Technical Aspects of Identifying and Managing Bunker Problems

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
Water
Ash
Vanadium
Sodium
CCAI
2. Sampling operation
Representative sampling
IMO sampling guidelines
In-line continuous drip sample
Labelling / sealing of samples
Pitfalls in sampling
3. Shore based testing of fuel
Why
Selection of laboratory
Procedure
6. Suggestions / Conclusions
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
injection from high acidic compounds
Acid number
Provide improved margin of safety by

reducing risk of exposure to shipboard
crew
H2S
(from 1st July 2012)
Avoid fuel pump wear due to too low

lubricity
Lubricity
(for samples with S<0.05%)
Minimize addition of bio-diesel (FAME)

to reduce storage risk on board vessel
Oxidation stability
CCAI
Avoid uncharacteristic density viscosity

relationship leading to ignition problem
Sodium
Limit any sea water contamination and

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

at 10% Residue
% m/m
Max
0.30
0.30
0.30
Density at 15C
kg/m3
Max
890.0
890.0
900.0
% 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
Pour point, Winter
Max
-6
-6
Cloud point
Max
-16
Min
45
40
40
35
Calculated Cetane Index

Acid Number
mgKOH/g
Max
0.5
0.5
0.5
0.5
Oxidation stability
g/m3
Max
25
25
25
25
Lubricity, corrected wear scar

diameter (wsd 1.4) at 60C d
um
Max
520
520
520
520
Hydrogen sulphide
mg/kg
Max
2.00
2.00
2.00
2.00
Appearance
Clear & Bright
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
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.
If the sample is not clear and bright, total sediment by hot filtration and water test shall be
required.
Oxidation stability and lubricity tests are not applicable if the sample is not clear and bright.
Applicable if sulphur is less than 0.050% m/m.
Effective only from 1 July 2012.
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
RMK
RMB
RMD
RME
10
30
80
180
180
380
500
700
380
500
700
180.0
380.0
500.0
700.0
380.0
500.0
700.0
RMG
Viscosity at 50C
mm/s
Max
10.00
30.00
80.00
180.0
Density at 15C
kg/m3
Max
920.0
960.0
975.0
991.0
991.0
1010.0
% 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
Water
% V/V
Max
0.30
Pour point (upper) b,

Summer
Max
30
Pour point (upper) b,

Winter
Max
30
Flash point
Min
60.0
Sulphur
% m/m
Max
Statutory requirements
Total Sediment, aged
% m/m
Max
0.10
Acid Number
mgKOH/g
Max
2.5
Used lubricating oils

(ULO):
Calcium and Zinc; or
Calcium and
Phosphorus
mg/kg
Hydrogen sulphide d
mg/kg
Max
870
0.50
The fuel shall be free from ULO, and shall be considered to contain ULO when either one of the following conditions is
met:
Calcium > 30 and zinc >15; or
Calcium > 30 and phosphorus > 15.
2.00
ISO 8217:2010 - MARINE RESIDUAL FUELS

Explanatory notes
a
This residual marine fuel grade is formerly DMC distillate under ISO 8217:2005.
Purchasers shall ensure that this pour point is suitable for the equipment on board, especially
in cold climates.
The purchaser shall define the maximum sulphur content according to the relevant statutory
requirements.
Effective only from 1 July 2012.
Strong acids are not acceptable, even at levels not detectable by the standard test methods for
SAN.
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
Viscosity at 50o C (max)

Density at 15o C (max)
Al+Si (ICP method)
ISO Limit
Reproducibility R
0.59R
Result out of spec

if above this value
(limit + 0.59R)
180 0.074x180=13.32
7.86
187.86
380 0.074x380=28.12
16.59
396.59
991 1.5
0.885
991.885
11.84
71.84
60 0.3345x60=20.07
Flash Point (min)
60o C
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)
Injection Temperature
Fuel Viscosity
cSt
For 10 cSt
100
Injection Temperature
For 15 cSt
Fuel Viscosity
cSt
For 10 cSt
For 15 cSt
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
--------------Source Of Data
Density @ 15oC
Viscosity @ 50oC
Sulfur
Unit
kg/m3
mm2/s
% m/m
Ch.Eng
968.2
160.0
2.47
Test Parameter
-------------Density @ 15oC
Viscosity @ 50oC
Water
Sulfur
Total Sediment Potential
Ash
Vanadium
Sodium
Aluminium
Silicon
Iron
Nickel
Calcium
Magnesium
Lead
Zinc
Phosphorus
Potassium
Pour Point
Flash Point
Unit
---kg/m3
mm2/s
% V/V
% m/m
% m/m
% m/m
% m/m
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
mg/kg
oC
oC
Result
-----987.8
306.7
0.3
14
2.52
0.01
0.08
164
43
13
14
51
52
37
3
LT 1
4
3
LT 1
LT 24
GT 70
RME180
-----991.0
180.0
0.5
15
4.50
0.10
0.10
200
27
40.28
851
80
Calculated Values
----------------Aluminium + Silicon
Net Specific Energy
CCAI (Ignition Quality)
mg/kg
MJ/kg
-
30
60
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

(20x magnification)
Embedded catfines (red arrows) and

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)
curve.
Fuel Ignition Analyser FIA 100/3
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 !!

Technical Aspects of Identifying and Managing Bunker Problems

Uploaded by

Copyright:

Available Formats

Technical Aspects of Identifying and Managing Bunker Problems

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Technical Aspects of Identifying and Managing Bunker Problems

Uploaded by

Copyright:

Available Formats

KALIMBASSIERIS MARITIME

Technical Director, Kalimbassieris Maritime

5. Engine problems due to off-spec bunkers

IMO sampling guidelines

In-line continuous drip sample

Labelling / sealing of samples

3. Shore based testing of fuel

True Value Repeatability Reproducibility

When bunkers are considered off-spec

ISO 8217:2005 Major changes for residual fuels

Restriction of used lubrication oil (ULO) by setting max. limit for

ISO 8217:2010 Significant improvement of fuel quality

Distillate Fuels Residual Fuels

Provide improved margin of safety by

Avoid fuel pump wear due to too low

Minimize addition of bio-diesel (FAME)

Avoid uncharacteristic density viscosity

Limit any sea water contamination and

RMG and RMK grades were expanded to include additional

Sulphur limits were excluded from residual fuel limits, as these

ISO 8217:2010 - MARINE DISTILLATE FUELS

Micro Carbon Residue

Micro Carbon Residue

Total sediment by hot filtration

Pour point, Summer

Pour point, Winter

Calculated Cetane Index

Lubricity, corrected wear scar

Clear & Bright

ISO 8217:2010 - MARINE DISTILLATE FUELS

Applicable if sulphur is less than 0.050% m/m.

Effective only from 1 July 2012.

ISO 8217:2010 - MARINE RESIDUAL FUELS

Micro Carbon Residue

Pour point (upper) b,

Pour point (upper) b,

Total Sediment, aged

Used lubricating oils

ISO 8217:2010 - MARINE RESIDUAL FUELS

Effective only from 1 July 2012.

Implementation of ISO 8217:2005 vs ISO 8217:2010

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

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

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

Very difficult in case of in-line blending

What is representative sample?

IMO Resolution MEPC.182(59)

Came in response to Annex VI to MARPOL 73/78

May form the basis for commercial sampling procedures, as

The sample should be:

In-line continuous drip sampling

Manual continuous drip sampler (DNVPS)

3. Distribute evenly the

How many sample bottles to prepare?

One (1) To bunker suppliers