Bunkering Blunders? Avoid Costly Mistakes with This Charter Party Clause Breakdown

 🛢️ "Bunkering Blunders? Avoid Costly Mistakes with This Charter Party Clause Breakdown!"

❓ Are you unknowingly accepting short-delivered bunkers?

❓ Do you know what to do if the BDR quantity doesn't match your tank soundings?

❓ Can your crew confidently handle a bunker dispute in Singapore?

⚓ Clause Breakdown: Prior to, During & After Bunkering – What You Must Do

In charter party operations, bunkering isn't just about taking fuel — it's a high-stakes procedure where mistakes can cost thousands, damage reputations, or even breach your CP terms.

This Oldendorff-specific bunker clause provides a comprehensive checklist to avoid quantity disputes, protect owners' interests, and manage operations smoothly. Let’s break it down step by step.

✅ Before Bunkering

"Ensure that the bunker supplier will deliver the quality and quantity ordered... crosscheck the respective bunker requisition form..."

What It Means:

• The ship must confirm the bunker supplier matches the requisition order—both in quality (specs like VLSFO or HSFO) and quantity (MTs or cubic meters).
• Officers must double-check all paperwork before allowing bunkering to start.

Implication:
Failing to verify in advance opens the door to disputes post-delivery, and charterers can hold owners responsible for receiving incorrect fuel.

Practical Tip: Have the Chief Engineer and Bunker Surveyor review and sign off on the bunker order form before accepting the barge.

🔍 During Bunkering

"A competent officer will be nominated to witness and record either the barge or shore flow meter readings..."

What It Means:

• Ship must designate an officer to witness, log, and confirm all barge readings before, during, and after bunkering.
• Especially in Singapore, where mass flow meters (MFM) are mandatory, readings must be meticulously recorded.

Example:
In Singapore, TR 48 compliance is crucial. Failure to log MFM readings or skipping sealing procedures may invalidate your bunker claim.

Common Pitfall:
Allowing junior or inexperienced officers to handle bunkering alone can result in missed discrepancies.

Pro Tip: Appoint a bunkering master or trained senior officer with experience in quantitative checks and dispute handling.

⚠️ After Bunkering

"If the quantity received does not match...do not sign the BDR or release the barge..."

Critical Action Points:

• If your tank soundings don’t match the Bunker Delivery Receipt (BDR), do not sign the BDR.
• Immediately inform your Oldendorff Operator and follow this escalation procedure:
• 📞 Contact Operator First — never decide unilaterally.
• 🧾 Draft Letter of Protest (LoP) — include signatures of vessel and barge personnel.
• 📚 Document Everything — soundings, BDR, photos, time stamps.
• 📍 If barge staff refuse to sign the LoP, write “refused to sign”.

Real-World Lesson:
A ship in Fujairah accepted short-delivered bunkers worth $35,000 because they failed to withhold BDR signature before operator’s guidance. They had to bear the loss.

Golden Rule: No Signature = No Acceptance. Always get instruction before signing supplier documents.

🧭 Actionable Steps for Ship Operators, Managers, Owners, and Charterers

1. Train Crew in pre-delivery checks and bunker dispute handling.
2. Always verify bunker specs and supplier identity before connecting hoses.
3. Assign a competent officer for soundings and flow meter monitoring.
4. Maintain accurate bunker logbooks, with times, quantities, and signatures.
5. Prepare protest documentation and keep Oldendorff in the loop at every step.
6. NEVER pre-sign supplier paperwork — it’s your leverage in dispute.

✅ Final Takeaway

In modern chartering, bunker discrepancies are more common than you think. But with vigilance, proper procedures, and coordination with your charterer (like Oldendorff), you can protect your ship, your owner, and your reputation.

💬 Have you ever faced a bunker quantity dispute? How did you handle it?

👇 Share your experience in the comments!

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⚠️ Disclaimer:

This blog is intended for educational and informational purposes only. It does not constitute legal or commercial advice. Operators and shipowners should always consult their charter party terms, legal counsel, and classification society before acting on any specific clause.