That is most certainly NOT what I was saying.

1) At my carrier, if there is any deficiency in fuel at any ETOPS point, addendum fuel is added and clearly shown on the first page of the OFP in the required block fuel break down.

2) On a separate page each Entry, ETP (sometimes multiple in the same segment) and Exit is shown, along with planned fuel vs diversion requirement, whether an icing penalty is applied, what the more critical failure would be (engine failure, depressurization, or both) as well as diversion airport weather for all relevant windows of suitability.

3) My point is despite throrough planning, I will always uplift extra if I feel conditions of the route warrant it.

As a side note, when the ETOPs additional fuel is added to meet any deficiencies, it’s like free destination fuel, as you would only burn it should you divert in ETOPS. Good airmanship would mean I would subtract this from any holding/weather fuel I may need for the destination.