BEST PRACTICES
4 General
4.1 In order to ensure that the quality of bunkers delivered to ships meets the
relevant specifications, suppliers should source from appropriate refinery streams
and/or hydrocarbon streams from synthetic or renewable sources to produce bunkers
meeting the relevant specifications. The end product should be homogeneous and
stable.
4.2 To ensure that the product conforms to relevant specifications and statutory
limits, the final blend should always be tested against the relevant standards and
the test results should be documented.
4.3 In order to maintain quality control throughout the supply chain, it is important
to have documentation to help identify product origins back to the manufacturing
source and the various links in the chain to enable traceability, especially if
problems arise to help pinpoint the source of the problem and take remedial action.
4.4 Once a bunker blend has been produced and tested, appropriate storage and cargo
handling in shore tanks and onboard cargo and bunker supply tankers should be
adopted to maintain product integrity.
4.5 The supplier is responsible for providing the required representative samples of
the product delivered to ships to be taken at the ship's manifold and the required
documentation including the bunker delivery note (BDN) and safety data sheets (SDS).
4.6 In addition to these guidelines, fuel oil suppliers should also refer to ISO
13739 Petroleum products – Procedures for transfer of bunkers to ships, relevant
national standards such as SS 524: 2014 – Singapore Specification for quality
management for bunker supply chain (QMBS), SS 600 – Singapore Standard Code of
Practice for Bunkering, and to industry best practices such as guidelines published
by CIMAC.
5 Quality control during production of bunkers
5.1 Blending should, in principle, only take place in shore tanks in order to ensure
the end product is homogeneous. The quality of the resultant blends should be tested
and confirmed prior to delivery to ship.
5.2 The bunker supplier should ensure control of individual blend component quality.
This includes knowing their individual properties through accurate data, and the
component origins, supported by relevant documentation.
5.3 Blend components should be tried and tested so that their typical properties and
suitability for bunker fuel production, and how they combine with other components,
is well understood, with particular attention being given to the compatibility
between blend components. Blending operatives should have appropriate knowledge of
blending bunkers.
5.4 Where there are any uncertainties as to the nature and quality of a blend
component, any issue should be identified and resolved before its use in the
production of bunkers.
5.5 The following are recommended for bunker suppliers to ensure the quality of
blends:
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.1 maintain a database of suitable and unsuitable blend components based
on experience, industry knowledge and reported incidents;
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.2 development and/or use of appropriate blend modelling tools; and
.3 test new/unfamiliar blends rigorously to meet the requirements of
regulation 18.3 of MARPOL Annex VI and recognized standards, such as ISO
8217 Petroleum products -- Fuels (class F) -- Specifications of marine
fuels.
5.6 The blend should not contain extraneous, potentially deleterious, materials as
defined in clause 5 in ISO 8217 and regulation 18.3 of MARPOL Annex VI. This does
not preclude the use of additives intended to improve specific fuel characteristics
such as cold flow properties or combustion properties.
5.7 Any additives used should be known and have a proven track record in marine fuel
application. Any new additive should be thoroughly evaluated to ensure it is fit for
use in marine fuel application (for example, be accepted by engine manufacturers).
5.8 Key data of the blend components include, but are not limited to, viscosity,
density, flashpoint and sulphur. Sufficient data should be available on blending
components to ensure the final blend fully meets the requirements of the grade of
bunkers being made.
5.9 Blend proportions as determined from component data need to be correctly
calculated and set and thereafter maintained during production of the specified
product.
5.10 To ensure the end product is stable, the producer should ensure that all blend
components are mutually compatible to avoid precipitation of solids. This can be
done through testing compatibility of the blend components.
5.11 The final blend should be tested at a qualified laboratory. The sample sent for
testing should be taken in accordance with guidelines for obtaining a representative
sample (bottom, middle and top of the tank).
5.12 Blending during delivery should be avoided.
5.13 If it is anticipated that the product will be close to a limit maximum/minimum,
the producer should keep in mind the precision of individual test methods when
setting blend targets to ensure the product meets the specification limit with
sufficient confidence. In the case of fuel oil sulphur content, producers are
recommended to follow the guidelines provided in ISO 4259 Petroleum products --
Determination and application of precision data in relation to methods of test.
6 Quality control in the supply chain
6.1 Fuel quality can be compromised at several points in the supply chain, up to and
including delivery to ship. It is therefore recommended that the supplier
establishes, documents and maintains a quality management system (QMS) covering all
stages from taking custody of the product until the product passes the point of
custody transfer to the receiving ship.
6.2 If part of the supplier's supply chain is performed by other parties, such as
terminal operators and bunker barge or truck providers, these should be identified
in the QMS and the supplier should strive to ensure control and maintain oversight
over the supply chain.
7 Bunker transport, storage and transfer
7.1 The quality of a bunker fuel or blend components may change compared to its
origin during transport, storage and transfer. The supplier should seek to prevent
the quality known from the original test report and/or certificate of quality (COQ)
from being compromised through working closely with third parties as follows:
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.1 tankers intending to transport the fuels as cargo should demonstrate
to the supplier that the tanker is certified to carry this type of cargo
(e.g. clean/dirty petroleum products). Suppliers should seek information
about previous cargoes in case remaining residues could contaminate the
product. Suppliers should also seek guarantees that the cargo tank has
been properly cleaned if the previous cargo presents a risk of
cross-contamination;
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.2 ensure that storage tanks at refineries or at independent storage
facilities are suitable for the type of cargo to be stored, and that
storage tanks are in good condition (e.g. no rust) before a new cargo is
loaded. If tanks are not empty before loading new cargoes, ensure the
resulting blend is properly mixed so that it is homogeneous and stable
and that the new blend is properly tested using samples from the bottom,
middle and top of the tank;
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.3 ensure good housekeeping during storage. This includes keeping
products at the right temperature and preventing water ingress into the
tank. Any water that accumulates should be removed to avoid conditions
leading to microbial/bacterial growth that can severely compromise the
bunker quality;
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.4 if part of the supplier's supply chain is performed by other parties,
such as terminal operators and operators of supply ships or trucks,
these should be identified in the QMS and the supplier should strive to
ensure control and/or maintain oversight over the supply chain;
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.5 pipelines at terminals may be used to transfer several types of cargo
(known as multiproduct pipelines). If this is the case, seek
verification that pipelines have been adequately cleared to prevent
cross-contamination that may affect the overall quality or compromise
the product specification;
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.6 prior to loading, barge providers should seek verification from the
loading terminal that the product transfer pipelines have been properly
cleared to prevent cross-contamination with the previous products
transferred via the pipeline;
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.7 bunker tankers/barges should avoid loading cargo from different shore
tanks into the same cargo tank, unless the shore tanks contain products
of the same grade and with the same certificate of quality;
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.8 a representative sample should be taken during the loading of the
bunker tanker/barge. The sampling should be witnessed and countersigned
by a representative from the bunker tanker/barge and a representative of
the loading terminal. The sample should be taken in accordance with
recognized standards, such as ISO 3170/ASTM D4057 (manual sampling
standard) or ISO 3171 (pipeline auto-sampling);
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.9 ensure good housekeeping during product storage and handling on the
barge. This includes keeping fuels at the right temperature and
preventing water ingress into the tank from external sources or
condensation;
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.10 suction line strainers on cargo pumps should be cleaned periodically,
and always cleaned before changing to a different grade of cargo; and
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.11 when loading the bunker supply tanker/barge (or truck), the following
precautions are recommended:
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.1 avoid loading different product batches into the same
cargo tank;
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.2 ensure the cargo tank is empty before loading a new cargo
into it; and
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.3 seek information about previous cargoes in case residues
from a previous cargo could contaminate the product. Seek
guarantees that the cargo tank has been properly cleaned if
the previous cargo presents a risk of
cross-contamination.
8 Delivery to ship (bunkering operations)
8.1 Delivery to ship can be directly from a shore tank (at refinery or terminal) via
pipeline, from a bunker tanker/barge coming alongside the ship at berth, at
anchorage or off-shore, or from a road truck or rail car at berth.
8.2 Detailed guidance for bunkering procedures, including a sample bunkering
checklist, may be found in various available guidance documents, for example chapter
25 of the International Safety Guide for Oil Tankers and Terminals (ISGOTT).
8.3 Clear communications should be established between supplier (bunker barge, truck
or terminal) and the receiving ship and emergency stop and response actions agreed
prior to any bunkering activities commencing.
8.4 In order to address the health and safety risk to crew on both the supply ship
and receiving ship, all parties involved in the bunkering operation should wear
adequate personal protective equipment (PPE) and take due care to prevent skin
contact with bunkers and exposure to hazardous fumes.
8.5 If more than one grade of bunkers is to be supplied, the order in which the
grades are to be supplied should be agreed between the cargo officer and the
receiving ship's chief engineer. To avoid contamination of product during delivery,
it is recommended that the lighter/lowest sulphur grade is supplied first followed
by the heavier/higher sulphur grade.
8.6 Ensure that all supply pipelines and hoses are thoroughly cleared of residue
prior to every new delivery, especially if the supply pipeline/hose is going to be
used to supply a different product specification than the previous delivery.
8.7 Carry out line clearing of bunker hose(s)/pipelines at the end of the pumping
operation. Once line clearing is completed, the contents in the hose should be
drained back into the bunker tanker's cargo tank.
8.8 There should be segregated pipelines/hoses and bunker connections for supply of
materially different types of product, e.g. for residual and distillate grades, and
for high and low sulphur bunkers to prevent cross-contamination of products.
8.9 Collection of a representative sample should be performed for each separate grade
being delivered. If more than one tanker/barge or truck is used to supply the ship,
a separate set of representative sample(s) should be taken and a separate BDN issued
for each tanker/barge or truck.
9 Representative sampling
9.1 Sampling is an integral part of quality control and vital in protecting the
interest of all parties involved. Samples may be used as evidence both for
commercial, regulatory or even criminal disputes and in court cases. The objective
is to obtain samples that are truly representative of the product being transferred,
both during delivery to ship and upstream in the supply chain as appropriate prior
to the bunker delivery.
9.2 To ensure samples are representative, a single primary sample for each grade of
fuel delivered from each tanker/barge or truck should be drawn continuously
throughout the entire product transfer by either an automatic sampler or manual
continuous drip sampler.
9.3 While a fuel oil supplier may use ISO 13739 and ISO 3171 for automatic pipeline
sampling, ISO 3170 for manual methods or some other protocol for obtaining samples,
it should be remembered that MARPOL Annex VI sets out the procedures for compliance
and enforcement which includes resolution MEPC.182(59) on the 2009 Guidelines for
the sampling of fuel oil for determination of compliance with the revised MARPOL
Annex VI.
9.4 The sample taken during delivery or from a tank should be collected in a clean
container of sufficient quantity to be divided into the required number of
sub-samples which in turn should be sufficient to carry out the required tests,
typically 500-750 ml per sub-sample and in any case no less than 400 ml.
9.5 The contents of the single original sample should be decanted into the required
number of clean sub-sample containers. This will typically involve agitating the
bulk container and partially filling each sub-sample container in turn to a quarter
or a third of their capacity, then repeating the process (agitating and decanting)
until all the sub-sample containers have been filled.
9.6 The entire process, including sealing and labelling the sample containers, should
be witnessed by representatives for both parties (the party supplying a cargo or
product and the receiving party) and the resulting unique sample seal numbers
recorded on the relevant documentation (e.g. the BDN) and countersigned by
representatives for both parties.
9.7 Employing the services of an independent surveyor to oversee and witness the
process may also be considered, in which case all sample seal numbers pertaining to
the sampling should be recorded by the bunker surveyor in the sample witnessing and
receipt.
Sampling in the supply chain
9.8 Sampling and testing should be carried out and documented at each point of
product custody transfer throughout the supply chain.
9.9 A representative sample should be collected when loading bunker supply ships from
shore tanks, floating storage facilities and tankers. The recommended method is a
sample drawn throughout the loading at the point of custody transfer. The sampling
should be witnessed and the resulting sample containers sealed, labelled and
countersigned by representatives for both the cargo recipient and the tank terminal.
9.10 The supplier should retain the cargo transfer samples for at least 30 days. In
the event of a quality dispute arising, samples should be kept until the dispute has
been resolved.
Sampling during delivery to ship
9.11 Suppliers should follow the 2009 Guidelines for the sampling of fuel oil for
determination of compliance with the revised MARPOL Annex VI (resolution
MEPC.182(59)) which states that the supplier should provide a MARPOL sample drawn by
the supplier's representative at the receiving ship's bunker inlet manifold.
9.12 If for safety or practical reasons the supplier's representative cannot move
between the barge and the receiving ship to be physically present, the process may
be observed visually by alternative means.
9.13 To facilitate effective remote witnessing of drawing of commercial samples,
visibility of the sampling equipment on bunker barge can be improved by marking the
sampling zone with high visibility tape or paint.
9.14 The final resulting sample containers should be sealed, labelled and
countersigned by representatives for both parties.
9.15 The supplier's representative commercial samples should be retained by the
supplier for a minimum of 30 days. In the event of a quality dispute arising during
the sample retention period, the samples should be retained until the dispute has
been resolved.
10 Testing and interpretation of test results in the supply chain
10.1 Testing should be carried out on samples from each point of product custody
transfer throughout the supply chain and documented so the analysis report is
matched to the product origin. This is a key part of a QMS to enable transparency
and traceability and assist the supplier to identify the origin of potential
problems and take steps to remedy and prevent further quality issues.
10.2 The testing analysis should be done according to the relevant internationally
recognized test methods.
10.3 For the bunker producer/supplier, the recommendation is that the blend target
should not be the actual specification limit, but rather the limit minus (or plus if
it is a minimum limit) an appropriate safety margin. For the bunker
producer/supplier to ensure that the product meets the specification limit with 95%
confidence, the blend target should be the limit minus 0.59R for a maximum limit (or
plus 0.59R for a minimum limit).
10.4 Further information can be found in a 2016 guidance document from CIMAC freely
available online at the following link:
http://www.cimac.com/cms/upload/workinggroups/WG7/CIMAC_WG07_2016_Feb_Guideline_Interpretation__Fuel_Analysis_Test_Results_Final.pdf
and Section 8 of ISO 8217, precision and interpretation of test results.
11 Documentation
11.1 Documentation is a crucial part of the QMS in order to achieve transparency and
traceability in the supply chain. This includes records of custody transfer of
cargoes, certificates of quality (COQ), sample seal numbers and quality analysis
reports.
11.2 Suppliers are responsible for providing bunker delivery notes (BDNs) to the
receiving ship and safety data sheets (SDS) in line with the requirements of SOLAS
regulation VI/5-1. It is the supplier's responsibility to ensure that the bunkers
delivered to ship are in conformity with the details provided on the BDN and SDS.
11.3 In addition to the minimum requirements (BDN and SDS), suppliers are recommended
to provide other supportive documentation such as copies of COQs and quality
analysis reports and information on properties that may affect how the bunkers
behave during storage and handling on the receiving ship. This might assist the ship
to store and handle the fuel in a safe and efficient manner.
Cargo custody transfer
11.4 For cargo custody transfers, documentation should include at least the
following:
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.1 certificate of receipt identifying the owner of the cargo prior to
custody transfer and the new owner;
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.2 name of tanker or tank terminal supplying the cargo to the new owner;
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.3 certificate of quality accompanied by laboratory analysis report; and
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.4 sampling sheet recording sampling location(s), sampling method(s) and
all sample seal numbers.
Sample labels
11.5 Sample labels should comply with regulation 18.8 of MARPOL Annex VI, as detailed
in the 2009 Guidelines for the sampling of fuel oil for determination of
compliance with the revised MARPOL Annex VI (resolution MEPC 182(59)). The
following information is required on all sample labels:
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.1 location at which, and the method by which, the sample was drawn;
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.2 date of commencement of delivery;
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.3 name of bunker tanker/bunker installation;
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.4 name and IMO number of the receiving ship;
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.5 signatures and names of the supplier's representative and the ship's
representative;
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.6 details of seal identification; and
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.7 bunker grade.
11.6 Details of the sample seals should be recorded on the bunker delivery note.
Safety data sheets – SDS (Formerly known as material safety data sheets – MSDS)
11.7 SOLAS regulation VI/5-1 requires that safety data sheets are provided to a ship
prior to loading MARPOL Annex I type cargoes and marine fuel oils.
11.8 SDS are intended to inform crew on the receiving ship of all
health, safety, handling and environmental risks associated with the cargo/product.
Details of the required information are set out in resolution MSC.286(86) on the
Recommendations for material safety data sheets (MSDS) for MARPOL Annex I oil
cargo and oil fuel.
Bunker delivery note – BDN
11.9 The bunker delivery note (BDN) is the official receipt stating the grade and
quantity of bunkers supplied to the receiving ship. Regulation 18.5 of MARPOL Annex
VI and appendix V of MARPOL Annex VI stipulates information to be included in the
BDN.
11.10 Additional details, beyond the MARPOL requirements, may be included on the BDN
according to local requirements and the commercial requirements of the supplier.
11.11 The BDN should be signed by both the supplier's representative and the
representative of the receiving ship and retained by the supplier for at least three
years as per regulation 18.9.3 of MARPOL Annex VI.
Supporting documentation
11.12 Suppliers should, where possible, provide bunker buyers with copies of the
product's certificate of quality (COQ) and associated laboratory analysis reports
verifying the details on the COQ. These may include more detailed information on
specific quality parameters which would be helpful to the crew on the receiving ship
in applying appropriate fuel management, including pre-treatment prior to use.
Fuel properties/handling advice
11.13 The supplier should provide information on properties that may affect how the
bunkers behave during storage and handling on the receiving ship, if the product
supplied differs in handling characteristics from traditional/mainstream bunkers.
11.14 This information should include any special fuel management and handling
requirements such as heating, special attention to pre-treatment in separators and
centrifuges, and any known compatibility issues particular to the product.
11.15 For distillate fuels, suppliers should report cloud point (CP), cold filter
plugging point (CFPP) and pour point (PP). ISO 8217 fuel oil specifications require
these fuel oil cold characteristic to be tested. This information helps the ship's
crew determine if the fuel will need heating. The responsibility for ordering a
product with appropriate CP, CFPP and PP for the ship's operational needs rests with
the buyer.
Licensing
11.16 In those States/ports that operate established licensing regimes for bunker
suppliers, the bunker supplier should provide evidence to confirm the licence(s).
Quality management systems (QMS)
11.17 Suppliers should have quality management systems (QMS) in place and be able to
provide evidence to bunker buyers if required. In cases where a supplier has its own
internal QMS, it should be able to provide a summary to bunker buyers upon request.
The QMS documentation should include references to the standards which the supplier
will adhere to along with any independent third party accreditation of the QMS or
elements of the QMS.
12 Contracting
12.1 Selling and buying bunkers is a commercial activity involving contracting
parties, which in the case of bunker suppliers and bunker buyers can include a
variety of parties. The "contract" in this instance covers both the supplier's
general terms and conditions and the actual purchasing order.
12.2 The contract specifies the product(s) to be supplied, quantity and details of
how the supplier will fulfil the contractual agreement, and should include
claim/dispute clauses. Dispute handling/resolution arrangements in case of dispute
should be specified.
12.3 Bunker specifications and any requirements for bunkering procedures should be
stated in the contract. The contract should:
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.1 state the quantity ordered, the required maximum sulphur content and
that the fuel is to meet the applicable requirements in regulation 18 of
MARPOL Annex VI;
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.2 include a detailed technical specification for the fuel along with
acceptable quality parameters;
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.3 where the fuel is specified with reference to ISO 8217 Petroleum
products -- Fuels (class F) -- Specifications, the contract should
clearly state which edition is to be used (i.e. 2005, 2010, 2012 or
2017). Using the latest edition is encouraged where possible; and
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.4 for non-ISO 8217 standard fuel oils, as a minimum the contract should
specify that the bunkers provided meet the requirements of regulations
18.3.1 and 18.3.2 of MARPOL Annex VI, and SOLAS chapter II-2. If the
product is close to an ISO 8217 grade, but will not meet specific
parameters, those exemptions should be mutually agreed in advance and
specified in the purchase order and contract.
12.4 If the bunker buyer orders fuel with a sulphur content exceeding the limit in
MARPOL Annex VI, the supplier should obtain a notification from the bunker buyer
that the fuel will be used with an approved alternative means of compliance such as
exhaust gas cleaning. The supplier should ensure the notification is communicated to
the supplier's representative overseeing the physical delivery (e.g. the cargo
officer).
12.5 Unless otherwise permitted by MARPOL Annex VI and confirmed by supporting
documentation, e.g. ships installed with an alternative means of compliance with the
fuel oil sulphur content limit, the supplier should not supply fuel oil which is not
compliant with relevant statutory requirements and specifications.
12.6 The contract terms and conditions should stipulate how the laboratory analysis
will be carried out in the case of disputes.
12.7 The contract should specify that the laboratory should be independent and
certified to ISO 17025 or an equivalent standard.
13 Dispute resolution
13.1 Dispute handling/resolution arrangements in case of dispute should be specified
in the contract.
13.2 Following the ship's own testing programme, if the results lead to a quality
dispute where the suppliers retained commercial sample is to be tested, it is
recommended that breaking the seal of that sample is witnessed by representatives
for both the supplier and the buyer. If the test on the supplier's retained
commercial sample fails to meet the specified maximum/minimum limit, the product has
not met that specification limit.
13.3 If the cause for the failure of the product to meet specification lies with
parties other than the contracting bunker supplier, for example the original bunker
blend provider or the bunker tanker/barge operator delivering the product on the
contracting supplier's behalf, it is up to the supplier to seek compensation from
these parties.
13.4 If a product that has been delivered is proven by test results to be
off-specification, but has not yet been used, the supplier should enter into
constructive dialogue with the buyer and support the buyer with regards to remedial
action including debunkering, if required.
13.5 In cases where a ship experiences operational problems suspected but not
specifically proven to be caused by the fuel, the supplier should offer any
assistance they are capable of to the buyer in trying to determine the root cause.
This may involve, for example, information on product origin to help build knowledge
of cargo sources that may be associated with unusual or unexpected operational
issues.