AN A320 INCURRED A TRIP CANCELLATION DUE TO FUELER UNABLE TO ACCOMPLISH FUEL INDICATOR INOP MEL SPECIAL PROCS. FUEL LEVELS BELOW 3400 LBS DO NOT APPEAR ON FUEL TABLE.

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PERFORMING ZZZ1 ARPT QUALIFICATION. RECEIVED ACFT FOR FLT WITH R INBOARD FUEL QUANTITY INDICATOR DEFERRED INOP. FUELER PERFORMED PRE-FUEL DIPSTICK AND DETERMINED BOTH FUEL INDICATORS DID NOT MATCH FUEL DIPSTICK READINGS. FUEL INDICATORS SHOWED 2700 LBS L INBOARD AND 3200 LBS R INBOARD. FUEL DIPSTICKS SHOWED 47 UNITS AT L1 (4700 LBS ACCORDING TO FUELER'S TABLE) AND 45 UNITS AT R1 (4500 LBS). DISPATCH AND MAINT NOTIFIED OF THE DISCREPANCY. WE PERFORMED TROUBLESHOOTING PER MAINT WITH NO RESULTS AND REVIEWED FUEL SHEET FROM PREVIOUS CREW. WE FOUND A DISCREPANCY ON THEIR FUEL SHEET LEAVING US WITH IMPRESSION THAT PROPER PROCS WERE NOT FOLLOWED AND THE PROB COULD HAVE BEEN IDENTED BY FUELER PRIOR TO DEP FROM ZZZ2. THE ZZZ2 FUELER'S PRE-DIPSTICK READING WAS 4.3 (4300 LBS); HOWEVER; THE 'FUEL IN TANK' AMOUNT WAS RECORDED AS 2730 LBS. WE CONCLUDED HE READ OFF THE FUEL INDICATOR FROM THE WING WHICH WAS IN AGREEMENT WITH THE INDICATOR IN THE COCKPIT WHEN WE COMPARED THE TWO IN ZZZ1. THE LCL FUELER TABLES WERE NOT SET UP TO READ FUEL READINGS LESS THAN 34 UNITS (3400 LBS). WE ARE ROUTINELY LNDG WITH LESS FUEL THAN 3400 LBS PER TANK AND HE INDICATED WE COULD NOT VERIFY THE QUANTITY WITH THE DIPSTICK BECAUSE WE DID NOT HAVE THE DATA. MAINT CONCURRED. LCL MAINT PERFORMED TROUBLESHOOTING PER MAINT WITH NO RESULTS INITIALLY. CONSULTING WITH MAINT ON MEL IT WAS DETERMINED WE COULD NOT DISPATCH WITH BOTH FUEL QUANTITY INDICATORS INOP. FLT CANCELED. PLAN WAS TO CONDUCT TYPE 2 MAINT FERRY; HOWEVER; WE CONSULTED FOM AND DETERMINED THAT WE DID NOT MEET REQUIREMENTS WITH NO MEL PROC FOR FUEL QUANTITY INDICATORS. DISPATCH AND MGR NOTIFIED. MY PARTNER (CAPT) CONTINUED TO HELP LCL MAINT TROUBLESHOOT FUEL PROB. HE SUGGESTED WE DEFUEL AND REFUEL WITH A KNOWN QUANTITY OF FUEL. UPON COMPLETION OF REFUEL IT WAS DETERMINED BY FUELER AND MECH THAT THE INDICATORS AND DIPSTICK READINGS WERE IN AGREEMENT WITH EACH OTHER. HOWEVER; WHEN WE ARRIVED BACK AT ACFT; FUEL WAS NOT DISTRIBUTED PROPERLY CREATING FURTHER CONFUSION. FUEL IN L OUTBOARD SHOWED 600 LBS WITH 4100 LBS IN L INBOARD. DIPSTICK READING WAS ZERO AT L5 AND 55 AT L1 INITIALLY. FUEL IN R OUTBOARD INDICATED 1560 LBS AND 3160 LBS IN R INBOARD. WE XFERRED FUEL FROM L INBOARD TO L OUTBOARD AND FUEL DISCREPANCY RESOLVED. CONDUCTED FERRY FLT TO ZZZ2. CONCERNS INCLUDE: 1) DISPATCHING ACFT WITH THIS PROB AND LITTLE ACR SUPPORT ON SITE IF OTHER INDICATOR IS UNKNOWINGLY INOP OR GOES INOP. 2) PLT'S LACK OF KNOWLEDGE ABOUT THIS PROCESS WHEN IT CAME TIME TO HELP SUPPORT PROC IN ZZZ1 AND DETERMINE PROPER FUEL QUANTITY WAS ON BOARD OUT OF ZZZ2 AND ZZZ1. 3) UNABLE TO DETERMINE FUEL READING BELOW 34 UNITS BECAUSE FUEL TABLE DOES NOT READ BELOW THAT. 4) DEFUELING AND REFUELING WITH KNOWN QUANTITY OF FUEL (WHICH SEEMED TO FIX PROB) WAS NOT PERFORMED UNTIL AFTER CANCELLATION. 5) MULTIPLE SYS DISCREPANCIES WHICH COMPLICATED AND CONFUSED THE OVERALL ISSUE. 6) LACK OF COM TO PAX ABOUT THE NATURE OF THE PROB.