Public Tenders

Tender Nº 02/PA/2016

Supplying Bunker Fuel to Ships by Barge in Port of Maputo 

  1. Maputo Port Development Company (MPDC) is a partnership between an international consortium of investors and the Mozambican Government was in the year 2003 awarded the concession to develop, finance, rehabilitate, operate, manage and maintain the Port of Maputo.
  2. MPDC invites tenders to execute the following works: Supplying Bunker Fuel to Ships by Barge in Port of Maputo. More details on the services are provided in the Project Specifications given in this Invitation to Tender (RFP).
  3. A firm will be selected based on the quality of the Technical Tender as assessed through procedures described in this RFP.


1)        The RFP includes the following documents:

Section 1 – Letter of Invitation

Section 2 – Specifications for the Tender

Section 3 – Particular conditions

2)      A pre-submission meeting and site visit can be schedule for from Monday 18 January 2016 until the 15th of February, the time will be by appointment by MPDC, wherein contractor will be able to examine the site and obtain more information. Attendance at the meeting is not compulsory.

3)      The deadline for submission of proposals Monday, 29th of February 2016 and the proposals shall be submitted by 15h00 CAT at the address indicated below.


Please inform us in writing at the following address:



Att: The Procurement Manager


Praça do Trabalhadores, P.O. Box 2841,

Port of Maputo

Maputo Moçambique;


(a)        That you received the RFP, and

(b)        Whether you will submit a proposal, and

(c)       Whether you will submit alone or in association.


Specifications for the Tender of “Supplying Bunker Fuel to Ships by Barge in Port of Maputo”


The Maputo Port Development Company (MPDC) is inviting contractors having experience of operating bunker fuel barges, for “Supplying Bunker Fuel to Ships by Barge in Port of Maputo” for a period of 1 year or more. To ensure that all ships requiring bunkering receive correct quantity and quality of bunker fuel and to manage the claims process in the event of short delivery or off-spec quality.


a)      The Port requires the services of a contractor who will be permitted to supply commonly used bunker fuels like Marine diesel, Heavy oil, High speed diesel, etc to ships by deploying a bunker barge to be operated within the limits of the Port of Maputo.

b)      The barge shall not be more than 10 years old as on that date of opening of technical bids and shall be constructed according to the requirement of the tender.

c)      The barge shall be constructed under the SOLAS Regulations specifications.

d)      The barge shall be certified fit by competent authority (flag state) for storage and supply of petroleum products and classed accordingly

e)      The barge shall have GT of minimum of four hundred (400) tons and LOA of 60 meters. Tonnage certificate of the barge issued by competent authority (flag state)   to be submitted together with tendering documents.

f)       The barge shall be on 24 hours duty.

g)      The barge will comply with all lawful instructions from the Harbour Master of the Port or any Officer or Officers duly authorized by him.

h)      The barge shall have adequate (as per applicable standards) safety equipment’s on board including oil spill equipments like chemical spray booms, oil dispersant chemicals’ etc.

i)        The barge shall be safely manned and adequately insured against oil pollution liability, fire or any other accidents, including for the wreck removal and third party damage, liable to cover all expenses and responsibilities of the acts.

j)        The crew of the barge shall be qualified as per statutory requirements and adequately trained in oil spill pollution prevention, firefighting and for handling other emergencies. The company shall appoint a responsible Officer ashore to take overall charge of operations and to liaise with port officials.

k)      The operator shall ensure that the barge crew is familiar with the provisions of the ISPS Code and requirements under MARPOL and the operator shall comply with applicable provisions.

l)        The barge crew shall be screened by the operator from the Security angle and their antecedents shall be verified through the maritime authorities as per existing laws before employing them on the barge.

m)   The barge shall operate only after obtaining all necessary statutory approvals required for operating a fuel barge in Port of Maputo. Notarized copies of the certificates are to be submitted prior to starting of operation.

n)      The barge shall be classed with any of the recognized Classification Societies.

  • o)      The barge shall keep continuous watch on VHF channel 12 & 16 and report all the movements of the barge to the Port Control Station over working VHF channels of the Port.

p)      The Master shall submit a monthly report of the fuel supplied by the barge to the Harbour Master.

q)      For the purpose of this tender, only one contractor will be selected for offering the service.



  1. The contract involves deployment of a bunker fuel barge having minimum GT 400 metric tons as per broad specifications/conditions listed hereafter with full crew, their provisions and all stores including lubricants, hydraulic oils and fuel in order to supply commonly used bunker fuels like Marine diesel, Heavy oil, High speed diesel etc to ships within the Port of Maputo.
  2. All operational costs including wage, allowances, victualling, insurance (personal, hull & machinery, protection & indemnity etc.) and will be at owner’s account.
  3. The barge can be laid up for maintenance/repairs etc with the prior permission of the Harbour Master, provided bunker fuel supply to ships is not adversely affected.
  4. Security of the barge, its appurtenances and crew will be the owners’ responsibility.
  5. On the date of commencement of the contract the barge shall be staunch. Strong and water tight and shall have completed all the necessary surveys. The barge will be maintained in such condition at all times by the owners.
  6. Joint survey will be carried out at Port of Maputo before the barge is accepted for service in the Port to determine its condition. Damages suffered while providing the services shall be on account of the contractor.
  7. Port will not guarantee the availability of a berth, but shall accommodate the barge at any of its berths/breakwater, as and when it is possible to do so.



The contract will be for 01 year, extendable by 1 or more years at the discretion of the MPDC, at the same price and conditions of the contract by giving notice in writing 6 months before expiry of the contract period of one year or 1st one year extension as the case may be.


The Master of the vessel has to be fully qualified and experienced in safe navigation in the Port limits of Maputo. He will be interviewed and briefed about safe procedures by Harbour Master or his representative and thereafter if found suitable, permission will be granted to navigate the barge in port waters without a Pilot.

Validity of Tenders

Tenders shall remain open for acceptance and shall remain binding on the tenderer for a period of three (3) months from the date of opening of the tenders.

Quality of Bunker Fuel

Fuel supplied to the ships shall be of good quality without any adulteration. If it is proved at any time during the tenure of the contract period that the fuel supplied is not of the quality as per oil company standards the contract shall be liable for termination and the Security Deposit shall be forfeited.

The fuel cargo tanks of the barge shall be well maintained at all times.

In case fuel is transported to the barge from the shore by tanker trucks, then those tanker trucks shall have the clearance from the concerned authorities to carry fuel in their tanks. Copies of the certificate shall be submitted prior to starting operation in the Port.


The owner shall take out necessary insurance to indemnify the Port Authority, Owners, and Agents against all claims arising out of the operation of the barge while on contract at the Port of Maputo.

Notwithstanding all reasonable and proper precautions that may have been taken by the Contractor at all time during the tenure of the agreement, the Contractor shall nevertheless be wholly responsible for the quality of bunker fuel, injuries, loss of life to the Port Personnel as well as all damages to the property of Maputo Port trust due to his act while carrying out the operation and any claims in this regard shall be borne by the Contractor.

Attested copy of insurance policy to indemnify the Port Authority against all claims shall be submitted prior to start of operation.

Insurance policy to be maintained valid throughout all contract period and renewals, if any.


Following payments are to be made by the Contractor to the Port for granting permission to operate the barge in Port of Maputo.

  1. As per the Port Maputo Tariff Book, the following fees and services could be applicable on arrival at the Port (once off charge on arrival):
    • Inahina fees, Pilotage, Tugs, Port Entry, ISPS, Dredging Fund, Light Dues & Channel fees
  2. Fixed Fee (Berth & Mooring services) – US$10 000 per month or part thereof
  3. Variable fee – US$0.69 per ton bunker fuel (based on sales)

Substitution of Barge

On award of contract, the tenderer must deploy the barge quoted.

Substitution during the currency of the contract, shall be allowed only after completion of one year of contract with a barge of equal or better specifications and after the Port is satisfied that there is a valid reason for doing the substitution.

Certificates & Manning

Notarized copies of all Class certificates, Builders certificates, certificates needed for Port Operation and statutory certificates issued by the various authorities shall be submitted by the successful tenderer to the Harbour Master, prior to starting operation in Port of Maputo.

Details of technical staff who will be available ashore to attend to breakdown promptly and detail of manning, with qualifications of the staff is also to be submitted.

Termination of Agreement

In the event of breach of any terms and conditions by the contractor, or any other reasons, the port of Maputo shall be at liberty to terminate the agreement at any time by giving one month’s notice.

The decision of the port will be final and binding on the contractor.

Collection of bunker charges

The contractor shall collect the bunker charges directly from the vessel owners/agents.

Port of Maputo will not be responsible for any payment issues arising between the contractor and vessel owners/agents.

Deficient Services

The contract is liable to be terminated in case of deficient services by the contractor.

The contractor shall promptly obtain feedback forms from masters of the vessels for which bunkers have been supplied.

Reasonableness of bunker charges

The charges for bunkers shall be reasonably priced and at no time shall the contractor charge unreasonable amounts by exploiting the situation.


This procedure aims to provide general information, advice and guidance. Detailed guidelines, instructions and procedures are available in the ship’s Safety Management System (SMS) and the Shipboard Oil Pollution Emergency Plan (SOPEP) or Shipboard Marine Pollution Emergency Plan (SMPEP) as appropriate.

Many owners also have their own specific requirements for the conduct of bunkering operations which are more detailed than the minimum requirements in the operational procedures contained in the vessels SMS, SOPEP or SMPEP, especially with regard to commercial considerations.

Bunkering operations are governed in general terms internationally by the IMO’s MARPOL Annexes I & VI; SOLAS Chapter VI Regulation 5.1 and also requires that a Material Safety Data Sheet be provided for oil products carried on board ships.

In addition to the IMO regulations, many states, and even individual ports, have their own regulatory regimes covering bunkering operations. It is of paramount importance that prior to commencement of any bunkering operation, a check is made with the local agent and/or bulk supplier for information and guidance pertaining to the local regulations.

The MARPOL Annex VI Sulphur limits and application dates are as follows:

• 1 July 2010 – Sulphur cap in Emission Control Area’s (ECA’s) reduced from                                 1.50% to 1.00%

• 1 January 2012 – Global Sulphur cap to be reduced from 4.50% to 3.50%

• 1 January 2015 – Sulphur cap within ECA’s to be reduced to 0.10%

• 1 January 2020 – Global Sulphur cap to be reduced to 0.50%



3There are two types of bunker fuel oil:

• Residual fuel – available in varying viscosities and high and low Sulphur variants

• Distillate fuel – marine diesel & gas oil Residual fuels are a mix of refinery residual fuel and distillates blended to meet specification requirements.


Distillate Fuel (which is product obtained by condensing the vapors distilled from petroleum crude oil or its products) comes in two variants and again, both are available with varying levels of Sulphur content:

• Marine Gasoil – (MGO) clear and not containing any residual component

• Marine Diesel Oil – (MDO) essentially a distillate fuel which may contain a small amount of residual component.



Health, Safety, Environmental protection

SOLAS Chapter VI Regulation 5-1 requires that a Material Safety Data Sheet (MSDS) for MARPOL Annex I type Cargoes and Marine Fuel Oils shall be provided to the ship by the supplier prior to loading or bunkering; this is to assist shipboard personnel in carrying out their duties under safe conditions.

MSDSs might include the following warnings and guidance:

a)      Fuel oil and vapours may:

• Ignite

• Cause dizziness and headaches

• Contain hydrogen sulphide which is highly poisonous

• Harm or cause irritation to skin

• Irritate the mouth and lungs


• Never enter an enclosed space not approved as safe for entry

• Stand to windward when opening tank lids or sampling points

• Use goggles

• Wear suitable gloves

• Wear suitable working protective clothing

• Change out of any oil-soaked clothing as soon as possible

b)     Fire Precautions:

• Keep all bunker fuel away from naked flames, sparks or other sources of ignition

• Keep all bunker fuel away from heated surfaces

c)      Operations

  • Do not smoke on deck during bunkering operations
  • Do not smoke near fuel tanks, or other locations where fuel vapours may be given off Safety and Environmental Protection:
  • Know and use the appropriate Safety Management System checklists and procedures for bunkering, and if applicable, for Ship to Ship operations
  • Know the ship’s Shipboard Oil Pollution Emergency Plan (SOPEP) or Shipboard Marine Pollution Emergency Plan (SMPEP)
  • Ship’s oil spill equipment is to be ready and available in accordance with the SOPEP/SMPEP
  • Ensure that proper lines and means of communication internally and externally are established prior to commencing operations, including particularly agreement on how ship stop or supplier stop instructions will be given, acknowledged and implemented
  • Any spill in connection with a bunkering operation must immediately and in accordance with the SOPEP/SMPEP be reported to the appropriate bodies, including but not limited to:
  • Port Authorities
  • Port State Authorities
  • Owners/Operators/Managers
  • Ship’s P&I Club
  • Oil Spill Contractors/Qualified Individual, if applicable
  • Ship’s Flag State

Planning for a bunkering operation

The following points should be covered in the on board procedures of the vessel however and are restated here for the sake of clarity.

a)      Operations

Prior to bunkering the staff and crew involved must be aware of:

• The quantity and grades of fuel to be received.

• The method of delivery (pipeline, barge or road tanker).

• The tanks and pipeline systems on board that will be used during the operation,

• The order in which the tanks will be filled.

• The anticipated pumping rate and duration of the operation.

• Who will be responsible for each aspect of the bunkering;

• All involved should review the appropriate requirements of the vessel SMS and SOPEP or SMPEP.


b)     Monitoring and watch-keeping

As with all shipboard operations, monitoring of the operation and watch-keeping is to be carried out in accordance with the Safety Management System, Ship Security Plan and good seamanship taking into account the prevailing conditions on board and in the vicinity of the ship. There should be a minimum of one deck watch and one engine-room watch on duty at all times overseeing the:

• Safe access between shore or ship to ship

• Bunker transfer connection

• Bunker transfer progress (transfer rate, in order to avoid overfills, bunkers received versus capacity and agreed quantity to be received on board, estimated time of completion, etc.)

• Sampling


c)      Record keeping

All events and operations are to be carefully entered in both the Deck and Engine log books respectively and checks made that the appropriate entries in the Engine Room Oil Record Book are also made.

Operations (cont.)

Bunker system maintenance and testing

  • Pre-arrival checklist
  • Bunker loading plan
  • Bunker start-up and completion times
  • Sounding/ullage records
  • Bunker measurement calculations
  • Bunker tank gas readings
  • Compliance with SMS, SSP, inclusive procedures and best practices
  • Completed bunker checklists
  • Record book entries (deck, engine and scrap log books)
  • Oil record books
  • All bunker-related communications and exchange of documents including:
  • Bunker Delivery Note (BDN)
  • Letters of Protest
  • Fact Sheets
  • Sounding reports and measurement calculations sheets
  • Bunker Quality certificates
  • Bunker receipts
  • Sample distribution and records should be carefully completed, checked, forwarded and filed as appropriate.


Sample labels are to be pasted on the sample containers in the presence of the supplier’s and receiver’s representatives.

• All seal numbers are to be recorded on the sample labels and in the Bunker Delivery Note (BDN).

• The BDN is to be signed and countersigned by the supplier’s and receiver’s representatives respectively.

If the vessel is enrolled in a fuel testing programmed additional samples will be required over and above the statutory samples; these additional seal numbers should also be included on the BDN. It is important to remember that in the event of a dispute the samples may be required as evidence in a court of law.

 Minimum information for a Sample label:

• Name and IMO number of the receiving ship

• Place or port of bunkering

• Name of bunker supplier

• Name of bunker carrier (barge, tanker, truck or installation)

• Grade of bunker fuel

• Date and time delivery commenced

• Sample method used to obtain representative sample

• Location at which sample was drawn

• Name and signature of the supplier’s representative

• Name and signature of the receiver’s representative

• Seal number (and also cross-checked with BDN)


• Do not sign any sample seals or labels prior to completion of the bunkering

 Surveys (cont.)

• Do not sign extra seals or sample labels

• Do not sign as having received any samples without witnessing the origin of them

Always re-check the condition of seals and recorded seal numbers prior to signing the BDN

• If the receiving ship is only provided with samples of unknown origin and/or samples which have not been witnessed, such samples and associated documents should be stamped and/or marked and/or signed “sample [or samples if more than one] origin unknown, signed without prejudice to acknowledge receipt only” and a letter of protest issued to that effect.

• The samples given to the vessel should be stored in a safe place and retained for a period (usually at least 3 months) before safe disposal. Individual vessel operators may require the samples to be retained for a longer period

• The requirements for the MARPOL sample are more stringent, these must be retained for a period of 1 year, either on board the vessel or at a location which is “under the ships control”



It is common to have the supplied bunkers tested by an appropriate laboratory before use on board in order to be confident that the bunkers are within the agreed specifications and do not contain any substances that might diminish performance, increase wear and tear of the ship’s engines or otherwise cause harm. Laboratory testing is also used to ensure compliance in MARPOL Annex VI’s Emission Control Areas and with local regulations requiring the use of low Sulphur fuels. It is recommended that any indication of Sulphur levels above 4.5 % or 1.0 % respectively

Should initiate a notification to the flag administration, bunker port administration and supplier according to the requirements of the IMO Port State Control Guidelines for MARPOL Annex VI as set out below:

The Port State Control Officer (PSCO) should check whether the quality of fuel oil used on board the ship conforms to the provisions of MARPOL Annex VI regulations 14 and 18*, taking into account appendix IV to the Annex. Furthermore, the PSCO should pay attention to the record required in regulation 14(6) in order to identify the sulphur content of fuel oil used while the ship is within Sox emission control areas, or that other equivalent approved means have been applied as required. *It should be noted that in the case where the bunker delivery note or representative sample as required by regulation VI/18 is not in compliance with the relevant requirements, the master or crew should have documented that fact. Where fuel oil supply was undertaken in a port under the jurisdiction of a Party to MARPOL Annex VI, the PSCO should report that non-compliance to the appropriate authority responsible for the registration of fuel oil suppliers in accordance with regulation VI/18(8)(a).

 Measurements and quantity

The tank or tanks should be checked for water by water finding paste dipping or by using a tank bottom sampling device. The water paste if used in HFO, might indicate traces of water and should form the basis of a letter of protest.

If possible, both the supplying ship’s and receiving ship’s designated fuel tanks for the bunkering operation should be measured and surveyed before commencement in order for supplier’s and receiver’s representative to agree upon the content and condition of the these tanks.

If there is any disagreement related to the quantity, this should form a basis for issuing a letter of protest but it should be noted that suppliers’ terms and conditions generally specifically disallow shipboard measurement in connection with any dispute as to quantity delivered. 

Be aware

Receiving ship’s crew should be alert to the following malpractices:

• Shortening or lengthening of measuring tapes used by the supplier

• Falsified tank tables for the supplying tank or tanks

• Deliberately declaring incorrect densities and temperatures of the delivered fuel or fuels

What is Density?

Density is important in terms of quantity calculations and corrects operation of the purifier; it is also an indicator of the energy and ignition quality of the fuel oil.

What if there is excess water content in bunker fuel?

The level of water in bunker fuel is normally low, about 0.1-0.2% by volume. The introduction of water can originate from a number of sources, including:

• Tank condensation

• Tank leakage

• Heating coil leakage

• Deliberate injection

Even though not a normal procedure, it is possible at least to obtain indications or traces of water in the delivered fuel by use of water paste; if water is detected, a letter of protest should be issued stating that traces of water in the fuel have been found. The actual amount of water present can normally only be established when the water has settled down at the bottom of the fuel tank, a day or so after delivery. Normal levels of water in the fuel are usually drained from the ship’s settling tanks with the remaining water being removed by the purifier and centrifuge. Most ship’s can comfortably handle fuel oil with water content up to about 2% before the purifier.


What is Sulphur?

Sulphur is a naturally occurring element in crude oil; it becomes concentrated in the residual heavy fuel during the refining process. The concentration of Sulphur in fuel oil depends primarily on the origin of the crude oil. On a worldwide scale the average Sulphur level is in the range of 2-4% m/m (by mass).


What is fuel oil blending?

Blending is a process for mixing two or more residual fuel oils and/ or distillate fuel oils to achieve a specific end product defined typically by reference to ISO 8217, IFO and viscosity, Sulphur content or other parameters. In practice, all bunker fuel is blended at one or more stages of its journey from refinery to ship, occasionally with material that is not suitable for use as bunker fuel; usually but not invariably, such contamination is uncovered by laboratory analysis of delivery samples.


What if fraud or attempted fraud is experienced?

Any suspicion of fraud, provision of incorrect information or other irregularities should as a minimum, form a basis for issuing a letter of protest for each incident or irregularity to the supplier. Serious cases of suspected fraud or disagreement relating to the amount said by the supplier to have been delivered and believed by the ship to have been received should be reported to the ship’s P&I Club.


What are “off spec” bunkers?

Off spec bunkers are simply bunkers that are materially different from the contract specification.


Final Words

The ship should advise the bunker purchaser of:

• The grade and quantity of bunkers needed safely to complete the planned next voyage

• The capacity of the fully segregated bunker tanks for storing the above bunkers upon arrival at the planned bunkering location

• The location of the ship’s bunkering manifold and estimated height above the waterline and distance from the ship’s side Bunker purchasers should advise the ship of:

• The specification and quantity of bunker fuel stemmed (ordered) and

• Where, when and how the bunker fuel will be delivered. Ships should take into account that:

• Bunkers from different suppliers should be segregated so far as practicable

• All bunker tanks should be gauged and the results recorded prior to and on completion of bunkering

• Documentation should not be signed before witnessing the actual event in respect of which the signature is requested

• Samples should be taken by the continuous-drip method throughout the bunkering

• If bunkers are supplied by more than one supplier, separate sets of samples should be taken of each bunker delivery

• The bunker delivery receipt should be signed only for the volume received if there is any doubt that the true density and/or temperature of the bunker fuel is not as stated.


References to regulations and guidance:


• MARPOL Annex I – Regulations for the Prevention of Pollution by Oil

• MARPOL Annex VI – Prevention of Air Pollution from Ships.

• IMO MEPC.1/Circ.508 Bunker Delivery Note and Fuel Oil Sampling

• IMO Guidelines for the Sampling of Fuel Oil – Annex VI of MARPOL 73/78

• SOLAS Chapter VI Regulation 5.1 Material Safety Data Sheet

• EU Directive 2005/33/EC of the European Parliament and of the Council of 6

July 2005 amending Directive 1999/32/EC as regards the sulphur content of marine fuels

• ISGOTT Fifth Edition Chapter 25.4.3

• Ship to Ship Transfer Guide, ICS

• BIMCO Standard Bunker Contract

• BIMCO Bunker Clauses

• ISO 8217 Fuel Standard 2010

Our Procurement principles:

  • Competition: Keeping competition fair is a key concern for achieving efficient and economic procurement results.
  • Equal treatment and non-discrimination
  • Transparency
  • Accountability
  • Efficiency/Value for money: The optimum combination between the various cost-related and non-cost related factors that together meet the requester´s requirements


Soraia 1


Health & Safety materials and uniforms Stevedoring and   similar services
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Office supplies Printing and   advertising
Construction materials Engineering services
Electrical and hardware material Maintenance
Cleaning materials Cleaning
Fuels, lubrificants Transport (internal   and external)
Food Catering



  • The company must be registered
  • It has to be credible and have references
  • Competente in their field
  • Documents (Commercial and other licenses) and tax clearance
  • No legal disputes in court
  • Availability of the adequate resources for the service
  • Participate in the public tenders!



A.  Pre-Qualification

1)      Articles of Association;

2)      Commercial Certificate;

3)      Commercial License;

4)      Tax clearance;

5)      Power of attorney.

B. After contract award

1)      Bankruptcy clearancy

2)      Identification documents of company representatives

C. Payment

1)      Bank Details

2)      Workers insurance documents

3)      Vehicles and equipments insurance documents

4)      Applicable bank guaranties