Bunkering in the modern sense is understood as refueling and engine oils ships. Bunkering is carried out, as a rule, in roadsteads, at the berth, on the move or drifting on the river, in lakes, seas and oceans. It is carried out by all main types of necessary oil products.

But still, the main bunkering is carried out from the shore (berth) - from a tank truck.

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Bunkering is carried out on the basis of the customer's application, which indicates the name of the transport vessel, the port of destination of the bunkering, the date and time of arrival and departure of the vessel, the bunkering itself and a full description of the transported necessary oil products.

The market for the proposed services of refueling both river and sea ​​vessels is currently one of the priority areas in the trade of oil products and oil refining.

According to 2013 data, the volume of its Russian component, estimated in marine fuel, reaches 8-10 million tons per year. The main representatives here are economic enterprises, in which there is a significant share of the parent capital of such global companies as Gazpromneft Marine Bunker, LUKOIL Bunker, as well as a number of other Russian and foreign bunker enterprises.

Two main types of fuel are used for refueling ships: heavy (naval fuel oil) and light fuel (marine low-viscosity fuel, MMT).

Types of bunker fuel

• Diesel fuel L-0.05-62
• Diesel fuel L-0.2-62
• TMS type 1
• TMS 3 types
• Fuel oil M-40, type III, low-ash, t zast. 25 C
• Fuel oil M-100, type II, low-ash, t zast. 25
• Fuel oil M-100, type VII, ash, t zast. 25 C
• Furnace fuel oil M-100, type VI, ash, t zast. 25 C
• Oils М14ДЦЛ30
• Oil M14G2TSS
• Oil M-16G2TSS
• Oils M20E70
• Oils M10G2TSS

The two main types of marine fuel are:

• Heavy - these are fuel oils with a viscosity of 30 to 700 mm2 / s (residual or Intermediate Fuel Oil (IFO) in the international classification).
• Lung is distillates (distillate or Marine Diesel Oil (MDO) and Marine Gas Oil (MGO)).

used in shipping international standard ISO 8217, which defines the qualitative composition of the fuel. Environmental protection organizations have acquired a significant influence on the bunker market today. IMO (IMO) is an international maritime organization, one of the important measures to combat environmental pollution of which was the international convention for the prevention of pollution from ships of 1973, as amended in 1978 (MARPOL 73/78).

Aircraft bunkering. In order to increase the efficiency of the sale of petroleum products, the sale of jet fuel, lubricants, bituminous materials, petrochemicals and bunkering. This made it possible to expand the geography of the business and increase sales efficiency. The sale of aviation fuel and the operation of refueling complexes, as well as the provision of a range of services for the provision of aircraft with aviation fuels and lubricants, is carried out frequently and regularly. Airports, especially the largest ones, are complexes for the implementation of air bunkering. Aircraft maintenance services at the airport is a single technological complex of services, that is, a set of measures aimed at the implementation of air transportation.

Fuel oil bunkering

The fuel oil formed during the processing of crude oil is a highly efficient fuel for the operation of marine boilers. Having in its composition a high content of carbonaceous elements, the specific gravity of which is up to 87%, hydrogen more than 10%, nitrogen and oxygen about 1%, it is rightfully considered high-calorie.

Liquid fuel oil (furnace, boiler) is practically indistinguishable from oil in chemical composition, contains a small amount of H2O. Its quantity can be increased due to heating in oil tanks by means of steam or after transportation by water.

When bunkering fuel oil, one should take into account the technological features of a combustible liquid:

• The facility to which fuel oil is pumped is subject to Federal Law No. 116 “On industrial safety hazardous production facilities”;
• When fuel oil is bunkered, cyclic and conventional hydrocarbons, which have sufficient low level concentration;
• Optimal temperature regime for pumping high-viscosity fuel oil grades M-40 (-100) is 60°C, since the range of its solidification ranges from 10 to 25°C;
• Fuel oil under certain conditions is an explosive mixture;
• The spill of fuel oil entails a violation of the environment and natural balance.

Bunkering technology takes place in three steps:

• At the unloading rack, bunker fuel is received from railway tanks, after which it is drained and subsequently collected in special tanks.
• Through the pipeline, transportation takes place, movement to ships of various capacities.
• The pipeline transports the fuel to the ships, which are located directly under the loading operations on the quay.

The vessel is loaded in the following order:

• After connecting the cargo pipeline and the hose device, it is necessary to check the tightness of such a unit, as well as its reliability and grounding;
• The pumping equipment delivers the cargo through the pipeline to the vessel's tanks, starting from the minimum capacity. This is a necessary measure to check the safety, tightness and tightness of the connection to the ship's tank. At a speed not exceeding 1 meter per second, the movement of the load occurs until the bottom set is closed in order to extinguish the formation of static electricity. After that, it is possible to safely increase the performance of the pumps to the desired parameters;
• Cargo clinkets, their opening and subsequent closure, delivery of technological plugs of the pipeline is carried out by the crew of the vessels;
• For the purpose of environmental supervision and prevention of emergencies during cargo transportation operations, duty tug boats, fire boats and oil skimmers are in full working readiness in the loading area;
• Continuous monitoring of the loading process;

During the bunkering of ships there are problems with customs control. In accordance with the current legislation, fuel supplies are moved across the state border without paying customs duties. In order to protect the economic interests of Russia, it is necessary to create a radically new approach to the implementation of fuel bunkering.

A huge economic benefit is bunkering at the maximum possible capacity of vessels. In this case, the winners are companies that sell fuel on the bunkering market abroad, as well as foreign shipowners who use fuel for the ship's power devices. This benefit is facilitated by the difference in the price of bunker fuel compared to ports in other countries. It also affects the fact that fuel is subject to value added tax at a rate of 0% if it is exported as a store.

Shipowners benefit, government loses

Quite often, unscrupulous shipowners use the provisions of customs legislation to obtain additional economic benefits. Going on a flight from a foreign port, they take a limited supply of bunker fuel in order to replenish these stocks in Russian ports.

As a result of the application of the rules for bunkering ships with fuel for such purposes, double damage is inflicted on the economy of the Russian Federation. Firstly, the territory of Russia is becoming a kind of fuel "offshore", where you can get oil products without a tax margin. Secondly, significant harm is caused to the safety of navigation, because. the vessel deviates from the optimal route.

An attempt to protect economic interests

Recently, situations have become frequent when, during the bunkering of petroleum products at customs posts, the export of fuel was denied. Theoretically, this can happen in cases where its amount exceeds the required rate to ensure Maintenance and operation of ships.

The volume of exported supplies that are exempt from taxes and customs duty, are determined by the competent persons of the customs post, based on the Rules for bunkering and the requirements of the Customs Code (Clause No. 11 and No. 12 of the Procedure for performing certain customs operations when using the customs regime for moving supplies). To do this, take into account the amount of supplies on board during arrival and bunkering in the port, the required amount of supplies for the maintenance and operation of the ship, the balance in the filling tanks, the amount of emergency stock.

Resolution of disputes in court

At this stage, there are numerous disputes that may end up in court proceedings, as was the case with the Khasan customs. Many shipowners do not agree with the volume of fuel reserves offered to them by customs officials.

Bunkering companies often hide main goal such disputes - obtaining additional profit by various means. They make accusations of hindering the development of domestic ports, explaining their need for fuel by various fees paid during bunkering in ports. However, in reality, the income from port dues is several hundred times less than the amount that the state has to pay as a result of paying customs duties.

Experts in economic and legal sciences (together with lawyer Komissarov, head of the Komissarov and Partners bar association) determined that in the event of the unjustified removal of 300 tons of fuel as supplies, the state budget would be reduced by 2.5 million rubles. Considering that the calculations were made for a small volume of oil products, one can imagine what enormous losses the economy will suffer if fuel is exported by several ships - up to 60 million rubles!

Increasing number of complaints and subjects foreign economic activity. Their representatives do not agree with the decisions of the customs posts to refuse the departure of supplies in excess of the allowable amount that is not taxed, therefore customs authorities have to defend the economic security of the Russian Federation in the Arbitration Court.

Vessels are the most “gluttonous” and at the same time unpretentious consumers of fuel: diesel, fuel oil, and mixtures of various hydrocarbon fractions are used for their refueling. However, the "omnivorousness" of marine engines today is increasingly limited by environmental standards. And strict safety requirements for bunkering - refueling ships with fuel - allow minimizing the pollution of sea waters with oil products

Marine low-viscosity fuel (SMF) is used in marine diesel engines, as a rule, medium and high-speed ones. Unlike automotive diesel, it has a lower cetane number, as well as a higher sulfur content and viscosity.

AT late XIX At the beginning of the 20th century, coal was mainly used as fuel on ships. It was loaded into special compartments - coal pits, or, in other words, bunkers (from the English coal bunker). This is where the term "bunkering" came from. Loading coal was a rather complicated operation, requiring a lot of time and effort. work force: it was carried on board by hand, in bags.

Mooring a bunkering tanker to a bunkering vessel is a responsible and complex process

The advantages of liquid fuel, which replaced coal, are not only the convenience of transportation and storage, but also a higher calorific value. This made it possible to reduce the size of the power plant while increasing the duration of flights without refueling. The use of liquid petroleum fuel also made it possible to increase the speed of ships, and in addition, reduced the amount of soot in the exhaust gases. At the beginning of the 20th century, this was not so much a matter of ecology as of military tactics: the less black smoke came out of the pipes, the closer it was possible to approach the enemy without being noticed.

Fuel of the future

One new type of marine fuel that is only gaining popularity is liquefied natural gas (LNG). LNG is produced by cooling natural gas to -160°C. When liquefied, the volume of gas is reduced by 600 times, which makes it convenient and safe for transportation.

Currently, only 80 out of more than 115,000 ships around the world operate on LNG. The main part of gas-fueled ships is operated in Norway, where the NOx fund has been operating for more than 10 years, stimulating shipowners to switch to LNG. In 2017-2018, about 200 new gas-fueled or dual-fuel (diesel and LNG) vessels will be handed over to customers from the shipyards. According to experts, by 2020 the number of ships consuming LNG will exceed 500 units, and by 2030 the new kind fuel will account for at least 10% of global bunkering. One of the main advantages of natural gas is its outstanding environmental performance. The use of LNG as a marine fuel will significantly reduce environmental pollution with sulfur and nitrogen oxides and comply with increasingly stringent International Maritime Organization (IMO) environmental restrictions.

Gazpromneft Marine Bunker is also working on the development of offshore infrastructure for bunkering liquefied natural gas: a pilot project is being implemented to create a small-tonnage LNG bunkering vessel for operation in the Russian ports of the North-West region.

Today, light and dark oil products are used as fuel on ships. The light ones are different types diesel fuel, in particular marine low-viscosity fuel (SMF). Marine diesel differs from automotive diesel in lower cetane number*, higher sulfur content and higher viscosity. In the Far North, arctic diesel is also used, designed to operate at temperatures down to -50°C.

Dark oil products are, first of all, fuel oil, as well as fuels close to it in viscosity, but characterized by a lower sulfur content - for example, the so-called marine fuel component (CFC) obtained from gas condensate.

For all occasions

When choosing what kind of fuel to refuel his vessel, the shipowner is guided by somewhat different criteria than the motorist. Moreover, it often floods not one, but several types at once. Of course, the characteristics of the engine matter, but the power plants of ships, as a rule, are adapted to use different fuels. A much more important criterion is what waters the ship is heading to. So, for example, in the areas of special control for sulfur emissions (SECA) in accordance with the International Convention for the Prevention of Pollution from Ships (MARPOL), since January 1, 2015, there are strict restrictions: the sulfur content in marine fuel should not exceed 0.1%. These zones today include the Baltic and North Sea, as well as the Atlantic and Pacific coasts of the United States and Canada. This means that conventional fuel oil cannot be used in these regions. Only more expensive and environmentally friendly fuel is allowed - SMT or KST. However, after entering the open ocean, the ship switches to fuel oil - after all, it is noticeably cheaper, and the fuel consumption on the ship is estimated at tens of tons per day.

Marine fuel oils are obtained by mixing residual oil products (fuel oil, tar, heavy gas oils from secondary processes) and diesel fractions. Compared to heating oils, they have a lower viscosity and a lower content of mechanical impurities and water.

Heavy fuel oil performs its function well after the ship leaves the port, when it is moving at full speed. If there is a need to perform maneuvers and, accordingly, a quick change in the operating modes of the main engine, it is transferred to lighter fuel, and this is done in advance in order to flush the fuel system from heavy and viscous fuel oil.

floating gas station

Another difference between marine bunkering and car refueling is that it is not the vessel that goes to the filling station, but the station itself approaches the vessel. Refueling in this case is a bunkering ship, a small tanker that carries a supply of fuel with it.

Sectional view of a bunkering vessel

As well as at gas stations, a bunker truck usually has several types of fuel: diesel, CST, fuel oil with different sulfur content (from 1.5 to 4%). Fuel is stored in special containers - tanks, and one or more tanks are allocated for each type - so that one fuel does not mix with another. If a small amount of lighter oil products gets into fuel oil, nothing bad will happen. But if fuel oil gets into diesel fuel, it will no longer meet the requirements for it high requirements. So, if for some reason the tank needs to be converted to lighter fuel, it will need to be subjected to special cleaning.

With the exception of fuel tanks and a special crane installed on the deck for supplying fuel hose, bunkerers are not much different from bulk carriers of similar size. The difference lies in the special requirements for fire safety(for example, welding work is prohibited on board) and for crew training (a certificate of completion of a course on working on tankers is required). In addition, such vessels undergo annual surveys by port control authorities and the maritime register. The capacity of bunkerers can be different - from several hundred to ten or more thousand tons. As for the vessels of Gazpromneft Shipping, the bunkering subsidiary of Gazprom Neft, its vessels are capable of transporting from 2.5 to 7 thousand tons of fuel.

4200 tons of fuel oil is transported by one train of 66 tanks

However, there are no strict restrictions on the size of tankers in bunkering: if necessary, a huge tanker carrying oil products can also become a bunkerer. In this case, given its size, it will not be moored to the bunkered vessel, but vice versa.

Transshipment point

Before the fuel reaches the bunker truck, it must be delivered from the refinery. As a rule, oil products from refineries are transported by railway in tanks. Then they get to the terminal, where they are pumped into tanks. And if there are no particular difficulties with diesel fuel, then draining fuel oil from tanks is not such an easy task, because at temperatures lower than 20–30 ° C (depending on the brand of fuel oil), it is in them in a frozen state. To extract it from the tank, the same fuel oil is fed into it, only preheated. Gradually, in the place where the jet of hot fuel enters, the fuel oil “thaws” and becomes fluid. Some tanks are equipped with a "steam jacket" - a special cavity, passing hot steam through which, you can additionally heat up the entire tank. This is especially true in severe frosts.

Fuel oil enters the terminal tanks heated to 55–65°C. Due to thermal insulation, such a temperature is maintained in them for several days, so there is no need to additionally heat up the fuel oil for subsequent transshipment to the bunker. If the fuel is stored for a long time and begins to cool, it can be heated again by passing through a heat exchanger. However, this is usually not necessary: ​​the duration of storage of petroleum products at the terminal does not exceed 3–5 days.

Sulfur Special Control Areas (SECA) under the International Convention for the Prevention of Pollution from Ships (MARPOL) include the Baltic and North Seas, as well as the Atlantic and Pacific coasts of the United States and Canada

To the berth, to which the bunkerer approaches, fuel is supplied through the pipeline or delivered in tankers (if the tanks are located far from the berth). During loading, the bunkerer is surrounded by booms - special barriers that float in the water and do not allow oil products to spread over the water area if an emergency spill occurs. In this case, a supply of sorbent is also stored on the berth - a substance that simplifies the collection of oil products from the surface of the water.

Refineries typically supply a limited amount of the most commonly used fuels. If fuel with the required characteristics is not available, it can be prepared at the bunker terminal or directly on the bunker by mixing light and heavy components. So from standard fuel oil with a viscosity of 380 centistokes, you can prepare fuel oil with a lower viscosity, diluting it with light oil products.

Having filled the tanks with fuel, the bunkering ship goes to bunker other ships. The flight can be quite long and take several days. Flight planning is a separate difficult logistical task. It is necessary to take into account how long each of the vessels that applied for bunkering will be in the port and at what time it will be possible to bunker them. Some ships stay in the port for 2-3 days, others moor only for a few hours, while the ship can only be refueled after it has passed customs control.

Accurate calculation

Usually bunkering takes place when the ship is at the berth, although in some cases ships are bunkered in the roadstead** and even on the move. In fact, a vessel moored to the berth can also be bunkered from the shore - from a tank truck, but this method is used infrequently. The most common option is refueling from a bunkering tanker, which approaches and moored to the side of the vessel.

The engine of a large-tonnage vessel consumes an average of about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe and back, about 800 tons will be required, for a longer voyage across the ocean - about 2.5 thousand tons.

Mooring ships to each other is a responsible and complex process. Sometimes they stand close, sometimes, if there is a risk of hitting some equipment on board, special fenders *** or a tug are installed between them. Then - in case of an emergency spill - booms are put up. As a rule, they are installed in the bow and stern of ships, however, depending on the port, the rules may vary.

The fuel hose is fed to the bunkered vessel by means of a crane

Before starting bunkering, the amount of fuel on board the bunker must be measured. For this, a special tape measure is used, which determines the distance to the surface of the liquid in the tank. Knowing the total volume of the tank, as well as the temperature and density of the fuel, you can get its mass. After bunkering, this procedure is repeated.

The average speed at which fuel is transferred from one vessel to another is 200–250 m3 (approximately 170–220 tons) per hour. On average, the engine of a large-capacity vessel consumes about 40 tons of fuel per day. For a short passage, for example, from St. Petersburg to the ports of Europe, about 800 tons will be required. Those who go across the ocean take more - about 2.5 thousand tons. It is easy to calculate that bunkering usually takes several hours. However, the process can take up to a day.

They usually fill in exactly as much fuel as necessary to reach their destination and return back. Another 15–20% (more or less, depending on the season and region) is a storm reserve in case of weather surprises. They do not take too much, because this will reduce the amount of commercial cargo, and hence the profit of the shipowner. In addition, customs may have questions about whether these surpluses are intended for resale.

The main risk in bunkering is accidental fuel spills. To avoid them, both parties closely monitor how the bunkering process takes place, and if something goes wrong, the pumps are immediately stopped. If a leak did occur and the fuel got into the water, the port's emergency rescue services are involved in the elimination of the consequences. They use special oil-garbage skimmers that pass the top layer of water through themselves, removing a film of oil products from it.

0.1% maximum sulfur content in marine fuels in SECA emission control areas

* The cetane number is a characteristic of the flammability of diesel fuel, which determines the delay period for the combustion of the working mixture (the time interval from fuel injection into the cylinder to the start of its combustion). The higher the cetane number, the lower the delay and the more quietly and smoothly the fuel mixture burns.

** Raid - part of the port water area intended for anchorage courts

*** A mooring fender (ship) is a device that is used to cushion the impact of a ship's hull on a berth or other ship during mooring or towing. This device should ensure the transfer of loads to the largest possible area of ​​the side and thereby exclude its damage or permanent deformation.

It is customary to call a vessel bunkering its refueling not only with fuel, but also with engine oils. At the same time, the main part of the work in this event is precisely the preparatory work. The success of the whole procedure depends on the quality of their implementation.

General concepts of bunkering

There are several ways to carry out such an operation as refueling. Various types courts can choose the method that suits them best. It is quite possible to carry it out:

• At the pier.
• On the run.
• On the roads.
• When drifting in the sea or ocean, etc.

Transport, which is engaged in the delivery of fuels and lubricants to the ship, is commonly referred to as a bunker. In fact, it is a tanker designed for bunkering. The ship, where fuel and lubricants are directly delivered, is called bunkered.

Production technology of the bunkering process

To replenish stocks of fuels and lubricants, it is possible to resort to the use of various ways. One of them is carrying out refueling from the pier. With this method, fuel is supplied from the shore using a tank truck or pipeline. It is also possible to carry out these actions at the berth from the tanker, provided that it is moored to the berth.

The second way is to bunker the ship at anchor. With this method, they must both be anchored.

Another way could be refueling on the move or while drifting. This technique is most often used by fishing vessel types in the fishery.

Implementation of small type bunkering

Bunkering of a ship with fuel is not necessarily carried out by a tanker. For refueling elements belonging to a small fleet, a CCD (floating filling station) can be used. At the same time, it can supply not only gasoline, but also diesel fuel for yachts and small ships.

Implementation of the vessel bunkering process

First of all, the fuel supplied during the replenishment of fuel and lubricants, whether it be gasoline or diesel fuel, must meet certain requirements and be suitable for use in certain types of engines. Bunkering should be carried out only after the receipts are checked and the responsible personnel make sure that all the declared viscosity and density standards are met. Otherwise, there may be problems with the equipment, and it may fail, and no one is interested in this.

As practice shows, most consumers are not focused on the quality and compliance of all necessary requirements fuel declared, and primarily on the price. The primary characteristic of the supplied fuel is its calorific value. Many do not pay attention to this, however, if it does not meet the stated norm, the consumer has the right to demand compensation. Some vendors that are flagged as dishonest may overestimate fuel density on delivery receipts. In this regard, the buyer pays for the undelivered goods.

The bunkering of a vessel may be complicated or delayed indefinitely if the water level in the fuel is exceeded. This not only reduces the declared quality of the supplied goods, but can also lead to problems with the operation of the equipment. If the supplier is not able to supply the goods with the corresponding requirements, then he is more likely to agree to a reduction in the price of the goods.

Only with the right approach to the consideration of all conditions and the correct conclusion of the contract, fast and high-quality bunkering of the vessel is possible. All responsible persons should be very careful to ensure that the fuel supplied is of good quality and meets the stated requirements. Otherwise, technical problems will be inevitable up to the point that the ship will not be able to go to sea.

Ship Bunkering Requirements

It is allowed to replenish the ship's reserves with fuel and lubricants only in a closed way. In this case, the use of connecting devices is allowed. This operation is carried out by special bunkering vessels. The manufacturer recommends using one or another type of fuel when releasing the engine. These guidelines must be followed in all relevant actions.

Storage of fuel and lubricants is carried out only in special tanks that meet certain standards and requirements.

Safety precautions to be observed when bunkering ships

There are certain requirements for refueling ships, which must be observed certain rules and regulations. So, before starting to carry out these actions and supply fuel, a notification is made about this operation. It is announced from which side they will conduct this action, as well as compliance with the necessary rules regarding fire safety when performing these actions.

When bunkering, flag “B” is raised on the mast of the vessel, and at night the red all-round lighting is turned on. In the place where the hose is made, a fire post is organized with all the necessary means to extinguish the fire. A fire line is also being laid, equipped with a foam barrel. At the place of reception - transfer of fuel, signs "Smoking is prohibited" and "Passage is prohibited" are installed. All fire-fighting equipment available on the ship is also involved.

Bunkering at night

If bunkering operations are carried out at night, then the place of their conduct should be illuminated as much as possible. Also, you should first instruct all persons who will take part in carrying out these actions.

Before refueling, you need to check the amount of fuel in the tanks that is already available. It also specifies how much fuel needs to be supplied. After all these measures, the moment of the sequence of filling the containers is agreed, as well as the serviceability of overflow devices and signaling devices.

In those places where the hoses are connected, as well as under the fittings, it is customary to install pallets in case a leak suddenly occurs. All deck scuppers are muffled, since it is through them that fuels and lubricants can enter the water.

In the place where the fuel is directly received, rags are prepared and used, which absorb materials.

Upon receipt of each batch of fuel, a sample is taken from it. It is stored on the vessel until the delivered batch runs out.

Communication with the watchman of the bunkering station is maintained using a specialized portable radio station.

The operating pressure to be used for bunkering must be agreed responsible person with the duty officer of the bunkering station.

International requirements for bunker production

At the present time, it is very important to comply with all the rules for the bunkering of ships, since regulations relating to water pollution. According to them, it is not allowed to get into the water an excessive amount of oil products and fuels and lubricants.

Responsibility for their non-compliance is provided at the international level, therefore it is categorically not recommended to violate the established standards. The consequences can be very unfavorable. Ship bunkering regulations oblige not only to comply with generally accepted safety rules, but also to comply with international environmental regulations.

The term "bunker tanker"

A bunkering tanker is a type of tanker that carries out bunkering. A tanker is a river or sea cargo vessel that is designed to transport bulk cargo. Its body is made of a metal rigid frame, to which a metal skin is attached. The entire body is divided by partitions into compartments, which are also called tanks. It is these compartments that are filled with bulk cargo. The most common tankers that transport oil and oil products. A bunkering tanker is a ship or tank truck that delivers a bunker to another ship. Thus, oil, fuel and other goods are not supplied by barrels, but by bulk. The same vessel that receives the bunker is called the bunkering vessel.

Bunkering can be carried out by different technologies:
- at the pier or from the pier. When bunkering from a berth, or from the shore, it is carried out from a tank truck or from a pipeline. At the berth - from a bunkering vessel;
- from a bunkerer to a ship that is at anchor;
- from a bunker to a vessel that is drifting or under way. Most often these are fishing boats.

Shipment of petroleum products and oil from tanker to tanker is a cargo operation, not bunkering.
Today, there are many varieties of bunkering tankers, which differ in size and number of compartments.
Storage, as well as the issuance of fuel to ships of a small fleet - and this is refueling of boats, yachts, small motor ships, motor boats - is most often carried out from a floating filling station, abbreviated as PZS.

Given that such tankers can carry very dangerous substances, they are subject to increased requirements for construction and operation. Huge damage can be done in the event of an accident environment and humanity, which is why it is so important to keep these ships safe.

Companies that have a bunkering tanker in the news: