As at 28 Jul 2020, there are 44 licensed bunker craft operators in Singapore. As at 6 Jul 2020, these operators run a total of 215 bunker tankers.
Bunker Barge Planning includes:
Owning bunker tanker
Chartering bunker tanker
Availability of bunker tanker
Bunker receiving vessel’s ETA
A software system handling fleet operations, e.g. track and trace vessel movement; planning and scheduling available bunker tanker and manpower for loading of bunker fuel from supplier’s terminal followed by delivery to client’s vessel (bunker receiving vessel).
A Transport Management System (TMS) can be linked to bunker stakeholders’ Enterprise Resource Planning (ERP) system, if available; and bunker supplier’s Tank Farm Management System (TFMS)[1], a similar concept of Warehouse Management System (WMS). The TFMS is a nomenclature created by Kwee Thiam in context.
Challenges: a bunker supplier may not necessarily a product owner who has his stock in the tank farm. The former may be bunker trader who buys bunker from the product owner and sell it to ocean vessel’s owner. The bunker supply chain following this example can be very complex.
Bunker craft operators depend on port agent’s update in relation to vessel’s ETA. This is because communication between bunker craft operators and vessel’s owner is usually through the intermediary, i.e. nominated port agent. The latter will be updated with the bunker receiving vessel’s ETA either from the vessel owner and/or vessel’s master’s daily position report. When the bunker receiving vessel is within port limit, her master may telecommunicate with her port agent. In short, bunker barge operator highly depending on the port agent for the bunker receiving vessel’s ETA. The
The vessel’s ETA and position can also be tracked with an App called – Marine Traffic.[2]
Marine Traffic may be able to address vessel’s position and port of call status, i.e. inferring from vessel’s direction and speed. For affirmation, liaison with port agent is still necessary. Otherwise, possible direct communication between bunker craft operator and bunker receiving vessel’s owner to curb scheduling inaccuracy.
On the other hand, the aforesaid TMS should have the capability for this respect, no?
What kind of data? Quantity and/or quality?
Current practice
§ Quantity: Is there a periodic quantity checks between Bunker Tanker and Bunker Receiving vessel. If so, this may early detect quantity discrepancy and rectification of the latter can be possibly remedied before completion of the entire bunker operation. The relevant personnel from both the above vessels will update their management during the periodic checks instantly when discrepancy occurs. The update can done through telecommunication and email. Of course, there is a need to decide what percentage difference to constitute discrepancy.
Challenge: Bunker quantity supplied depends on type and quantity. The types of bunker fuel includes generically, MGO and MFO. MGO is usually of small quantity supplied to ocean vessel. The duration to transfer MGO varies from 1 to 3 hours (this duration is basis Kwee Thiam’s experience only). Such short duration may not justify the abovementioned periodic checks. Whereas MFO supplied is of much larger quantity than the MGO and this may justify the abovementioned periodic checks. MFO operations may take about between 4 to 12 hours. This depends on (i) vessel’s requisite bunker quantity; (ii) the minimum and maximum loading rate the vessel is designed for and capable of (the age of bunker receiving vessel may affect thus).
A probable sensor can be fitted on aboard the bunker tanker linking to its Mass Flow Meter (MFM) system to track quantity supplied. However, a similar sensor may be required to fit aboard the bunker receiving vessel. This may not be feasible as it requires the vessel owner’s approval; time wasting to fit and sync the sensor; safety implication, ie intrinsically safe regulatory requirement depending on where the sensor is to be fitted.
§ Quality: Bunker quality is certified by approved laboratories. Bunker samples are taken aboard bunker receiving vessel at the bunker manifold that fills a drip sampling container. The sample collected in the drip sampling container is then distributed to smaller sample bottles. Per SS600:2014, five samples shall be collected for bunker operation (Annex I.1.4). SS648:2019 requires the same (Annex W.1.4).
There is no bunker quality test kit aboard both bunker tanker and bunker receiving vessel. Therefore, it is quite impossible to determine bunker quality by personnel aboard those vessels.
Unless, a special sensor that is able to sense bunker quality is available and fitted at the sampling point.
Operationally, bunker tanks aboard bunker receiving vessels are checked by bunker surveyor and bunker receiving vessel’s representative before bunker operation commences. The checks include remaining on board (ROB) and water interface. The latter may implicate bunker quality if found.
Bunker sales management involves knowing the supply and demand of vessel’s owners. In short, it depends on shipping economy. There are many shipping consultants that provide maritime economy that may potential assist bunker sales team on this.
Bunker operation is a hazardous cargo operation. Therefore, equipment used at the area of such operation shall be intrinsically safe. The video surveillance and monitoring system shall comply with this mandatory requirement.
Technology in Supply Chain Management and Logistics : Current Practice and Future Applications