File Name: bunker delivery note and representative sample .zip
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The purpose of the pre-delivery document is to record agreement on the operational details of the transfer and to ensure safe transfer of the product.
This document originates from the sellers representative and states the grade or grades with the nominated quantity. Ideally the grades will be expressed by reference to ISO , which defines viscosity for residual fuel oil grades at 50C. Having established what is to be transferred, agreement has to be reached on the pumping rate acceptable to the receiving vessel to ensure safe transfer. The next aspect to be considered is witnessing of tanks by sounding or ullage and the approach to this is detailed later in this section.
Agreement should be reached on the witnessing of a representative sample and this again is detailed later. The spill prevention transfer procedure must also be discussed and agreed.
The key to this is communication and a checklist can be useful to ensure no points are missed. For example, the bunkers should not be signed for in weight form, only for volume at observed temperature.
The actual weight can only be calculated after a representative sample of the delivery has been tested for density. Letter of Protest should anything go wrong Should there be any dispute in the quantity of bunkers delivered, the purchaser or his representative should issue a letter of protest, which is properly signed and stamped by both parties. An example of such a letter is shown below. The barge or fuel oil supplier as well as the ship owner or engine operator can use the letter of protest system.
Bunkering Check List Bunkering is often carried out when the engineering staff are under pressure in both time and manpower. Key checks are often missed and only come to light when it is too late.
A few relevant points are detailed below: The purchaser should obtain specification acceptance from the supplier Purchaser needs to advise ships staff what grade of fuel will be delivered and how transferred Fuels from different deliveries should be segregated as far as practical All receiving tanks need to be gauged prior to taking fuel. Dont sign any documentation unless you have witnessed the actual event Always take up witness offers made by the supplier If the origin and method by which a suppliers sample was obtained is unknown then sign for it adding the words for receipt only - source unknown Wherever possible always take fuel samples using a continuous drip method throughout the bunkering at the point of delivery on the receiving ship i.
The vessels own retained sample c. A sample for laboratory analysis d. A sample for onboard analysis e. A sample for the supplier f. Note further samples may need to be provided for any retained bunker surveyors Sign the BDN for volume only, if necessary adding the words for volume only - weight to be determined after density tests Ensure good records are kept throughout the bunkering Keep accurate engine logs in the event of any subsequent problems Keep bunkering fuel samples for at least 12 months Use on-site tests to check all fuel on delivery for Viscosity, Density, Water, Stability, Pour Point and Salt if water present Use a laboratory to check results in the event of any discrepancies being indicated by on-site test equipment.
The master or crew should document any instance of the bunker fuel delivery note or representative sample not being in compliance with the relevant regulations It is also recommended that if laboratory analysis shows sulphur levels to be outside of regulatory limits the vessels flag administration, the bunker port administration and fuel supplier are notified BUNKER delivery note Clause 18 of MARPOL annex VI requires that all fuel oil taken by a ship must be accompanied by a bunker delivery note.
The form of the bunker delivery note is described in appendix V to annex VI. Bunker delivery note checklist Name and IMO number of receiving ship. Date of commencement of delivery. Name, address and telephone number of the supplier. Product names. Quantity t.
Density at 15C test method ISO Sulphur content percentage test method ISO The bunker delivery note should be kept on board the ship in such a place as to be readily available for inspection at all reasonable times. It should be retained for a period of three years after the fuel has been delivered on board. Clause 18 of MARPOL annex VI also requires that the bunker delivery note must be accompanied by a representative sample of fuel oil sealed and signed by the supplier.
The bunker delivery note is signed by the bunker barge master and the chief engineer or master of the ship receiving fuel oil. Because the chief engineer does not have access to an accurate, laboratory-determined fuel density figure this will be ascertained by laboratory analysis of the bunker sample , the bunker delivery note should only be completed using figures for the volume of fuel oil loaded.
Indeed, the engineer should only sign any documentation stating for volume at observed temperature only as there can be no certainty of any weight figures for the fuel loaded.
However, the ship may require suitable documentation to satisfy port state control officers at subsequent ports. The recommended procedure when such a situation arises is that the master should notify the port. A draft letter of notification is given in Appendix II of this guide.
A bunker delivery note and representative fuel sample should be obtained whenever possible. Open navigation menu. Close suggestions Search Search. User Settings. Skip carousel. Carousel Previous. Carousel Next. What is Scribd? Uploaded by Mugilrajan Devarajan. Document Information click to expand document information Description: Bunker delivery note. Date uploaded Jul 04, Did you find this document useful? Is this content inappropriate?
Report this Document. Description: Bunker delivery note. Flag for inappropriate content. Download now. Bunker Delivery Note. Related titles. Carousel Previous Carousel Next. Jump to Page. Search inside document. Pre-delivery Fuel Oil Documentation The purpose of the pre-delivery document is to record agreement on the operational details of the transfer and to ensure safe transfer of the product.
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One of the questions that follows from the introduction of the Global Sulphur Cap is exactly how compliance is to be determined, what procedures will apply and what will be used to ascertain whether bunkers on board and the operation of the ship are compliant. Whilst much will depend on the jurisdiction and will only become clearer over time, this article attempts to examine some of these questions in relation to vessels without scrubbers or other equivalent means of compliance by reference to the IMO Guidelines available. The purpose of the former Guidelines is for Administrations, Port States, shipowners, builders and fuel suppliers to use them to ensure consistent implementation of the 0. The latter are intended to provide guidance on the conduct of Port State Control inspections for compliance with MARPOL Annex VI and afford consistency in the conduct of these inspections, the recognition of deficiencies and the application of control procedures. In order to verify compliance the Port State will carry out an initial inspection which will include, amongst other things:. If all certificates and documents are valid and in order and the overall observations of the Port State are favourable that should be the end of the matter.
Click here for more information. Download PDF. Email: technical register-iri. A record of actions taken to attempt to achieve compliance;. Post-bunkering laboratory analysis of drip samples taken to determine the percent concentration of sulphur found within the stemmed fuel oil; and. Evidence that the ship attempted to purchase compliant fuel oil in accordance with its voyage plan and, if it was not made available where planned, that attempts were made to locate alternative sources for such fuel oil and that despite best efforts to obtain compliant fuel oil, no such fuel oil was made available for purchase.
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