Professional Documents
Culture Documents
So, you have the right to know about the fuel specifications and also have the right to receive
actual quantity that you have ordered to the supplier. Receiving off spec fuel or less quantity
(from your ordered quantity) will ultimately impart on loss in energy. Loss in energy means
loss in generation followed by loss in revenue.
Your fuel supplier may settle your ordered quantity by manipulating some digits but the
problem arises later when you will use this fuel in your engines. The engines are very rude to
you about fuel consumption. To generate your desired power they will never compromise
even a single drop in their consumption. They will consume exactly the required amount of
fuel to generate your ordered power to them. They will consume fuels according to your fuel
quality. If the calorific value of supplied fuel is high than the fuel consumption will be low and
if the calorific value is low than the fuel consumption will be high. So, you need to understand
about bunker and bunkering procedure before entering in this world. If you supply them any
off spec fuel, it may be complicated to operate them smoothly or there may be severe damage
to engine component following breakdown maintenance. Ultimately interruption in smooth
engine operation.
Origin of Marine Fuel Oils (MFO)
Crude oil refining and stocks for marine fuel blending:
Crude oil is a mixture of many different hydrocarbons and small amounts of impurities. The
composition of crude oil can vary significantly depending on its source. Crude oils from the same
geographical area can be very different due to different petroleum formation strata. In subsequent
slides, we will see different crude oil refining process , production of marine fuel oils and how the
quality of marine fuels affected by different processing methods .
Types of crudes:
Paraffinic crudes
Naphtenic crudes
Asphaltenic (aromatic) crudes
Each crude oil contains the three
different types of hydrocarbons, but the
relative percentage may vary
depending on sources.
The product slate of a straight run refinery, with its heavy fuel production of approximately 50% of the crude feed, does
not correspond to the product demand in industrialized countries where the ever-growing demand for light products (jet
fuel, gasoline, and gasoil) coincides with a strong reduction in the demand for heavy fuel (10 to 15% of the crude oil). This
results in the need to Convert the residue fraction into lighter, hence, more valuable, fractions and to the construction of
Complex Refineries.
Source: Everything You Need To Know About Marine Fuel
Origin of Marine Fuel Oils (MFO)
Complex Refinery:
A complex refinery processing scheme can be separated into two parts:
1. Crude oil distillation (atmospheric and vacuum distillation)
2. Streams from the vacuum distillation unit are converted through Catalytic (FCC) and Thermal Cracking processes.
Atmospheric residue is used as feedstock for the vacuum unit and will seldom be available for fuel blending. Marine fuels
produced from a catalytic cracking/ vis-breaking refinery have a composition that is markedly different from that of an
atmospheric refinery.
Another classification system popular in maritime industry for fuel oil is based on their
maximum viscosity in cSt at 50oC
IFO-380 -Intermediate Fuel Oil with max viscosity of 380 cSt at 50 oC
LS-380 -Los Sulfur (<1.5%) Intermediate Fuel Oil with max viscosity of 380 cSt at 50 oC
LS-180 -Los Sulfur (<1.5%) Intermediate Fuel Oil with max viscosity of 180 cSt at 50 oC
According to ASTM D975:2004 Diesel fuels are classified based on Maximum sulfur content
Grade Description Max Sulfur
No. 1-D S15 A special purpose light distillate fuel use in diesel engine applications with 15 ppm
No. 1-D S500 frequent and widely varying speeds and loads or when abnormally low operating 500 ppm
No. 1-D S5000 temperatures are encountered. More volatile compared to No.2 fuels. 5000 ppm
No. 2-D S15 A general purpose , middle distillate fuel for use in diesel engines especially in 15 ppm
No. 2-D S500 applications with relatively high loads and uniform speeds, or in diesel engines 500 ppm
No. 2-D S5000 not requiring fuels having higher volatility. 5000 ppm
No. 3 D No. 3D Diesel Fuel Oil is a middle distillate having chain length 10-20
A heavy distillate fuel, or blend of distillate and residual oil, for low and medium
No. 4-D speed diesel engines in applications involving predominantly constant speed and
load
These are the heavier fuel oils (residual) having chain length 12-70, which are
No. 5 &6
primarily used for heating purpose and in large marine engines.
Classification of Marine Fuel Oil
Grade Description
DMX A special purpose light distillate intended mainly for use in emergency engines.
DMA (also called Marine Gas Oil MGO) is a general purpose marine distillate that must be
DMA free from traces of residual fuel. DMX and DMA are mainly used in Category 1 marine
engines (< 5 liters/cylinder) .
DMB (also called Marine Diesel Oil MDO) is allowed to have traces of residual fuel ,
which can be high in sulfur. This contamination with residual fuel mainly occurs in
distribution process, when using the same supply means that are used for residual fuel.
DMB DMB is produced when fuels such as DMA are brought on board the vessel in this manner.
DMB is typically used for Category 2 (5-30 liters/cylinder) and Category 3 (>= 30
liters/cylinder) engines.
DMC is a grade that may contain residual fuel, and often a residual fuel blend. It is similar
DMC to No. 4-D fuel and can be used in Category 2 and Category 3 marine diesel engines.
Residual (Non-distillate) fuels are designated by the prefix RM(e.g. RMA, RME, etc). These
Residual fuels are also identified by their nominal viscosity (e.g RMA10, RME180, etc.)
ISO 8217 : 2010 Specifications for Marine Distillate Fuels
ISO 8217:2010 Specifications for Marine Residual Fuels
Specifications of Marine Fuel Oils (MFO)
In this section, we will concentrate our mind to learn about some technical detail about Marine Fuel Oil
properties and characteristics and their Impact on the Diesel Engines. The important Parameters are listed
below.
1. Viscosity 9. Water
2. Density 10. Pour Point
3. Micro Carbon Residue (MCR) 11. Flash Point
4. Aluminum + Silicon 12. Sulfur
5. Sodium 13. Total Sediment Potential (TSP)
6. Ash 14. Acid Number
7. Vanadium 15. Used Lube Oil (ULO)
8. CCAI 16. Hydrogen Sulfide
1.0 Viscosity :
Viscosity is the most important properties of marine fuel oils. This is a measures of a fuels
resistance to flow. Fuel oil transfer process, fuel oil treatment system, fuel oil storage system and
fuel oil injection system, etc are directly related to fuel viscosity. The picture in next slide
showing the viscosity temperature relationship of marine fuel oils. This chart will give a quick
guide line about marine fuel oil handling like storage temperature, pumping temperature,
centrifuging temperature and injection temperature.
Viscosity Temperature Relationship for Marine Fuel Oil
Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel
oils
Necessary Terms and Documents Used In Bunker Industry
2.0 Density :
By definition, density is the ratio of mass and volume. But volume is not an intensive properties, it is dependent on
surrounding pressure and temperature. So to measure density, the temperature must specify before. In maritime
industry the density of fuel oil is expressed at 15 oC called standard density. The standard density (density at 15 oC) is
more meaningful rather than density in any other temperatures. Because this density is used to calculate following
parameters of fuel:
CalShell Calculated Carbon Aromaticity Index (CCAI)
culation of engines specific fuel consumption
Calculation of engines peak pressure
BP Calculated Ignition Index(CII)
Higher Heating/Calorific Value (HHV)
Lower Heating/Calorific Value (LHV)
Volume Correction Factor(VCF) by ASTM 54B
Weight Correction Factor(WCF) by ASTM 56D
Volume Conversion
Density Conversion and so on
From the commercial point of view, density is an essential parameter to measure because residual fuel is ordered by
weight but supplied by volume. If the actual value is less than that stated, there will be a proportional shortfall in the
quantity of product supplied.
Mass = Power
Cost/Tonne $800
Average Delivery 1000 MT, 8 Times/Month, 96 Times/Year
Stated Density at 15C = 0.991
Actual Density at 15C = 0.986
Overstatement in Density 0.005kg/l
Cost/Year in Lost Energy = $384000
Be careful! In your fuel specification contract, the maximum density is specified 991 Kg/m3 at 15 oC. If you receive a fuel
having observed density 989 at 30 oC temperature. Do not think that your fuel is within your specification. Actually this fuel
is out of specification and actual density at 15 oC is 999.14. It will create problem in fuel purification system.
Use ASTM 53B to convert observed density into standard density
Necessary Terms and Documents Used In Bunker Industry
3.0 Micro Carbon Residue(MCR)/Asphaltenes :
Micro Carbon Residue (MCR) also called Conradson Carbon Residue (CCR) is a measure of the tendency of a fuel
to form carbon deposits during combustion and indicates the relative coke forming tendencies of a heavy oil.
Carbon-rich fuels are more difficult to burn and have combustion characteristics which lead to the formation of
soot and carbon deposits. Since carbon deposits are a major source of abrasive wear, the CCR value is an
important parameter for a diesel engine. The type of carbon also can affect abrasive wear.
Carbon residue is the percent of coked material remaining after a sample of fuel oil has been exposed to high temperatures under
ASTM Method D-189 (Conradson) or D-524 (Ramsbottom).
Asphaltenes are those components of asphalt that are insoluble in petroleum naphtha and hot heptane but are soluble in carbon
disulfide and hot benzene. They can be hard and brittle and made up of large macromolecules of high molecular weight, consisting
of polynuclear hydrocarbon derivatives containing carbon, hydrogen, sulfur, nitrogen, oxygen and, usually, the three heavy metals
nickel, iron and vanadium.
A high CCR/asphaltene level denotes a high residue level after combustion and may lead to ignition delay as well as after-burning
of carbon deposits leading to engine fouling and abrasive wear. Poor engine performance caused by slow burning, high boiling
point constituents results in higher thermal loading and changes in the rate of heat release in the cylinder.
The carbon residue value of a fuel depends on the refinery processes employed in its manufacture. For straight run fuels, the value
is typically 10 - 12% m/m, while for fuels from secondary refining process, the value depends on the severity of the processes
applied. On a global basis, this value is typically 15 16%, however in some areas it can be as high as 20% m/m.
Modern engines tolerant to a wide range of MCR valves. Operational experience has shown that the present generation of large,
medium and slow speed engines designed for residual fuel can tolerate a wide range of MCR values without any adverse effect.
Comment: Injector nozzles can become fouled using high MCR fuel. Careful control of nozzle
cooling temperature can help reduce this.
Necessary Terms and Documents Used In Bunker Industry
4.0 Aluminum + Silicon (Catalytic Fines, CatFines) :
Hard, abrasive particles, such as alumina/silica catalyst carry-over, originate in the refinery when this
powdered catalyst is added to the charge stock of a fluidic catalytic cracking (F.C.C.) unit. Due to erosion and
fracture, some of the catalyst is not recovered but is carried over with the bottoms from the F.C.C. unit.
Larger sized catalyst particles, >10 microns, also can be carried over if there is a defect in the catalyst
removal equipment (such as cyclone separators), if there is an upset in the operation of the F.C.C. unit, or if
the heavy (low API gravity) bottoms (containing catalyst particles) are not permitted sufficient time to settle-
out in heated storage (when this method is used to control catalyst carry-over).
It is also possible to contaminate a clean marine residual fuel oil with catalyst particles during transport. For
example, if steamship fuel (frequently containing catalyst particles) has been transported by barge prior to
moving a clean heavy fuel oil for a diesel powered ship, the barge bottom sediment will be mixed with the
clean fuel oil and will contaminate it.
Because cat-fines are generally small, very hard, and quite abrasive to fuel pumps, atomizers/injectors,
piston rings and liners, a number of major diesel engine builders have concluded that 30 ppm of alumina in
the bunkered fuel oil is the upper limit for successful treatment and engine operation. The average particle
size, as well as the concentration, greatly impacts the wear rate of engine components. Small sized catalyst
particles, in the one to ten (1-10) micron range, typically cause accelerated wear in injection pumps and
injectors and only moderate increases in cylinder assembly wear, such as piston rings, piston grooves, and
liners. The larger sized catalyst particles, in the ten to seventy (10-70) micron range, typically cause very
accelerated wear rates in the cylinder assembly area. Accelerated damage can also be expected on injection
pump inlet valves, exhaust valve seating areas, and turbocharger turbine blades. These larger sized particles
have been associated with catastrophic wear rates.
Necessary Terms and Documents Used In Bunker Industry
5.0 Sodium(Na):
Sodium is an alkaline, chemically extremely active metallic element. The sodium found in fuel can come from several
sources. But most of it is a direct result of storing and handling procedures from the time the fuel leaves the refinery until it
is delivered to bunkers. Salt water contamination in barges used to transport the fuel is not uncommon. To some extent,
even salt air condensation in fuel tanks contributes to the overall sodium content.
Sodium acts as a paste (flux) for vanadium slag. When unfavorable quantities of vanadium and sodium are present in a fuel
they react at combustion temperatures to form (eutectic) compounds with ash melting points within operating
temperatures. In molten form sodium/vanadium ash can corrode alloy steels, and when this condition is allowed to persist
unchecked, high temperature corrosion, overheating, and eventual burning away of exhaust valves, valve faces, and piston
crowns is not uncommon.
The chief corrosive constituents in heavy fuel, oil ash formed during combustion are vanadium pentoxide, sodium sulphate,
and other complex forms of these primary compounds. The chemical nature of these compounds and their interaction with
steel surfaces on exhaust valve seats are of real concern, as the relatively low melting points of most of these compounds
make them very corrosive at normal engine exhaust temperatures. The thickness of the various oxide layers depends on the
temperature and the exhaust gas composition. In their molten states, the vanadium-sodium-sulfur compounds also act to
dissolve the exhaust valve surface ferric oxide (Fe203) layer, thus exposing the underlying steel surface to further oxidation
attack and subsequent erosion.
The oxidation attack takes place by two mechanisms: gas phase oxidation and liquid phase oxidation. In the gas phase
oxidation, the high temperature oxygen-containing exhaust gases react with steel to form oxides. Liquid phase oxidation
(corrosion) takes place when molten sulfates and pyrosulfates in the exhaust gases deposit on valve surfaces. In extreme
situations, similar sodium/vanadium ash corrosion attack can also occur downstream of the exhaust valves in the
turbocharger exhaust gas turbine and blades.
Sodium -Vanadium Phase Diagram
Vanadium present in fuel can form low melting compounds V2O5 which melts at 691 oC and which causes
severe corrossive attack on all high temperature alloys used for gas turbine blades, valves. However, if
sufficient magnesium is present in fuel, it will combine with the vanadium and forms a self-spalling
compounds with higher melting points and thus reduce the corrosion rate to an acceptable level.
Sodium and Potassium can combine with vanadium to form eutectics compounds which melt at
temperatures as low as 565 oC and with sulfur in the fuel to yield sulfates with melting points in the
operating range of the gas turbine. See the V2O5-Na2O phase diagram in Figure 07. See also the melting
temperature of different oxides of vanadium also in figure 08
Necessary Terms and Documents Used In Bunker Industry
Regardless of the manner of contamination, sodium in fuel is usually water soluble and can, therefore, be removed with
the centrifugal separator.
6.0 Ash
The ash contained in heavy fuel oil includes the (inorganic) metallic content, other non-combustibles and solid
contamination. The ash content after combustion of a fuel oil takes into account solid foreign material (sand, rust,
catalyst particles) and dispersed and dissolved inorganic materials, such as vanadium, nickel, iron, sodium, potassium or
calcium.
Ash deposits can cause localized overheating of metal surfaces to which they adhere and lead to the corrosion of the
exhaust valves. Excessive ash may also result in abrasive wear of cylinder liners, piston rings, valve seats and injection
pumps, and deposits which can clog fuel nozzles and injectors.
In heavy fuel oil, soluble and dispersed metal compounds cannot be removed by centrifuging. They can form hard
deposits on piston crowns, cylinder heads around exhaust valves, valve faces and valve seats and in turbocharger gas
sides.
High temperature corrosion caused by the metallic ash content can be minimized by taking these engine design factors
into consideration; (1) hardened atomizers to minimize erosion and corrosion and (2) reduction of valve seat
temperatures by better cooling.
7.0 Vanadium
Vanadium is a metallic element that chemically combines with sodium to produce very aggressive low melting point
compounds responsible for accelerated deposit formation and high temperature corrosion of engine components.
Vanadium itself is responsible for forming slag on exhaust valves and seats on 4-cycle engines, and piston crowns on both
2- and 4-cycle engines, causing localized hot spots leading eventually to burning away of exhaust valves, seats and piston
crowns. When combined with sodium, this occurs at lower temperatures and reduces exhaust valve life. As the vanadium
content (ppm) increases, so does the relative corrosion rate.
Necessary Terms and Documents Used In Bunker Industry
Vanadium is oil soluble. It can be neutralized during combustion by the use of chemical inhibitors (such as
magnesium or silicon). Cooling exhaust valves and/or exhaust valve seats will extend valve and seat life.
Raising fuel/air ratios also prolongs component life. Other measures which can be used to extend
component life are the use of heat resistant material, rotating exhaust valves, and the provisions of
sufficient cooling for the high temperature parts.
Vanadium content varies widely in heavy fuel oils depending on the crude oil source or crude oil
mixes used by the refinery.
The vanadium levels of future heavy fuel oils generally will be higher than todays. This is particularly true
of fuel oils produced from Venezuelan and Mexican crude. Vanadium cannot presently be economically
reduced or removed by the refinery or the ships systems. The burden of coping with high vanadium levels
will continue to remain with engine builders and ship operators. This tolerance must be achieved through
advances in materials and cooling techniques and through the use of onboard treatment methods such as
chemical additives.
In general, fuel when delivered contains a small amount of sodium which is typically below 50 mg/kg. The
presence of sea water increases this value by approximately 100 mg/kg for each per cent sea water. If not
removed in the fuel treatment process, a high level of sodium will give rise to post-combustion deposits in the
turbocharger. Although potentially harmful, these can normally be removed by water washing.
High temperature corrosion and fouling can be attributed to vanadium and sodium in the fuel. During
combustion, these elements oxidize and form semi-liquid and low melting salts which adhere to exhaust valves
and turbochargers. In practice, the extent of hot corrosion and fouling are generally maintained at an acceptable
level by employing the correct design and operation of the diesel engine. Temperature control and material
selection are the principal means of minimizing hot corrosion. It is essential to ensure exhaust valve temperatures
are maintained below the temperatures at which liquid sodium and vanadium complexes are formed and for this
reason valve face and seat temperatures are usually limited to below 450C.
Necessary Terms and Documents Used In Bunker Industry
When a fuel is bunkered with a vanadium level greater than that recommended by the
engine designer, there is a risk that hot corrosion and fouling may occur. One operational
solution is by the use of a fuel additive, and numerous ash-modifying compounds are
available. They should be used with care as situations can arise where the effect of the ash-
modifier, by incorrect application, can cause further problems in the downstream post-
combustion phase.
Comment: Do not run on V levels above spec for extended intervals. Watch for Na:V of 1:3
ratio. Vanadium, Sodium and Ash will cause fouling in the Turbocharger.
8.0 CCAI
The most common method of assessing this aspect is by an empirical equation involving
density and viscosity, known as the Calculated Carbon Aromaticity Index (CCAI). Of the two
parameters, density has the major effect. The incidence of fuels with a CCAI exceeding 870
is in the order of 0.2% , whilst those in the range 870-860 are less than 3%.
Necessary Terms and Documents Used In Bunker Industry
Combustion of a residual fuel is a multi-stage process of which one part is the ignition quality of the
fuel. Fuel takes a finite time from the start of the injection to the start of combustion. During this period,
fuel is intimately mixed with the hot compressed air in the cylinder where it begins to vaporize. After a
short delay known as the ignition delay, the heat of compression causes spontaneous ignition to occur.
Rapid uncontrolled combustion follows as the accumulated vapor formed during the initial injection
phase is vigorously burned. The longer the ignition delay, the more fuel will have been injected and
vaporized during this pre-mixed phase and the more explosive will be the initial combustion. The
second phase or diffusion burning phase of combustion is controlled by how rapidly the oxygen and
remaining vaporized fuel can be mixed as the initial supply of oxygen near the fuel droplets has been
used during the pre-mixed combustion. Rapid pre-mixed combustion causes very rapid rates of pressure
rise in the cylinder resulting in shock waves, broken piston rings and overheating of metal surfaces.
Large diesel engines are designed to withstand a certain rate of pressure rise within the cylinder although
the figure will vary between different designs.
Ignition performance requirements of residual fuels in large diesel engines are primarily determined by
engine type and, more significantly, engine operating conditions. Fuel factors influence ignition
characteristics to a much lesser extent. It is for this reason that no general limits for ignition quality can
be applied, since a value which may be problematical to one engine under adverse conditions may
perform quite satisfactorily in many other circumstances. Engine operation under part load conditions
using high CCAI fuel should be avoided.
CCAI and CII are empirical attempts to estimate how long the fuel will take from injection to ignition and
by implication the likelihood of engine damage. After calculating the CCAI or CII of a fuel, the operator
must then judge the acceptability of that fuel for effective operation in the engine. Variations of engine
load, rated speed and design affect the likelihood of poor combustion, hence it is impossible to give
precise figures that apply to all engines. The figure above gives guidance in relation to CCAI for a number
of engine types. This data is derived from the results of engine simulations and published performance
criteria.
PART-B
Fuel Oil Bunkering is a fuel oil transfer process, where a large quantity of fuel is transferred from one vessel (supplier
vessel) to another vessel (receiver tank or vessel) in a systematic way. In bunker industry the well established trading unit
of bunker fuel is metric tones(MT). There has some technical advantages to use this unit in purchasing bunker.(1) MT is a
unit of mass which is not dependent on temperature, (2) All types of energy calculations are directly related to the mass
of fuel rather than volume.
For the sellers, you are selling fuels, and you have to be clean and reliable in your business by supplying actual
information and technical data about the fuel which you are supplying/delivering to your customer.
Due to the complexity in calculation procedure and limitation of time standard procedure of bunkering is rarely followed.
But without a standard measurement system, attaining accurate result is quite impossible. This is the main reason of
discrepancies in bunkering.
Density :
We know that volume is an extensive properties which is dependent on the temperature and the pressure. So, to
measure density of fuel oil, the temperature and pressure must consider. In maritime industry the density of fuel oil is
expressed at 15 oC called density at standard temperature. The standard density (density at 15 oC) is more meaningful
rather than density in any other temperature. Because this density is used to calculate following parameters of fuel;
Be careful! In your fuel specification contract, the maximum density is specified 991 Kg/m3 at 15 oC. If you receive
a fuel having observed density 989 at 30 oC temperature. Do not think that your fuel is within your specification. Actually
this fuel is out of specification and actual density at 15 oC is 999.14
TABLE ASTM 53B is used for density correction from observed density to standard density
Necessary Terms and Documents Used In Bunker Industry
Use of Density, API Gravity and Specific Gravity in Bunker Survey:
Density, API Gravity and Specific Gravity (Also called Relative Density R.D) all are used by the bunker
surveyor to calculate VCF and WCF.
VCF Calculation:
Table 54B is specified for Density, Table 6B is specified for API Gravity and Table 24B is specified for S.G. to
calculate VCF.
WCF Calculation:
Again Table 56 is specified for Density and Table 13 is specified for API Gravity to calculate WCF.
Comments: Sometimes the surveyors convert the density at 15 oC kg/m3 expressed in BDR in to Specific
Gravity (S.G) to facilitate it with Table 54B and Table 56 to calculate VCF and WCF. Suppose, 978 0.978
So be careful about the use of Density and Specific Gravity. Do not mess up with density in kg/L with S.G
To avoid all kinds of conversion problems in bunker survey, a specialized software is available which will
automate your bunker quantity calculation. Visit authors website www.moynulislam.com and see the
demo
Purchase Bunker by Mass rather than by Volume
Observe the pictures below, fuel oil is being shipped from a hotter region to a cooler region. The volume
is different but the mass is remaining the same. So trading fuel by mass is more convenient rather than
by volume. As a large volume of fuel is involved in bunkering and its quite impossible to measure the
fuel quantity by mass using a weight measuring machine. Thats why the mass (an intensive properties)
of fuel is measured indirectly from volume and density (two extensive properties of fuel). Converting
fuel volume into mass is not an easy job just by multiplying the observed volume with observed density.
Its a critical job. Mass should be calculated following standard procedure. Accuracy in calculation
procedure is important as fuel oil is not a low valued product like water. Hence, care should be taken
before calculating the mass. The cost of small error in calculation procedure is much more higher than
spending small effort in standard measurement.
Purchase Bunker by Mass rather than by Volume
Observe the column chart below, an oil tanker carrying fuel oil from one location to another location.
Location 01:
Temperature in Location 01 = 50 oC
Quantity by Mass in Location 01 = 1413.09 MT
Quantity by Volume in Location 01 = 1500 m3
Location 02:
Temperature in Location 02 = 30 oC
Quantity by Mass in Location 02 = 1413.09 MT
Quantity by Volume in Location 02 = 1478.48 m3
Location 03:
Temperature in Location 03 = 15 oC
Quantity by Mass in Location 03 = 1413.09 MT
Quantity by Volume in Location 03 = 1462.85 m3
1550
1500
1500 1478.48
1462.85
1450
1413.09 1413.09 1413.09
1400
1350
50 30 15
Volume(m^3) Mass (MT)
Sounding Tape
How To Take Sounding?
Follow the steps mentioned below to take sounding on a ship using
the sounding tape.
1.) Make sure the bob is tightly held with the tape using a strap hook.
Ensure that the tape is not damaged anywhere in between to
avoid dropping of bob or tape inside the pipe.
2.) Know the last reading (reference height) of the tank in order to
have a rough idea whether to take sounding or ullage.
3.) Apply water/ oil finding paste to get exact readings.
4.) Drop the tape inside the pipe and make sure it strikes the striker
plate.
5.) Coil up the tape and check for impression of paste and then note
the sounding.
6.) Check the trim and list of the ship to read the correct reading for
volumetric content of the ship.
7.) Note down the sounding in the record book with signature of the
officer in charge.
Sounding Measuring Tape
For Manual measurement of sounding, a measuring tape normally
made up of brass and steel with a weighted bob attached at the
end of the tape is used.
Sounding pastes are also available for both water and gas oil
which highlights the level of fluid in tape.
Reading Draft Marks
Procedure for Reading Draft Marks: Draft marks are numbers marked on each side of the bow and stern of
the vessel. Draft marks show the distance from the bottom of the keel to the waterline. Use the small boat
to go around the ship and get as near as possible to the draft mark for best viewing. This process is hard to
do and involves many rules of conduct to gain the correctness and accuracy of Draft Survey itself
Comment: Visually, Density Hydrometer and Specific Gravity Hydrometer are same but differ in
scale and calibration temperatures. Before using the hydrometer be sure about the type so that
you can select right ASTM tables for density/specific gravity correction. Because the ASTM
tables for density and specific gravity correction are different. For density hydrometer ASTM53B
and for specific gravity hydrometer ASTM 23B are used.
How to take reading from a hydrometer?
How to take reading from a hydrometer:
Carefully insert the hydrometer into the liquid, holding it at the top of
the stem, and release it when it is approximately at its position of
equilibrium.
Note the reading approximately, and then by pressing on the top of the
stem push the hydrometer into the liquid a few millimetres and no more
beyond its equilibrium position. Do not grip the stem, but allow it to rest
lightly between finger and thumb. Excess liquid on the stem above the
surface can affect the reading.
Release the hydrometer; it should rise steadily and after a few
oscillations settle down to its position of equilibrium.
If during these oscillations the meniscus is crinkled or dragged out of
shape by the motion of the hydrometer, this indicates that either the
hydrometer or the surface of the liquid is not clean. Carefully clean the
hydrometer stem. If the meniscus remains unchanged as the
hydrometer rises and falls, then the hydrometer and liquid surface are
clean, and a reading can be taken.
The correct scale reading is that corresponding to the plane of
intersection of the horizontal liquid surface and the stem. This is not the
point where the surface of the liquid actually touches the hydrometer
stem. Take the reading by viewing the scale through the liquid, and
adjusting your line of sight until it is in the plane of the horizontal liquid
surface. Do not take a reading if the hydrometer is touching the side of
the hydrometer jar.
Measuring The Temperature
LIST and TRIM Correction Table: A certified calibration table for LIST and TRIM correction table.
Calibration Tables:
A certified capacity table derived from the tank dimension to measure the bulk volume by providing tank
sounding/ullage data. Make sure that the calibration table is original and accurate. It is not unknown for
duplicate barge tables to be used. At first sight they appear in order but have, in fact, been modified to
the advantage of the supplier. Inserted pages, photocopies, corrections, different print and paper types
are all indications of tampering.
Meter Readings:
If fuel oil delivery is determined by a meter reading, air may be pumped which will reduce the amount
actually delivered. Meter readings record a volume which has to be converted to weight by knowledge of
the density.
Ullage:
The delivery barge contends that seals on sounding pipes cannot be broken. The statement is usually
backed by excuses such as customs seals or a seized sounding cock. As an alternative to gauging the tanks.
fuel oil is delivered by meter and air is pumped through the meter to increase the measured
delivery displayed
ASTM D1250: This guide explains in detail about use of the following petroleum measurement tables
TABLE VOLUME NAME
5A VOLUME I GENERALIZED CRUDE OILS CORRECTION OF OBSERVED API GRAVITY TO API GRAVITY AT 60 oF
5B VOLUME II GENERALIZED PRODUCTS CORECTION OF OBSERVED API GRAVITY TO API GRAVITY AT 60 oF
6A VOLUME I GENERALIZED CRUDE OILS CORRECTION OF VOLUME TO 60oF AGAINST API GRAVITY AT 60oF
6B VOLUME II GENERALIZED PRODUCTS CORRECTION OF VOLUME TO 60oF AGAINST API GRAVITY AT 60oF
VOLUME CORRECTION FACTORS FOR INDIVIDUAL AND SPECIAL APPLICATIONS VOLUME CORRECTION TO 60 oF
6C VOLUME III
AGAINST THERMAL COEFFICIENTS A 60oF
23A VOLUME IV GENERALIZED CRUDE OILS CORRECTION OF OBSERVED RELATIVE DENSITY TO RELATIVE DENSITY AT 60/60oF
23B VOLUME V GENERALIZED PRODUCTS CORRECTION OF OBSERVED RELATIVE DENSITY TO RELATIVE DENSITY AT 60/60oF
24A VOLUME IV GENERALIZED CRUDE OILS CORRECTION OF VOLUME TO 60oF AGAINST RELATIVE DENSITY 60/60oF
24B VOLUME V GENERALIZED PRODUCTS CORRECTION OF VOLUME TO 60oF AGAINST RELATIVE DENSITY 60/60oF
VOLUME CORRECTION FACTORS FOR INDIVIDUAL AND SPECIAL APPLICATIONS VOLUME CORRECTION TO 60oF
24C VOLUME VI
AGAINST THERMAL COEFFICIENTS A 60oF
53A VOLUME VII GENERALIZED CRUDE OILS CORRECTION OF OBSERVED DENSITY TO DENSITY AT 15oC
53B VOLUME VIII GENERALIZED PRODUCTS CORRECTION OF OBSERVED DENSITY TO DENSITY AT 15oC
54A VOLUME VII GENERALIZED CRUDE OILS CORRECTION OF VOLUME TO 15oC AGAINST DENSITY AT 15oC
54B VOLUME VIII GENERALIZED PRODUCTS CORRECTION OF VOLUME TO 15oC AGAINST DENSITY AT 15oC
VOLUME CORRECTION FACTORS FOR INDIVIDUAL AND SPECIAL APPLICATIONS VOLUME CORRECTION TO 15 oC
54C VOLUME IX
AGAINST THERMAL COEFFICIENTS A T 15oC
Care should be taken before signing the BDR. For example, the bunkers should not be
signed for in weight form, only for volume at observed temperature. The actual weight
can only be calculated after a representative sample of the delivery has been tested for
density.
Bunker Checklist:
Bunkering is often carried out when the engineering staff are under pressure in both time and
manpower. Key checks are often missed and only come to light when it is too late. A few relevant
points are detailed below:
1. The purchaser should obtain specification acceptance from the supplier.
2. Purchaser needs to advise ships Staffs what grade of fuel will be delivered and how transferred.
3. Fuels from different deliveries should be segregated as far as practical.
4. All receiving tanks need to be gauged prior to taking fuel.
5. Dont sign any documentation unless you have witnessed the actual event.
6. Always take up witness offers made by the supplier
7. If the suppliers sampling method is unknown, then sign adding the words for receipt only - source
unknown.
8. Always take a fuel sample using a continuous drip method.
9. Take one sample per barge/ delivery
10. Sign the BDR for volume only, if necessary adding the words for volume only - weight to be
determined after density tests.
11. Ensure good records are kept throughout the bunkering.
12. Keep accurate engine logs in the event of any subsequent problems
13. Keep fuel samples for at least 12 months.
14. Test all fuel on delivery for Viscosity, Density, Water,Stability, Pour Point and Salt (if water present).
15. Use a laboratory to check results in the event of any discrepancies being indicated by on-site test
equipment.
MARPOL Annex VI Summery:
MARPOL: MARPOL 73/78 is the International Convention for the Prevention of Pollution From Ships, 1973
as modified by the Protocol of 1978. (MARPOL is short form of Marine Pollution and 73/78 short for
the years 1973 and 1978)
Fuel oil purchasers need to advise the ships staff what grade of fuel they will receive and how it will be
transferred.
Fuels from different deliveries should be segregated as far as is practicable
All receiving fuel oil tanks need to be gauged and the results recorded prior to taking delivery of fuel
Dont sign any documentation before you have witnessed the actual event
Always take up witness offers made by the suppliers representatives.
If the origin and method by which the suppliers sample was obtained is unknown then sign for it
adding the words for receipt only - source unknown
Fuel oil samples should always be taken by continuous-drip method throughout the bunkering.
If the fuel oil delivered is supplied by more than one barge, a sample should be taken of each fuel oil
from the supplying barges.
Sign the bunker delivery receipt only for volume delivered. If the supplier insists on a signature for
weight add for volume only - weight to be determined after density testing of representative sample.
Comment : Make sure that what you sign for is what you get. Be certain that the bunker receipt reflects the facts
as witnessed. Do not sign anything unless you have witnessed it. Always take a representative sample.
Guidelines for the Sampling of Fuel Oil for Determination of Compliance with ANNEX VI of
MARPOL 73/78
Definitions:
Suppliers representative: Suppliers representative is the individual from the bunker tanker who is responsible for the
delivery and documentation or, in the case of deliveries direct from the shore to the ship, the person who is responsible
for the delivery and documentation.
Ships representative: Ships representative is the ships master or officer in charge who is responsible for receiving
bunkers and documentation.
Representative Sample: Representative sample is a product specimen having its physical and chemical characteristics
identical to the average characteristics of the total volume being sampled.
Primary Sample: Primary Sample is the representative sample of the fuel delivered to the ship collected throughout the
bunkering period obtained by the sampling equipment positioned at the bunker manifold of the receiving ship.
Retained sample: Retained sample is the representative sample in accordance with regulation 18(6) of Annex VI to
MARPOL 73/78, of the fuel delivered to the ship derived from the primary sample.
Sampling Method: The primary sample should be obtained by one of the following methods.
1. Manual valve-setting continuous-drip sampler
2. Time-Proportional automatic sampler
3. Flow-Proportional automatic sampler
Sampling equipment should be used in accordance with manufacturers instructions or guidelines as appropriate.
Guidelines for the Sampling of Fuel Oil for Determination of Compliance with ANNEX VI of
MARPOL 73/78
Manual Continuous Drip
Sampler
AUTOMATIC
SAMPLER
Sampling location: For the purpose of these guidelines a sample of the fuel delivered to the ship should be
obtained at the receiving ships inlet bunker manifold and should be drawn continuously throughout the bunker
delivery period.
Guidelines for the Sampling of Fuel Oil for Determination of Compliance with ANNEX
VI of MARPOL 73/78
Sealing of the retained sample: Immediately following collection of the retained sample, a tamper proof security
seal with a unique means of identification should be installed by the suppliers representative in the presence of ships
representative. A label containing the following information should be secured
Comment : Make sure that what you sign for is what you get. Be certain that the bunker
receipt reflects the facts as witnessed. Do not sign anything unless you have witnessed
it. Always take a representative sample.
Necessary Tools/Documents Required for Bunker Calculation
Sounding Tape
Thermometer
Density Hydrometer
Water Finding Paste(For MDO)
Bunker Delivery Notes (BDN)
ASTM 53B table for density correction
ASTM 54B table for VCF calculation
ASTM 56D table for weight correction
Calculator
Sample bottles
Pre-Bunker Data Collection in Existing Bunkering
Measuring The Density: To measure the density, a fuel sample is drawn from randomly selected tank of
the tanker. Sometimes average density of multiple tanks are used.
Measuring The Temperature: The Temperature is measured using a mercury thermometer.
Pre-bunker Tank Gauging/Sounding: Using a suitable sounding tape the soundings of associated tanks
of the tanker are taken and calculate the corresponding volumes from the tank capacity/calibration
tables.
Tank Calibration/Capacity
Tables Observed Temperature (oC)
Quantity in
(Kg)
1000
ASTM 53B
Density at 15oC (Kg/m3)
Observed Temperature of Representative Sample oC
ASTM 54B
ASTM
Standard Volume at 15 oC (m3) Weight Correction Factor (WCF)
56D
As the density determined from a representative sample of the bunkering is 984.994 kg/m3;
the actual weight transferred in air = 980.019 * 1066.88/1000 * 0.978919
= 1044.07 MT
If the density is not determined from a representative sample, the BDR should be signed only for volume. If the supplier
insists on a signature for weight, add for volume only - weight to be determined after density testing of a
representative sample.
Comment: The example calculation given for a fuel delivery changed the actual delivery from:
1055.04 Changes to 1044.07 MT a savings of 10.97 MT or $8776 at $800/MT
Bunker Quantity Determination Software Package
This is the software Package designed to automate entire bunker calculation process
without compromising with any standard. All of the petroleum measurement
tables required to work with Density, API Gravity or Specific Gravity are embedded
in this software. This is light weight and can be used without installation in any windows based
system.
To download a demo visit authors personal website www.moynulislam.com and see under
Application tab.
Applicability: Crude Oils, Gasolenes, Transition Zone, Jet Fuels, Fuel Oils and Lubricants
The main feature of this software is interactive conversion capabilities. With a single click one can
switch from one measurement standard (say, Density based measurement to APIG based
measurement) to another standard without changing the existing values. The accuracy of the
calculation has been tested by comparing with DNVPS software Bunker Master 2.0 and with
Shells BunkerCalc. This software can be used universally to calculate the actual fuel quantity.
Additionally this software contains energy calculation tools, density conversion tools, VCF
calculation tools, WCF calculation tools, MT calculation tools etc. and much more.
The VB based software is featured with OFF HIRE BUNKER SURVEY, BUNKER ROB SURVEY,
ULLAGE REPORT GENERATION, and BUNKER STEM SURVEY
To try it out please visit www.moynulislam.com under Applications tab
Bunker Quantity Determination Software Package
Database
SN Description Version
Availability
01 Bunker ROB Survey + Bunker Detective Survey (221B survey) Workbook DENS/M3/oC Yes
02 Bunker Stem Survey Workbook DENS/M3/oC Yes
03 ON-OFF-HIRE Survey Workbook DENS/M3/oC Yes
04 Bunker ROB Survey + Bunker Detective Survey (221B survey) Workbook APIG/US, bbl/oF Yes
05 Bunker Stem Survey Workbook APIG/US, bbl/oF Yes
06 ON-OFF-HIRE Workbook APIG/US, bbl/oF Yes
07 Bunker ROB Survey + Bunker Detective Survey (221B survey) Workbook DENS/M3/oC No
08 Bunker Stem Survey Workbook DENS/M3/oC No
09 ON-OFF-HIRE Survey Workbook DENS/M3/oC No
10 Bunker ROB Survey + Bunker Detective Survey (221B survey) Workbook APIG/US, bbl/oF No
11 Bunker Stem Survey Workbook APIG/US, bbl/oF No
12 ON-OFF-HIRE Survey Workbook APIG/US, bbl/oF No
Above workbooks are designed for HSFO, LSFO, MDO, LSMDO, MGO and LSMGO. But it is possible to customize for other
refined products like Gasolenes, Naphtha, Jet Fuels and Lube Oils and also for Crude Oil.
13 Draught Survey Workbook and Wedge Volume Calculation
14 Workbook with necessary tools (1D, 2D Interpolation, Density<> APIG<> SG<> conversion, Blended Density
Calculation, Temperature Conversion etc and much more) required by bunker surveyors
PIFMS | BUNKER MANAGER ROB+221B SURVEY
This is a database embedded customized workbook for Bunker ROB and Bunker Detective
Survey (221B Survey) where a surveyor can store his all survey related information in a
built-in database which one can retrieve for further processing.
This program is designed, considering Bunker ROB Surveyors requirements. With a single click you can generate your all
survey reports like VESSEL GAUGING REPORT, BUNKER ROB CERTIFICATE, 221B REPORT, TIME LOG, SURVEYORS
COMMENTS etc in excel or pdf format. You can directly print or email reports from the program.
To download the demo, visit authors webpage www.moynulislam.com and you will get it under Applications tab.
PIFMS | BUNKER MANAGER generated Vessel gauging report
PIFMS | BUNKER MANAGER generated Vessel gauging report
PIFMS | BUNKER MANAGER BUNKER STEM SURVEY
This is a database embedded customized workbook for Bunker STEM SURVEY where a surveyor can store his all survey
related information in a built-in database which one can retrieve for further processing. It has also built-in report
generation capabilities like ROB SURVEY program. You can generate SUPPLY VESSEL and RECEIVING VESSEL GAUGING REPORTS,
FINAL SURVEY SUMMARY , COQ, TIME LOG, TEMPERATURE LOG, DOCUMENTS CHECKLIST, FUEL SAMPLE INFO, SURVEYOR COMMENTS etc.
To try the demo, visit authors webpage www.moynulislam.com and you will get it under Applications tab.
PIFMS | BUNKER MANAGER generated receiving vessel gauging report
PIFMS | BUNKER MANAGER generated Final Survey Summary Report
PIFMS | BUNKER MANAGER generated Final Survey Summary Report
PIFMS | BUNKER MANAGER generated COQ report
PIFMS | BUNKER MANAGER generated document checklist
PIFMS | BUNKER MANAGER Print Panel and fuel sample information
PIFMS | BUNKER MANAGER ON-HIRE SURVEY CERTIFICATE
PIFMS | DRAUGHTS MASTER
PIFMS | DRAUGHTS MASTER
PIFMS | DRAUGHTS MASTER Certificate of draughts survey
Shore Based Fuel Storage System
3D layout of a shore based power station fuel storage system. This software can
be customized for any tank firm/terminal to automate fuel calculation process.
Shore Based Fuel Storage System Monitoring
This is also another semi-automatic fuel storage monitoring system designed to observe the content of
individual storage tanks. You will need to put the dip and tank temperature manually. This is
customizable for any liquid storage system. Using data acquisition system, it can be made
completely automatic (no human operator is required to show the fuel quantity).
Bunker Delivery in Shore Tanks
It seems that, bunkering in a shore tank is much easier than that of a ship/barge. The transferred fuel volume
(observed volume) is determined from the initial and final tank sounding. The initial and final tank
temperatures are not being considered. But the temperature differences influences the entire calculation
process. In the software below we will estimate, how the differences in temperature participates on
transferred quantity.
Bunker delivery in a shore based storage tank
Effect of Temperature Variation in Bunkering
This is another useful tool for bunker handling in shore tanks. It consider all factors related to bunker quantity and use
dynamic material balance to determine the volume shrinkage/expansion due to the temperature difference of incoming
and receiving vessel. The above picture showing an oil tanker delivering bunker in a shore tank possessing temperature
30oC and after delivery the tank temperature increases to say 40 oC. According to the calculation, the receiving vessel will
pay for 13.83 MT (Expanded quantity) that they have not received if they ignore the temperature correction.
Bunker Handling in Shore Based Storage Tank
The above picture showing an oil tanker delivering bunker in a shore tank possessing temperature
40oC and after delivery the tank temperature drops to say 30 oC. According to the calculation, the
incoming vessel wont find 13.73 MT (Shrinkage quantity) oil if they ignore the temperature
correction.
Quick Volume
Inventory
Control
Bunker Tools
Manager
Prepared By
Md. Moynul Islam
Chemical Engineer
Expertise on Marine Fuels and Lubricants
Contact:
Cell : +8801816449869
Email : engineer@moynulislam.com
Web : www.moynulislam.com
How BargeCalc Works?
Input Variables
LOAD DATABASE Run 2D-Linear Interpolation For
Barge Drafts Select TRIM Correction Table Given Sounding, TRIM and LIST
Tank Sounding Select LIST Correction Table Values
Tank Temperature
Density at 15oC
LIST and TRIM Corrected
Volume
Web : www.moynulislam.com
Email : engineer@moynulislam.com
Mobile: +8801816449869
Skype : moynulbd