Technical Aspects of Identifying and Managing Bunker Problems PDF

KALIMBASSIERIS MARITIME
Technical Aspects
of Identifying and Managing
Bunker Problems
The Marine Club, Thursday 8 November 2012
Dimitrios V. Giannakouros,
Naval Architect & Marine Engineer
Technical Director, Kalimbassieris Maritime
1. ISO Standards 5. Engine problems due to off-spec bunkers
ISO 8217:2005 Density
ISO 8217:2010 Viscosity
ISO 8217:2012 Sulphur
Aluminium + Silicon
2. Sampling operation
Water
Representative sampling
Ash
IMO sampling guidelines
Vanadium
In-line continuous drip sample
Sodium
Labelling / sealing of samples
CCAI
Pitfalls in sampling
3. Shore based testing of fuel 6. Suggestions / Conclusions

Why
Selection of laboratory
Procedure
4. Off-spec bunkers
True Value Repeatability Reproducibility
When bunkers are considered off-spec
Fractioning Column
ISO 8217
Petroleum products Fuels (class F)
Specifications of marine fuels
Scope:
It specifies the requirements for petroleum fuels for use in marine
diesel engines and boilers, prior to appropriate treatment before
use
Five editions:
1987 first edition
1996 not in use any more
2005 - most widely used specification
2010 provides for better fuel quality
2012 - adding test method for H2S content
ISO 8217:2005 Major changes for residual fuels
Max. water content 0.5% from 1%

Max. sulphur content 4.5% from 5.0%
Restriction of used lubrication oil (ULO) by setting max. limit for
Zn, Ca & P
Max. ash level 0.15% from 0.2% (for some highly viscous grades)
However, some characteristics not yet included or other with too
high limits (e.g. Al + Si, 80 ppm)
2005 version remains the most widely used specification although
since that time the Standard has been revised twice
ISO 8217:2010 Significant improvement of fuel quality
It specifies 4 categories of distillate fuel, one of which is for diesel
engines for emergency purposes, and 6 categories of residual fuel
What is new in 2010 edition ?
Distillate Fuels Residual Fuels Purpose

Minimize damage to diesel engine fuel
Acid number
injection from high acidic compounds
H2S Provide improved margin of safety by

reducing risk of exposure to shipboard
(from 1st July 2012)
crew
Lubricity Avoid fuel pump wear due to too low
(for samples with S<0.05%) lubricity
Minimize addition of bio-diesel (FAME)
Oxidation stability
to reduce storage risk on board vessel
Avoid uncharacteristic density viscosity
CCAI
relationship leading to ignition problem
Limit any sea water contamination and
Sodium
restrict high temperature corrosion
What has changed for residual fuels in 2010 edition ?
RMA 10 grade was added (previous DMC grade)

RMG and RMK grades were expanded to include additional
viscosity grades
RMF and RMH grades were removed
Sulphur limits were excluded from residual fuel limits, as these
are controlled by statutory requirements
Sulphur limits for distillate fuels were retained
Ash limit values, for residual fuels, were reduced for many of
the categories (RMG 380 from 0.15% m/m to 0.10% m/m)
Vanadium limit for RMG 380 was increased from 300 ppm to
350 ppm
Vanadium limits for other grades were reduced, but for RMB 30
where limit remained unchanged
Catfine (Al + Si) limits were reduced from 80 ppm to 60 ppm
ISO 8217:2010 - MARINE DISTILLATE FUELS
Parameter Unit Limit DMX DMA DMZ DMB
Viscosity at 40C mm/s Max 5.500 6.000 6.000 11.00
Viscosity at 40C mm/s Min 1.400 2.000 3.000 2.000
Micro Carbon Residue
% m/m Max 0.30 0.30 0.30 -
at 10% Residue
Density at 15C kg/m3 Max - 890.0 890.0 900.0
Micro Carbon Residue % m/m Max - - - 0.30
Sulphur a % m/m Max 1.00 1.50 1.50 2.00
Water % V/V Max - - - 0.30 b
Total sediment by hot filtration % m/m Max - - - 0.10 b
Ash % m/m Max 0.010 0.010 0.010 0.010
Flash point 0C Min 43.0 60.0 60.0 60.0
Pour point, Summer 0C Max - 0 0 6
Pour point, Winter C Max - -6 -6 0
Cloud point C Max -16 - - -
Calculated Cetane Index Min 45 40 40 35
Acid Number mgKOH/g Max 0.5 0.5 0.5 0.5
Oxidation stability g/m3 Max 25 25 25 25 c
Lubricity, corrected wear scar

um Max 520 520 520 520 c
diameter (wsd 1.4) at 60C d
Hydrogen sulphide e mg/kg Max 2.00 2.00 2.00 2.00
Appearance Clear & Bright f b, c

ISO 8217:2010 - MARINE DISTILLATE FUELS
Explanatory notes
A sulphur limit of 1.00% m/m applies in the Emission Control Areas designated by the
a International Maritime Organization. As there may be local variations, the purchaser shall
define the maximum sulphur content according to the relevant statutory requirements,
notwithstanding the limits given in this table.
b If the sample is not clear and bright, total sediment by hot filtration and water test shall be
required.
c Oxidation stability and lubricity tests are not applicable if the sample is not clear and bright.
d Applicable if sulphur is less than 0.050% m/m.
e Effective only from 1 July 2012.
f If the sample is dyed and not transparent, water test shall be required. The water content
shall not exceed 200 mg/kg (0.02% m/m).
ISO 8217:2010 - MARINE RESIDUAL FUELS
Parameter Unit Limit RMA a RMB RMD RME RMG RMK
10 30 80 180 180 380 500 700 380 500 700
Viscosity at 50C mm/s Max 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0
Density at 15C kg/m3 Max 920.0 960.0 975.0 991.0 991.0 1010.0
Micro Carbon Residue % m/m Max 2.50 10.00 14.00 15.00 18.00 20.00
Aluminium + Silicon mg/kg Max 25 40 50 60
Sodium mg/kg Max 50 100 50 100
Ash % m/m Max 0.040 0.070 0.100 0.150
Vanadium mg/kg Max 50 150 350 450
CCAI - Max 850 860 870
Water % V/V Max 0.30 0.50
Pour point (upper) b, C Max 6 30

Summer
Pour point (upper) b, C Max 0 30

Winter
Flash point C Min 60.0
Sulphur c % m/m Max Statutory requirements
Total Sediment, aged % m/m Max 0.10
Acid Number e mgKOH/g Max 2.5
Used lubricating oils mg/kg - The fuel shall be free from ULO, and shall be considered to contain ULO when either one of the following conditions is
(ULO): met:
Calcium and Zinc; or Calcium > 30 and zinc >15; or
Calcium and Calcium > 30 and phosphorus > 15.
Phosphorus
Hydrogen sulphide d mg/kg Max 2.00

ISO 8217:2010 - MARINE RESIDUAL FUELS
Explanatory notes
a This residual marine fuel grade is formerly DMC distillate under ISO 8217:2005.
b Purchasers shall ensure that this pour point is suitable for the equipment on board, especially
in cold climates.
c The purchaser shall define the maximum sulphur content according to the relevant statutory
requirements.
d Effective only from 1 July 2012.
Strong acids are not acceptable, even at levels not detectable by the standard test methods for
SAN.
e As acid numbers below the values stated in the table do not guarantee that the fuels are free
from problems associated with the presence of acidic compounds, it is the responsibility of the
supplier and the purchaser to agree upon an acceptable acid number.
Implementation of ISO 8217:2005 vs ISO 8217:2010
Source DNVPS
Why to change to ISO 8217:2010 when ordering fuel?

Provides for better fuel quality
Improvement of the safety levels in shipboard operation
Reduced engine damage and consequential risks
Positively affects Owners image and reputation

ISO 8217:2012
Became available on 15th August 2012, in response to concerns

for measuring H2S content
Introduced test method, IP 570, Procedure A (with Vapour Phase
Processor) as the reference test method
Therefore, when moving from ISO 8217:2005 ....

...go straight to ISO 8217:2012
SAMPLING OPERATION
Maybe the most important aspect during bunkering

Provides evidence for possible quality disputes
Should be carried out with methodical manner and utmost care
Main objective: to obtain representative sample from the bunkered
fuel
Very difficult in case of in-line blending
What is representative sample?
a product specimen having its physical

and chemical characteristics identical
to the average characteristics of the
total volume being sampled
IMO Resolution MEPC.182(59)

IMO Resolution MEPC.182(59)

2009 Guidelines for the sampling of fuel oil for
determination of compliance with the revised MARPOL
Annex VI
Came in response to Annex VI to MARPOL 73/78

(regulation 18.8.1: BDN shall be accompanied by
a representative sample of the fuel oil delivered)
Is based on the ISO Technical report No. ISO/TR 13739
Provides guidelines for sampling method & location, sample

taking, integrity, handling, sealing and storage
Refers to MARPOL sample, only
May form the basis for commercial sampling procedures, as

well
The sample should be:
Collected throughout the bunkering period

Obtained by the sampling equipment positioned at the bunker
manifold of the receiving ship
Obtained by manual valve-setting continuous-drip sampler; or
time / flow proportional automatic sampler
Of sufficient quantity not less than 400 ml (bottle filled to 90%
5% capacity), properly sealed and labelled
Kept in a safe storage location, not subject to elevated
temperatures, preferably at a cool/ambient temperature, and not
exposed to direct sunlight
Retained under the ships control until the fuel oil is substantially
consumed, but in any case for a period of not less than 12 months
from the time of delivery
In-line continuous drip sampling

Manual or automatic
Manual sampler developed by DNVPS
Consists of sample probe with holes, screwed into stainless steel
flange, through which sample is collected in cubitainer
Manual continuous drip sampling is as good as the automatic
one, provided recommended procedure will be followed with
care
Photos by
DNVPS
Manual continuous drip sampler (DNVPS)

Automatic continuous bunker sampler
The sampler is connected

directly to the bunker manifold
by pipe fittings
After start, it will fill one 5 litre

cubitainer and stop automatically
after the preset bunker time in
hours has expired
Remember to:
1. Stir & Shake the cubitainer
before distributing the sample
2. Reduce viscosity of sample, if
cold weather, for assisting
mixing
3. Distribute evenly the

sample into individual
bottles, by filling
each bottle a little at
a time
4. Ensure that the
contents of each
bottle are similar
Photos by DNVPS
How many sample bottles to prepare?

One (1) To laboratory for testing
One (1) To be kept onboard as reference
One (1) To bunker suppliers
One (1) MARPOL sample to be kept onboard for 12 months
(cannot be used for commercial analysis)
Totally 4 sample bottles (at least)
Photos by
DNVPS
Maritime and Port Authority of

Singapore Code of Practice
for Bunkering (CP 60)
5 samples to be collected:
1. One sample for the vessel

2. One MARPOL sample for the
vessels retention
3. One sample for the bunker tanker
4. One sample for the bunker
surveyor, if engaged (if not,this
fourth sample shall be retained by
the bunker tanker)
5. One sample for the vessel, if the
vessel is on a fuel quality testing
programme (if not,this sample
needs not be collected)
Sealing & Labelling

Follow the IMO Guidelines - Resolution MEPC.182(59)
Installation of security seal with identification no. by the
suppliers representative in the presence of the ships staff
The label of sample bottles should indicate:
1. location at which, and the method by which, the sample was
drawn;
2. date / place of commencement of delivery;
3. name of bunker tanker/bunker installation;
4. name and IMO number of the receiving ship;
5. signatures and names of the suppliers representative and the
ships representative;
6. details of seal identification; and
7. bunker grade
Seal number to be also recorded on the BDN

Sampling can go wrong in case of:

Taking spot samples from drain cocks
Using a dirty continuous drip sampler
Using unclean and wet cubitainer and sample bottles
Pouring the cubitainer content into sample bottles without
shaking
Unevenly distributing the bulk sample into the bottles
Accepting uncontrolled samples given by the bunker suppliers
And always have in mind:
Testing results are as good as the

sample given for analysis
SHORE BASED TESTING OF BUNKERED FUEL

Is it necessary and why?
1. Assess conformation with

specification or other quality
requirements
2. Decide on the acceptance of the
product prior to its use
3. Take the required measures onboard for fuel oil treatment,

aiming at minimizing the problems during or after consumption
Do not ignore that lack of testing or the improper use of off-spec

bunkers can lead to extensive damage to vessels machinery,
which is costly both to Owner and the insurer
Criteria for laboratory selection
Being independent
Having experience with the testing of fuel oils
Using the appropriate test methods as listed in the ISO 8217
Standard
Being certified as per ISO or accredited as per National
accreditation scheme
Providing results promptly
Providing commercial & technical advice regarding the
results
Being recognized by all parties in case of quality dispute
The biggest not always the best
In case of doubt, seek advice from technical consultant

Which is the procedure?

Agreeing with the other parties on:
samples to be analysed
nature and extent of analysis
standards to be used
laboratory to be used
Ensuring that the correct sample(s) is (are) brought to the lab
Ensuring that all parties are in attendance
Checking whether the seal of the bottle(s) is (are) intact
Taking photos of the bottle/seal before breaking the seal
Unsealing the bottle in the presence of parties in attendance
Re-sealing the bottle with new seals, in case analysis is to be
repeated (at same or another lab)
Signing a relevant unsealing/re-sealing protocol that is normally
prepared on the spot by the lab
When bunkers are off spec ?
True value
The limits specified in the ISO 8217 standard refer to the true
value of a given property as measured by the specified method
True value is the average of an infinite number of single results
obtained by an infinite number of laboratories (ISO 4259:2006)
The true value can never be obtained
Repeatability, r
The variation of results, when a fuel test is run a number of times
at the same laboratory, by the same person, on the same sample,
under the same conditions
Reproducibility, R
The variation of results, when two different laboratories test the
same sample using the same method
After a single test result:
For the receiver, the fuel fails the specification limit,

with 95% confidence, only if:
Test result > limit + 0.59 x R (for max. limits) or

Test result < limit - 0.59 x R (for min. limits)
For the supplier, the fuel meets the specification limit,

with 95% confidence, only if:
Test result limit - 0.59 x R (for max. limits) or

Test result limit + 0.59 x R (for min. limits)
Two examples:
Kinematic viscosity - RMG 380 grade
Maximum limit = 380 cSt at 50o C
R = 0.074 x 380
Variation (margin) of result = 0.59 x 0.074 x 380 cSt = 16.59 cSt
Therefore, a residual fuel of RMG 380 grade is considered to fail the
viscosity specification, with 95% confidence, if the single test result
is greater than 396.59 cSt at 50o C
Cat fines (Al + Si) - RMG 180 grade

Maximum limit = 60 ppm
R = 0.3345 x 60
Variation (margin) of result = 0.59 x 0.3345 x 60 ppm = 11.84 ppm
Therefore, a residual fuel of RMG 180 grade is considered to fail the
cat fines specification, with 95% confidence, if the single test result
is greater than 71.84 ppm
Interpretation of a single test result
ISO 4259:2006
Petroleum products - Determination and application of precision
data in relation to methods of test
Quality Parameter ISO Limit Reproducibility R 0.59R Result out of spec

if above this value
(limit + 0.59R)
Viscosity at 50o C (max) 180 0.074x180=13.32 7.86 187.86
380 0.074x380=28.12 16.59 396.59
Density at 15o C (max) 991 1.5 0.885 991.885
Al+Si (ICP method) 60 0.3345x60=20.07 11.84 71.84
Flash Point (min) 60o C 6 3.54 56.46

Ash 0.1% 0.024 0.014 0.114
Total Sediment 0.1% 0.294x0.1=0.055 0.032 0.132
Contracts signed between fuel sellers and buyers, refer to ISO

4259
In practice, test results are not interpreted according to ISO 4259
provisions
It is common for the bunker receivers to raise a claim even when
the single test results are outside the limits prescribed by the ISO
8217 standard, i.e. without taking into account the R margins
ISO 4529 provides a specific procedure if the receiver and the
supplier have tested the same sample in different laboratories and
find that they cannot agree on the value to be accepted
Most bunker disputes between receivers and suppliers are solved
on commercial basis
Owners to have in mind that if a dispute is referred to arbitration,
the suppliers are normally entitled to make use of the ISO 4259
Standard provisions
SPECIFIED PARAMETERS FOR IFO 180 - RME 180 & TEST RESULTS
Parameters Units Test Results Specification Limits
------------------------------------------------------------------------------------------------------------
Density @ 15C kg/m3 984.7 (991.0 Max)
Viscocity @50C cSt 187.1 (180.0 Max)
Upper Pour Point C 3 (30 Max)
Carbon Residue % (mass) 14.92 (15.00 Max)
Ash % (mass) 0.080 (0.100 Max)
Water % (vol) 0.30 (0.50 Max)
Sulphur % (mass) 2.85 (3.50 Max)
Total Sediment Pot. % (mass) 0.02 (0.10 Max)
Vanadium ppm 121 (200 Max)
Al + Si ppm 235 (80 Max)
Flash Point C > 70 (60 Min)
Calcium ppm 7 (- Max)
Zinc ppm < 1 (- Max)
Phosphorus ppm 1 (- Max)
ADDITIONAL PARAMETERS
---------------------
Parameters Test Results Units
---------------------------------------------------------------------------------
Viscocity @100C 22.6 cSt
API Gravity 12.12
Sodium 30 ppm
Aluminium 134 ppm
Silicon 101 ppm
Iron 26 ppm
Lead <1 ppm
Nickel 28 ppm
Magnesium 2 ppm
Potassium 1 ppm
CALCULATED VALUES
-----------------
Parameters Computed Val Units
----------------------------------------------------------------------------------
Net specific energy 40.21 MJ/kg
Gross specific energy 42.51 MJ/kg
CCAI 853
Temperature at injection (for 13 cSt) 120 C
Minimum Transfer Temperature 32 C
Density
Max limits: 991 Kg/m3 (RMG Grade) & 1010 Kg/m3 (RMK Grade)
It is the relation ship between mass and volume at a defined
temperature (15o C)
Increased density may:
- Affect the centrifuge operation (ineffective in water removal)
- Affect the engines performance (increase of CCAI, with
viscosity constant)
- Reduce the specific energy of the fuel
Reduced density than that declared by suppliers, results in
economical loss for the buyers; bunkers are sold by weight, but
delivered by volume
Example: Bunkered quantity delivered onboard: 2000 m3
Density, as declared by the suppliers: 991 Kg/m3
Density, as determined by the laboratory: 985 Kg/m3
Short delivery, 2000 m3 x (991985) Kg/m3=12 tons
Viscosity
Viscosity is a measure of how fuel will flow and it varies with

temperature; as heavy oil is heated, it will flow more easily
Viscosity is measured at 40o C for distillate and 50o C for residual
fuels
For residual oils, the common viscosity is 180 cSt and 380 cSt, but
it reaches up to 700 cSt
Viscosity greater than specified, may affect pumpability,
preheating, settling / separation, spray formation, atomization and
combustion
The maximum viscosity of the fuel that can be used in an engine
depends on the heating facilities available
However, too hot fuel, part of it may turn to gas at the injection
pumps, which is preventing the generation of proper injection
pressure
Increased viscosity is not a problem for the engine, provided that

it is reduced to levels recommended by the engine manufacturers
(10-15 cSt at engine inlet)
Fuel Viscosity Injection Temperature Fuel Viscosity Injection Temperature

cSt For 10 cSt For 15 cSt cSt For 10 cSt For 15 cSt
100 117 101 320 142 125
120 121 105 340 143 126
140 124 108 360 145 127
160 127 111 380 146 128
180 130 113 400 147 129
200 132 116 420 148 130
220 134 118 440 149 131
240 136 119 460 149 132
260 138 121 480 150 133
280 139 122 500 151 134
300 141 124
Receipt Data Unit
------------ ----
Source Of Data Ch.Eng
Density @ 15oC kg/m3 968.2
Viscosity @ 50oC mm2/s 160.0
Sulfur % m/m 2.47
Test Parameter Unit Result RME180

-------------- ---- ------ ------
Density @ 15oC kg/m3 987.8 991.0
Viscosity @ 50oC mm2/s 306.7 180.0
Water % V/V 0.3 0.5
Micro Carbon Residue % m/m 14 15
Sulfur % m/m 2.52 4.50
Total Sediment Potential % m/m 0.01 0.10
Ash % m/m 0.08 0.10
Vanadium mg/kg 164 200
Sodium mg/kg 43
Aluminium mg/kg 13
Silicon mg/kg 14
Iron mg/kg 51
Nickel mg/kg 52
Calcium mg/kg 37
Magnesium mg/kg 3
Lead mg/kg LT 1
Zinc mg/kg 4
Phosphorus mg/kg 3
Potassium mg/kg LT 1
Pour Point oC LT 24 30
Flash Point oC GT 70 60
Calculated Values
-----------------
Aluminium + Silicon mg/kg 27 80
Net Specific Energy MJ/kg 40.28
CCAI (Ignition Quality) - 851
Sulphur
Sulphur content is dependant on the geographical source of crude
oil and the degree of blending with low-sulphur components
Sulphur will burn to form sulphur oxides (SOx) which may convert
to corrosive acids under certain conditions (low temperatures) and
cause corrosion to low temperature zones (cold corrosion)
Acidity is neutralized by the alkalinity of the cylinder lubricating

oil (BN)
Selection of cylinder oil depending on the sulphur content of the

fuel oil
Low-sulphur fuels (below 1%), if used with high BN cylinder

lubricating oil, will result in overdose with alkaline additives,
leading to alkaline deposits on the piston top land
Alkaline deposits will scrape-off cylinder oil film, resulting in dry
friction between the cylinder wall and piston rings and the
development of cylinder liner scuffing
Accumulation of alkaline deposits on piston crowns topland

Recommended action:
Carefully select the cylinder lubricating oil to be compatible
with fuel oil sulphur content
Carry 2 grades of cylinder oil; one for use with high sulphur
fuel and the other for operation on low sulphur fuel
Aluminium + Silicon
Limit as per ISO 8217:2010, RMG & RMK grades 60 ppm (previous
80 ppm)
Hard and abrasive particles used as catalyst in petroleum refining
process
Engine manufacturers limit the amount of catalytic fines in the
fuel injected into the engines to 15 mg/kg
Not always evenly distributed in the fuel. Sometimes accumulated
in the sediment
Very difficult to be removed, as they are attracted to water
droplets
Exceeding the level of Al+Si of 15 mg/kg at the engines inlet ....
Photos by DNVPS
... may cause excessive wear of the components in the combustion

chamber (piston grooves, piston rings, cylinder liners) and of the fuel
injection equipment (fuel pump plunger and barrel, fuel injection
valves)
Precautions to take:
Maintain the separators according

to manufacturers instructions,
using approved spare parts
Ensure efficient centrifuging

through FO separators, which will
reduce Al+Si content to
acceptable levels (reduced
throughput and temperature
around 98C)
Thorough separation required even if bunkered fuel within

specification (catfines settle in the tank and may be supplied
to the FO system during rough weather)
Precautions to take: (continued)
Consider reducing consumption/speed to ensure reduced flow

through separator
Check fuel system efficiency by taking samples before and after

separator, to gauge the fuel oil quality, at intervals of 4 to 6
months
Also take samples before engine inlet, to assess whether

makers requirements are met
Clean storage, settling and service tanks at regular intervals
Train personnel for the operation and maintenance of

separators
If accelerated cylinder liner wear (>0.1mm/1000 hrs), take replica

imprints for microscopic examination, to assess whether catfines
are embedded
Micrograph of normal surface Embedded catfines (red arrows) and

(20x magnification) abrasive wear traces
Water
Allowed up to 0.5% v/v for residual fuels and 0.3% v/v for distillate
fuels (DMB)
Water reduces specific energy
Water may lead to a wide range of engine problems depending on
the source of the water; fresh or seawater
Fresh water contamination from condensation, leaking steam
heating coils, badly set up centrifuges and rain water ingress
through tank lids or sounding pipes
It may lead to corrosion damages to fuel pumps and injectors
Removal of fresh water by centrifuging only if free in the fuel
(emulsification renders the separation difficult, if at all possible)
Seawater contamination, usually from bunkering barges, is more
serious because of the sodium content (1.0% seawater in the fuel
oil corresponds to 100ppm sodium)
Ash deposits on exhaust valves and turbochargers
High-temperature corrosion, as a result of chemical reaction
between the sodium and vanadium in the fuel, when
sodium/vanadium ratio = 1:3
Recommended centrifuging
separation, sufficient settling time,
sufficient heating in the settling
tanks and by the use of proper
draining arrangements on the
settling and service tanks
Ash
Allowed up to 0.15% m/m, for residual and 0.01% m/m, for

distillate fuels
During combustion, metal content is converted into solid ash
particles, which - at certain temperatures - become partly fluid,
adhering and causing corrosion damage to piston crowns, exhaust
valves, turbocharger blade surfaces and boiler tubes
Stiction temperature is lowest for ashes that are rich in vanadium
and/or sodium
A sodium/vanadium ratio of 1:3 is generally facilitating the
phenomenon of high temperature corrosion to occur, as ash
melting temperature is even below 400o C
Ash removal recommended by frequent cleaning
Vanadium
Allowed up to 450 ppm for RMK and 350 ppm for RMG grades
Vanadium in fuel oil occurs naturally and content varies depending
on the origin (Mexican & Venezuelan fuels with highest V content)
Vanadium is not a major problem in itself, but it becomes an issue
when accompanied by high levels of sodium.
No practical methods for removing vanadium onboard a ship. The
only way is to restrict V in the fuel oil is by lowering allowed limit
Sodium
Allowed up to 100 ppm for RMK & RMG grades
Sodium is found originally in fuel oil and very occasionally the
sodium hydroxide used in the refining process
Fuels normally have a sodium content between about 10 ppm and
50 ppm
Sodium in contaminating seawater greatly increases the problems,
i.e. high temperature corrosion (1% by mass seawater 100 ppm
of sodium content)
Unlike vanadium, sodium can be removed by water removal
(centrifugal treatment and settling)
Also, high temperature corrosion problems are limited by:
- Efficient cooling of valve seats and faces
- Use of valve rotators to even out the thermal load on the valves
- Use of corrosion-resistant materials (stellite and nimonic steels)
Calculated Carbon Aromaticity Index (CCAI)
Introduced in ISO 8217:2010

standard. Max. limit 870 for
RMG & RMK grades
CCAI is not determined by a
specific testing method, but
calculated with a specific
formula on the basis of
density and viscosity
CCAI value can be read from
nomogram (aside)
CCAI does not provide
information related to the
combustion characteristics,
but an indication of ignition
delay (knocking)
CCAI between 850 and 860 would

render better fuels. Residual fuels
with a CCAI higher than 870 are
often problematic
FIA (Fuel Ignition Analysis) is a
reliable means to assess the
ignition quality of fuels based on
an actually measured ignition
delay
Ignition quality of a fuel is
expressed as FIA CN (Cetane
Number), ranging for heavy fuels
from less than 18.7 to above 40
The combustion properties of a
fuel are evaluated by means of the
ROHR (Rate of Heat Release) Fuel Ignition Analyser FIA 100/3
curve.
Pressure Curve
Rate of Heat Release (ROHR) Curve

Conclusions / Tips
Order fuel to desired ISO grade and describe it in the charterparty,

as well as in the requisition to supplier
Insist in the fuel meeting the specifications set out in
ISO8217:2010
Take representative samples at the time of delivery. Ensure that
the samples taken are properly labelled
If the supplier takes other samples at the time of the delivery, try
to establish how and when they were obtained. Protest if not
invited to witness the taking of these samples
Make use of reliable fuel testing services such as DNV Petroleum
Services (DNVPS) or Lloyds Register (FOBAS)
Segregate new fuel from that held on board (not always possible
though)
Avoid using new fuel until the analysis results have been examined
and it has been established that it is suitable
Conclusions / Tips (continued)

Maintain records of previous bunkering operations, including BDN
and/or sampling reports
Maintain careful reliable daily records of the contents and
consumption from each fuel tank
Ensure good maintenance and calibration records are kept for all
machinery
Ensure engine log books properly record all temperatures,
pressures and remarks of engine performance on a daily basis
Consider de-bunkering of off-spec bunkers, if unsuitable for use
If inferior quality bunkers have to be used, the charterers (if
purchased the fuel) and bunker supplier should be informed and
put on notice for possible damages. Insurers are also to be
informed
Contact the engine manufacturer for advice, depending on which
parameter is off-specification and/or what the particular problem
is (the degree of quality deviation from the specification must be
considered)
Last, but not least, contact an expert /consultant.
He will provide advice on how to proceed and assist you to solve

the particular problem, to avoid damage and mitigate losses
Thank you, for your attention !!

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KALIMBASSIERIS MARITIME

The Marine Club, Thursday 8 November 2012

3. Shore based testing of fuel 6. Suggestions / Conclusions

Max. water content 0.5% from 1%

Distillate Fuels Residual Fuels Purpose

H2S Provide improved margin of safety by

RMA 10 grade was added (previous DMC grade)

Lubricity, corrected wear scar

Appearance Clear & Bright f b, c

10 30 80 180 180 380 500 700 380 500 700

Aluminium + Silicon mg/kg Max 25 40 50 60

Sodium mg/kg Max 50 100 50 100

Ash % m/m Max 0.040 0.070 0.100 0.150

Vanadium mg/kg Max 50 150 350 450

CCAI - Max 850 860 870

Water % V/V Max 0.30 0.50

Pour point (upper) b, C Max 6 30

Pour point (upper) b, C Max 0 30

Flash point C Min 60.0

Sulphur c % m/m Max Statutory requirements

Total Sediment, aged % m/m Max 0.10

Acid Number e mgKOH/g Max 2.5

Hydrogen sulphide d mg/kg Max 2.00

Implementation of ISO 8217:2005 vs ISO 8217:2010

Why to change to ISO 8217:2010 when ordering fuel?

Improvement of the safety levels in shipboard operation

Reduced engine damage and consequential risks

Positively affects Owners image and reputation

Became available on 15th August 2012, in response to concerns

Therefore, when moving from ISO 8217:2005 ....

Maybe the most important aspect during bunkering

What is representative sample?

a product specimen having its physical

IMO Resolution MEPC.182(59)

IMO Resolution MEPC.182(59)

Came in response to Annex VI to MARPOL 73/78

Is based on the ISO Technical report No. ISO/TR 13739

Provides guidelines for sampling method & location, sample

Refers to MARPOL sample, only

May form the basis for commercial sampling procedures, as

The sample should be:

Collected throughout the bunkering period

In-line continuous drip sampling

Manual continuous drip sampler (DNVPS)

The sampler is connected

After start, it will fill one 5 litre

3. Distribute evenly the

How many sample bottles to prepare?

Totally 4 sample bottles (at least)

Maritime and Port Authority of

1. One sample for the vessel

Sealing & Labelling

Seal number to be also recorded on the BDN

Sampling can go wrong in case of:

And always have in mind:

Testing results are as good as the

SHORE BASED TESTING OF BUNKERED FUEL

1. Assess conformation with

3. Take the required measures onboard for fuel oil treatment,

Do not ignore that lack of testing or the improper use of off-spec

Criteria for laboratory selection

In case of doubt, seek advice from technical consultant

Which is the procedure?