E (Chief Engineer at Start) will work closely with the Master to ensure that sufficient bunkers and lubricating oils are available on board to meet operational requirements in accordance with general instructions. A daily log entry must be made indicating the bunkers and lubricating oils remaining on board. All bunker receipts must be signed by the chief engineer.
Bunkers-Safety Factor
The master must ensure that the number of bunkers carried in the ship's trunk is sufficient to enable the ship to arrive at the next bunker port with a sufficient supply of usable oil. Although the master must consider the relative costs of bunkering and other associated commercial factors, he must consider all aspects of the ships' minimum stability requirements, weather prospects and provide a minimum safety margin. Typically this will be 5 day heating oil and 7 day diesel if used for aux. engines. (taking into account non-pumpable)
Specification of fuel and bunker bills
Before bunkering commences, the chief engineer must obtain from the supplier the specification of the fuel supplied to ensure that it fully complies with the engine manufacturers' fuel quality restrictions. The Company must be notified immediately if this specification is not acceptable. Bins should not be accepted without additional permission.
As required by regulation 18(3) of Annex VI to MARPOL 73/78, details of fuel oil for combustion purposes supplied to and used on board a ship must be recorded by means of a Bunker Waybill (BWW), which must contain at least the information specified in Appendix V to this annex.
In accordance with regulation 18(6) of Annex VI, a representative “sample of the fuel oil supplied” is attached to the bunker delivery note. This sample should be used solely to determine compliance with the requirements of Annex VI of MARPOL 73/78 and to enable port State control authorities to verify the sulfur content of the fuel. This sample should never be used for commercial purposes.
Bunker waybills
Regulation 18 of MARPOL Annex VI requires that any fuel for
Combustion purposes supplied to and used on board must be recorded using a Bunker Discharge Note (BDN). This means that a bunker slip must be submitted for each barge delivery and each grade.
Bin slips must contain all specific information as follows:
Name and IMO number of the receiving vessel
Bunkering Port
Bunkering start date
Name, address and telephone number of the supplier of marine fuel oil - product name
Quantity (metric tons)
Density at 15°C (kg/m3)
Sulfur content (% m/m)
A statement signed and certified by a representative of the fuel oil supplier that the fuel supplied complies with regulations 14 and 18 (i.e. that the fuel supplied has a sulfur level below 4.5% and that the fuel does not contain inorganic acid, does not contain any added substances or chemical wastes which either endanger the safety of ships,
negatively affects the performance of equipment, has a harmful effect on the overall level of additional air pollution).
staff or
The seal number of the relevant MARPOL Annex VI fuel sample is included in the BDN for cross-reference purposes.
The BDN should be stored on board and readily accessible for inspection. It must be stored for 3 years after the fuel oil has been delivered on board the vessel.
Mixing (senior mechanic at start)
Fuel oils are usually mixtures of different types of petroleum. These oils will release if left in tanks for long periods of time. Bunkers should not be shipped unless they have been mixed ashore, and under no circumstances should they be sent in separate parcels and mixed in a ship's bunker tanks. When bunkering an ex-barge, it is important to ensure that some kind of opening has been carried out before being sent ashore.
