DNV Petroleum Services

Instruction Manual - Part 1

Fuel Quality Testing

Revision September 2013

Contents
Introduction .................................................................................................................................................................................................... 1
Overview of DNVPS Samples .......................................................................................................................................................................... 2
Important notice for sampling ........................................................................................................................................................................ 3
DNVPS line sampler ........................................................................................................................................................................................ 4
Fuel Quality Test Sampling Kit ........................................................................................................................................................................ 5
Ordering of Sampling kits and cubitainers ...................................................................................................................................................... 5
Sampling Procedure for Bunkering ................................................................................................................................................................. 6
Safety Considerations during Sampling ..................................................................................................................................................... 6
Installation and adjusting the line sampler ................................................................................................................................................ 6
Request To Witness Sampling Form .......................................................................................................................................................... 7
Bunkering Completion ............................................................................................................................................................................... 8
Sample Preparation ................................................................................................................................................................................... 8
Sealing the Bottles ..................................................................................................................................................................................... 8
Sample Detail Form ................................................................................................................................................................................... 9
MARPOL Annex VI Sample ....................................................................................................................................................................... 10
Dispatch of Samples ..................................................................................................................................................................................... 11
Line sampler Maintenance ...................................................................................................................................................................... 12
General Guidelines on Bunkering ................................................................................................................................................................. 13
Volume .................................................................................................................................................................................................... 13
Fuel System Check samples (FSC) ................................................................................................................................................................. 15
Sampling and Distribution ....................................................................................................................................................................... 16
FSC Sampling Procedure .......................................................................................................................................................................... 17
Testing and Reporting .............................................................................................................................................................................. 18
Recommendations and Guidelines for disputes ........................................................................................................................................... 19
Recommendations and Guidelines for Tank and Investigation Samples ...................................................................................................... 19
Assistance and Trouble Shooting .................................................................................................................................................................. 21
Information on interpreting test parameters ............................................................................................................................................... 22
Density ..................................................................................................................................................................................................... 22
Viscosity ................................................................................................................................................................................................... 22
Water ....................................................................................................................................................................................................... 22
Micro Carbon Residue ............................................................................................................................................................................. 22
Sulphur .................................................................................................................................................................................................... 23
Sediment.................................................................................................................................................................................................. 23
Ash ........................................................................................................................................................................................................... 23
Catalytic Fines .......................................................................................................................................................................................... 23
Elements .................................................................................................................................................................................................. 24
Flash Point ............................................................................................................................................................................................... 24
Ignition and Combustion Properties ........................................................................................................................................................ 24
Pour Point ................................................................................................................................................................................................ 25
Specific Energy ......................................................................................................................................................................................... 25
Acid Number ............................................................................................................................................................................................ 25
Compatibility ........................................................................................................................................................................................... 25
Compatibility Testing ............................................................................................................................................................................... 26
Chemical and non-fuel related contaminants ......................................................................................................................................... 26
Biofuel and FAME (distillate fuels) ........................................................................................................................................................... 26
Oxidation Stability (distillate fuels) .......................................................................................................................................................... 27
Fourier Transform Infra-Red Screening (distillate fuels) .......................................................................................................................... 27
Bacterial Contamination (distillate fuels) ................................................................................................................................................ 27
Lubricity (distillate fuels) ......................................................................................................................................................................... 28
Hydrogen Sulphide (H2S) ......................................................................................................................................................................... 28
Singapore Standard SS600 Sampling Procedures (key steps) .................................................................................................................... 29

Introduction
Thank you for choosing DNV Petroleum Services (DNVPS) as your fuel management partner. DNVPS is
committed to providing you with the best possible marine fuel management solutions.
DNVPS introduced the Fuel Quality Testing (FQT) service in 1980 to meet the needs of a maritime community
seriously concerned about the quality of bunkers supplied in ports worldwide. Over the years, the problems
encountered by ship-owners and operators in the procurement and use of marine fuels have not diminished.
DNVPS fulfills the requirements of an independent international testing service which is credible both to shipowners and suppliers alike. Four wholly-owned and ISO 17025 accredited laboratories strategically located in
Singapore, Rotterdam, Fujairah and Houston is operated so that fuel samples will reach the appropriate DNVPS
laboratory in the shortest possible time. Assisted by use of the Control Tower Intergrated System (CTIS), to
avoid sample transportation delays, this in turn facilitates fast turnaround of test results and operational
advice.
DNVPS has thus far tested more than 1 million marine fuel samples in our FQT programme. An extensive
monitoring network makes it possible to spot fuel quality problems in bunkering ports around the world and
the Bunker Alert service will immediate notify of the risk, exclusively to members of the DNVPS FQT
programme.
The DNVPS FQT programme provides ship operators with sampling procedures in accordance with MARPOL
Annex VI requirements inclusive of the required documentation. All DNVPS sampling equipment (sample
bottles, seals, cubitainers and line samplers) are MARPOL compliant.
DNVPS provides a whole range of products and services, some of which are listed below;
Sampling equipment (line sampler, sampling kits, cubitainers)
Technical seminars
Fuel System Check (FSC), monitoring and performance of onboard fuel treatment
Bunker Quantity Surveys (BQS)
Bunker quality statistics (including FuelWise, a 'live' data service
BunkerMaster, bunker management software with a suite of calculation tools and electronic forms
Provision of Information and updates concerning current bunker requirements and industry practices
TOP Monitoring - engine performance monitoring helping ship operators optimize fuel efficiency and
savings
Trouble shooting services, DNVPS is in the forefront of developing extended analytical services for marine fuels,
including ignition and combustion services as well as advanced investigative testing for detecting chemical
wastes and/or other contaminants. These services are all conducted in-house by DNVPS own experts and
other testing services such as metallurgical failure investigation can also be provided.
Whether you are already a member or you are new to the DNVPS testing programme, please go through both
parts of the instruction manual to fully enjoy the benefits offered by DNVPS.
1

Overview of DNVPS Samples

The diagram below describes the purpose of each of the fuel oil samples to be taken routinely under the
DNVPS Fuel Quality Testing (FQT) and Fuel System Check (FSC) programme, as well as the associated labels
accompanying these samples.

Sample to laboratory
This sample is to be identified with the white FQT label and sealed
with a security seal. This sample should be sent immediately to a
DNVPS laboratory for fuel quality testing. Dispatch for analysis to
the appropriate DNVPS laboratory in accordance with the given
instructions (see page 11).

Ships retained sample

This sample is to be identified with the white FQT label and sealed
with a security seal. This sample should be retained on board.
In the event of a dispute, the sample may be required to be sent to a
laboratory for testing. In such cases witnessing of the breaking of the
seal and testing is often required in the presence of the parties
involved.

Sample to supplier
This sample is to be identified with the white FQT label and sealed
with a security seal. This sample should be given to the supplier.
If the supplier declines or discards the sample, make sure that this is
recorded in the ship's log.

Fuel System Check (FSC) samples

The purpose of these samples is to verify the efficiency of the fuel
treatment system. FSC samples are to be identified with the red FSC
label and sealed with a security seal. The special FSC cardboard box
can be used for shipment. Dispatch for analysis to the appropriate
DNVPS laboratory in accordance with the given instructions (see
page 11).

Please note that each sample should be duly filled (i.e. FILL TO THIS LINE), sealed and the respective labels
attached.
2

Important notice for sampling

In order to obtain a representative sample of the fuel delivered to the ship, the sample has to be drawn
continuously throughout the entire bunkering process. To achieve this, DNVPS strongly recommends the use of
a DNVPS continuous drip line sampler together with clean DNVPS cubitainers.
The DNVPS line sampler should be sealed to prevent tampering during the sampling operation. Please note
that the use of a continuous drip or auto-sampler is required by resolution MEPC.182(59) "Guidelines for the
Sampling of Fuel Oil for Determination of Compliance with the revised Annex VI of MARPOL".
DNVPS advocates Custody Transfer Sampling, which is also a requirement under the Singapore Code of Practice
for Bunkering (SS600), see page 29 for more information on SS600. The recommended location for Custody
Transfer Sampling is at the ship's manifold. If for any reason the sample cannot be taken at the ships manifold,
such reasons should be recorded in the ships log.
It should be noted that bunker sampling practices may vary from supplier to supplier, country to country and
even port to port. In most ports, other than Singapore and Gibraltar who have their Code of Practice for
Bunkering, the legal and binding commercial samples according to the suppliers Terms and Conditions are
usually the samples taken by the supplier and the sampling point of these commercial samples may not be the
vessel manifold.
It is therefore important to review both local requirements as well as the suppliers Terms and
Conditions/Charter Party agreement to assess where the legal and binding commercial samples as per the
suppliers Terms and Conditions/Charter party agreement are to be taken during bunkering operations.
If these samples are not being taken at the ships manifold, it is important to have a ship
representative/surveyor witness the sampling and sealing of suppliers commercial samples even though
another set of samples are being drawn from the ships manifold by the vessel crew. It is also recommended to
counter-seal the suppliers commercial samples but only in case the sampling has been witnessed and the
samples are considered to be representative.

DNVPS line sampler

Obtaining a representative sample from each bunkering is an essential part of the fuel management procedure
onboard the vessel. It requires the use of appropriate equipment which makes it possible to take a sample that
is representative and acceptable for all parties involved. The reliability of test results from fuel quality analysis
and fuel density used in calculations for quantity measurements are dependent on correct sampling
procedures being followed.
Please ensure that the vessel is equipped with a MARPOL Annex
VI compliant line sampler sampling device installed at the point of
Custody Transfer, i.e. at the ship's bunker manifold. If your vessel
is not fitted with a proper sampling device, it may not be possible
to take a representative sample as required by MARPOL 73/78
Annex VI.
Drawing on years of experience in the fuel management business,
DNVPS has been actively engaged in the continuous quality
improvement of sampling equipment. Various types of samplers
and accessories have been developed over the years to meet the
specific needs of vessels.
The DNVPS Line Sampler consists of a sampling probe assembly complete with needle valve, security cap,
Teflon cap and metal cap. Sampling is carried out by the continuous drip method throughout the duration of
the bunkering. Installation is extremely simple using the two fully threaded long bolts provided to secure the
sampler to the bunker manifold. The diameter of these two fully threaded long bolts is slightly smaller such
that the sampler can be permanently fitted to the outer flange of the bunkering manifold. The remainder of
the provided bolts is half threaded and are long enough to penetrate the bunkering manifold, the sampler as
well as the bunker hose flange; hence there is no need to remove or install the sampler at each bunkering.
The needle valve is used to control the rate at which a continuous drip sample can be drawn. It also serves as a
stop valve for the sampling. The anti-tamper security cap prevents unauthorized changes in the adjustment of
the drip rate during sampling. The sample is collected in a disposable 10-litre or 5-litre cubitainer, which is
screwed onto the sampler and threaded with the seal. The cubitainers watertight system prevents
contamination from rainwater, dust and cargo such as bauxite, grain etc.
The DNVPS Line sampler has proven itself as a tamper-evident, reliable and cost effective sampling device for
obtaining representative fuel samples. Please contact your nearest DNVPS office for more information.

Fuel Quality Test Sampling Kit

Each DNVPS sampling kit contains;
40 Sampling bottles with caps
IATA approved shipping boxes
Security seals with unique seal numbers
Sample Detail Forms
Request to Witness Sampling forms
Pro Forma Invoice
Air Courier Directory
Pre-printed AWB
Pre-printed address Labels from all DNVPS Laboratories
Ziplock bags
Labels for FQT and FSC samples
Stamp: For receipt only - source unknown
Stamp: For volume at observed temperature only
4 x 60ml sampling bottles for compatibility checks
(see page 26)
Instruction manual, part 1 Fuel Quality Testing Procedures containing:
- FQT sampling procedures
- FSC sampling procedures
- Ordering of sampling supplies
- Dispatch of samples
- Information on interpreting test paramters
- Singapore Standard SS600 sampling procedure
Instruction Manual, part 2 MARPOL Annex VI and Regulatory Guidelines containing:
- Information on MARPOL Annex VI
- MARPOL Annex VI bunker sample record guidelines
o Example: MARPOL Annex VI bunker sample record form
- DNVPS guidelines for issuing notifications related to MARPOL Annex VI
o Example: MARPOL Annex VI notifications
- MARPOL Annex VI sampling procedures

Ordering of Sampling kits and cubitainers

When sampling supplies run low, please contact the nearest DNVPS office. Or go for online ordering of supplies
to www.dnvps.com/services/kts/*. The following items can be ordered:
Fuel Quality Test (FQT) Sampling kit
5-Litre Cubitainers (30pcs)
10-Litre Cubitainers (30pcs)
*Please note that a DataAccess login ID and password are required for web ordering.
5

Sampling Procedure for Bunkering

Safety Considerations during Sampling
The following safety precautions should be taken during any sampling:
Protective equipment should be worn by personnel involved in the sampling
H2S detection device should be worn by personnel involved in the sampling
Oil spill prevention procedures should be adhered to
Oil spill containment equipment should be available at the bunker manifold
Regulations regarding entry to and equipment used in hazardous areas should be strictly observed
During the bunkering process check for leakage from the bunker hose connections and the sampler
Do not attempt to remove the needle valve during the bunkering process
Smoking and naked lights should be prohibited in the vicinity of potential oil vapour sources
Note: For each bunkering the line sampler has to be clean and in good working order. When different fuel
grades or products are required to be sampled using the same sampling device, the ships staff should take
precautions to ensure the manifold line is flushed of previous product to avoid cross contamination so that the
samples taken are representative of each delivery.

Installation and adjusting the line sampler

Carefully connect the line sampler to the bunker manifold,
keeping the ARROW mark on top and following the bunker
flow direction. Use the two fully threaded bolts and new
gasket to secure the sampler to the bunker manifold through
the two threaded holes in the flange. Make sure the drain
holes of the sampling probe are not obstructed.
Connect the bunker hose using the new gasket and half
threaded bolts. Tighten the bolts as per the torque
requirement and bolt size.
Remove the safety cap from the drain probe and attach a new
and clean cubitainer to the probe.
A tell-tale hole is provided on the metal cap of the cubitainer
connector. This also acts as an air vent. Make sure it is not
blocked as otherwise the cubitainer may be filled with air
during the initial start of bunkering.

Align the sealing hole on the cubitainer with the line sampler
security cap. Insert the cord of the security seal and pull hard
to make sure it is taut.
A needle valve is located on the lower end of the drip sampler.
This needle valve is used to adjust the rate of drip according to
the bunker flow rate.
Commence pumping of bunker and adjust the needle valve of
the line sampler until achieving a drip rate that will give a slow
continuous drip lasting throughout the whole bunkering period.
Ensure that the drip rate is set to give sufficient volume of fuel
sample in the cubitainer by the end of the bunkering.
The barge master and vessel's chief engineer should be invited
to witness the adjusted drip-rate and sealing process, which is
as follows:
i. Cover the adjustment screw of the needle valve with the
security cap. Wrap the free-end chain of the security cap
around the stem of the needle valve.
ii. Insert the cord of the security seal into its locking device
and pull hard to make sure that it is taut.
iii Record the security seal number and get both the barge
master and vessel's chief engineer initials on the
document.
Any required adjustment on the flow rate of the needle valve
requiring breaking of the security seal should be witnessed by
the barge master and by the vessel's chief engineer and
replaced afterwards with a new seal.

Request To Witness Sampling Form

Invite the supplier's representative to witness the sampling
procedures. Complete a Request to Witness Sampling' form
and ensure that it is signed by both parties. Give the top copy
to the supplier's representative. The blue copy is for the ships
files.
If the supplier declines to attend the witnessing of sampling, you must note this in the ship's log-book. Such a
record can serve as contemporaneous evidence should a fuel quality dispute later arise. Please ensure that full
details such as barge, cargo officer, supplier, time, date and circumstances are recorded.

Bunkering Completion
A bunkering is considered completed when the supplying barge has transferred the stipulated bunker quantity
to the receiver vessel. Once the bunkering process is completed, break the seal of the security cap of the
needle valve and shut the needle valve by carefully turning it in the clockwise direction.
Unscrew the cubitainer from the drain probe and close it with the cap provided. A drip tray should always be
kept under the sampler connections to collect oil drips and prevent spillage.

Sample Preparation
Cap the cubitainer and shake the content vigorously for about
10 minutes to mix the sample thoroughly. When bunkering in
colder climates ensure that the sample collected in the
cubitainer is warm enough to allow for shaking.
Fill three (3)* sample bottles 1/3 at a time. Make several
passes to fill up the bottles equally, capping and re-shaking
the cubitainer before each filling. This is to ensure that the
sample is evenly distributed and the content in each bottle is
representative.
In some cases, other parties may require samples for testing
(e.g. both the owner and the charterer may be on the testing
programme) and will require separate samples to be sent. In
such cases additional samples should be taken as required. Fill
the bottles to the mark FILL TO THIS LINE.

Sealing the Bottles

Close the sampling bottles tightly using the screw caps
provided. Seal all the bottles and record all seal numbers on
the Sample Details Form. To prevent tampering, it is important
to pull the seal tail completely though the seal tag. Do not cut
the tail.
Record the seal numbers in the ship's log book. In addition, it is
strongly advised to request the supplier to record all sample
seal numbers on the BDN** for cross-reference purposes.
Complete the required fuel quality testing sample (white) bottle labels. Sign these labels in the presence of
and jointly with, the supplier's representative and attach a label to each bottle.
Do not under any circumstances sign any blank labels.

Sample Detail Form

It is important that all information related to the bunkering is recorded on the Sample Detail Form. This
information is essential for the correct processing of the sample and will also be used for future reference.
Please enclose the top copy in the shipping box with the sample forwarded to the laboratory. The pink copy is
for the ships file.
* The Singapore Standard SS600 for Bunkering requires four samples to be drawn with similar distribution to
the involved parties as indicated, but with an additional MARPOL sample to be kept onboard the vessel. A fifth
sample shall also be prepared for the bunker surveyor if a bunker quantity survey is carried out during the fuel
delivery (see page 29).
** The Singapore Standard SS600 for Bunkering requires the seal numbers to be recorded on the BDN to verify
the authenticity and to be SS600 compliant (see page 29).

Laboratory Sample
Put the bottle of sample to be sent for testing into the ziplock
bag to prevent any spillage during transport. Gently squeeze
the ziplock bag to minimize any air content prior to sealing.
Pack the bottle in the FQT shipping box together with the
completely filled in Sample Detail Form and ensure a copy of
the bunker delivery note (BDN) is also included.
Attach the appropriate address label to the shipping box as
instructed in the DNVPS Air Courier Directory and dispatch the
sample to the nearest DNVPS Laboratory via courier. Always
include the Material Safety Data Sheet (MSDS)* and the
Proforma Invoice. The Air Courier Directory included in the
sampling kit provides more information on how to send the
sample.

Sample for Supplier

Hand one bottle over to the supplier's representative. If the
supplier declines or discards the sample, make sure that this is
recorded in the ship's log with full details such as the name of
the responsible person, barge, supplier name, time, date,
incident, seal number of the sample. This information is essential
for the purpose of collecting contemporaneous evidence in the
event of a quantity or quality dispute at a later stage.
* The MSDS is a SOLAS and IATA requirement and should be provided by the supplier for each type of fuel
loaded to the vessel. The MSDS is a mandatory document required by the airlines to ascertain whether or not
the fuel sample can be considered as "not restricted cargo" with flash point above 60.5C.
9

Ship's Retained Sample

It is important to retain one bottle of sample onboard in a secure location, because in most cases this may be
the only sample left which represents the fuel delivered to the ship.
Note: If offered a sample by the supplier representative and if taking this sample has not been witnessed, please
use the rubber stamp provided in the kit to indicate For Receipt Only, Source Unknown on the sample bottle.

MARPOL Annex VI Sample

MARPOL Annex VI refers to MEPC.182(59) Guidelines for the Sampling of Fuel Oil for Determination of
Compliance with the revised Annex VI of MARPOL which states that 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.
This MARPOL sample has to be 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.
It is the supplier's obligation to provide a representative MARPOL sample, continuously drawn throughout the
entire bunkering process. The sample is to be sealed and signed by the suppliers representative and the
master or officer in charge of the bunker operation on completion of the bunkering operation.
In the event that the supplier does not fulfill the obligation to provide a MARPOL sample or in case it is not
taken as per the guidelines in MEPC.182(59) the following actions should be taken:
-

Inform the supplier about the fact that the sample is non-compliant, referring to MEPC.182(59), and
propose to prepare the official MARPOL sample from the cubitainer as used for the three routine bunker
samples taken at ship manifold. The sample has to be sealed and clearly marked as MARPOL sample. It is
recommended that the seal number of the MARPOL samples is registered on the BDN for cross-reference.
If this is accepted by the supplier a Notification is not necessary.

If the supplier does not accept to take the MARPOL sample from ship manifold, a Notification highlighting
the non-compliance with MARPOL Annex VI requirements should be issued. The Notification is to be
forwarded to the relevant Port State and the Ships Flag State. For assistance issuing the Note of Protest,
please refer to DNVPS instruction manual part 2 MARPOL Annex VI & Regulatory Guidelines.

In addition to the Notification and in the absence of a properly taken MARPOL sample provided by the
supplier the crew may optionally prepare a SHIP's MARPOL sample from the cubitainer as used for the
three routine bunker samples taken at the ship's manifold. This additional fourth sample should be sealed
and clearly identified as SHIP's MARPOL sample on a white label and documented as such for retention on
board. The suppliers' sample should be countersigned with the appropriate reservations e.g. For receipt
only-source unknown (using the rubber stamp supplied in the sampling kit).

If there are technical reasons as to why a sample cannot be taken at the receiving ship's manifold (e.g.
vacuum problems and/or extreme weather conditions), then such reasons should be recorded in the ship's
log book and the sample taken elsewhere. For example at the barge manifold.
10

Dispatch of Samples
Bunker fuel samples should be dispatched to the laboratory for testing as soon as possible after the bunkering
operation is completed. Agreements have been made by DNVPS with major air courier companies worldwide
to ensure priority handling.

Dispatch Using Control Tower Integrated System (CTIS)

To ensure timely analysis and reporting of your fuel sample results, DNVPS encourage utilizing the Control
Tower Integrated System (CTIS) to activate fuel sample collection. The CTIS helps reduce time required to
prepare shipping documents, and allow the ships staff to have real-time tracking of the fuel sample(s). For
more information on CTIS, please visit http://services.dnvps.com/ctis/.
The CTIS provides the following benefits:
CTIS is available for use in both online and offline versions
o For vessels with internet access, the CTIS offline version can be downloaded from
http://services.dnvps.com/ctis/ctis_Downloads.aspx
o For vessels without internet access, the software has to be installed from a CD provided by
DNVPS
Single point of contact to schedule collection and track the status of your bunker fuel sample(s)
conveniently
Quick and easy to arrange pickup of the bunker fuel sample(s) around the clock
All sample collection requests submitted will be transmitted electronically to the DNVPS appointed
courier service
provider, so there is no longer a need to call the courier service providers to arrange for sample(s)
collection
CTIS will generate the shipping document to accompany the bunker fuel sample(s), making shipping
easy
Track and trace the bunker fuel sample(s) using the unique tracking number assigned by CTIS
Once the request has been submitted, an acknowledging email confirming the request will be sent to the email
address provided. After the request has been reviewed, a separate email with the required shipping document
will be sent and the appointed courier service will arrive at the provided collection address to pick up the fuel
sample(s).
Please print three copies of the shipping documents and keep one copy of the Air Waybill (AWB) for the ships
records. This will serve as proof of collection and contains the tracking number. Without the Air Waybill (AWB),
it can be difficult to track the fuel sample(s) or even to prove that it has been collected. The shipping document
together with the Material Safety Data Sheet (MSDS) must accompany the fuel sample(s).

Dispatch using the Air Courier Directory (ACD)

If use of the CTIS is not possible please refer to the Air Courier Directory provided with the sampling kit for
shipping instructions to the appropriate laboratory. It is essential that the service center of the nominated
courier is contacted for immediate collection of samples. If the nominated courier is not used, the
transportation of the sample will likely be delayed and extra delivery costs incurred.
11

Line sampler Maintenance

It is important to keep the sampling probe in clean condition to avoid sticking of the needle valve and
contamination of the sample taken. Most ships have two separate samplers, one for sampling distillates (MGO/
MDO) and one for residual fuel (HFO).
If the line sampler is used for sampling distillates (MGO/MDO) only, the sampler requires minimal
maintenance. Use clean dry working air to clean and blow the probe before and after every sampling.
Line samplers used for HFO should be removed from the manifold after sampling and washed in an MGO/MDO
bath. Use clean dry working air to clean and blow the sample probe and needle valve. In cold weather, low
pressure steam may be required to clean the probe. Remember to remove the protective Teflon thread cap
before using steam or air. If the sample probe is choked and cannot be cleaned in situ, dismantling the probe
from the sampler flange may be required.
After cleaning, use Teflon threading tape and carefully refit the probe, taking care of the fine fitting threads. If
the sampler is kept fitted on the bunker manifold, it is advisable to protect it from the weather using a blind
flange or to cover the line sampler with a canvas canopy.
Always use new gaskets for installing the line sampler on the bunker manifold and keep a proper record of the
maintenance. Remove, clean and safely store the liquid filled pressure gauge when not in use to avoid any
damage or malfunction. Take utmost care of the probe and cubitainer connector during the fitting and removal
of the line sampler.

12

General Guidelines on Bunkering

Bunker Delivery Note (BDN)
According to MARPOL regulations, any fuel oil for combustion purposes delivered to and used onboard shall be
recorded by means of a Bunker Delivery Note (BDN). A BDN shall therefore be presented for every barge
delivery and for every fuel grade delivered. The BDN must contain the following:
- Name and IMO number of receiving ship
- Bunkering Port
- Date of commencement of bunkering
- Name, address, and telephone number of marine fuel oil supplier
- Product name (grade)
- Quantity (metric tons)
- Density at 15C (kg/m3)
- Sulphur content (%m/m)*
- A declaration signed and certified by the fuel oil supplier's representative that the fuel oil supplied
conforms to
o regulation 14: The fuel supplied has a sulphur level as specified on the BDN
o regulation 18: The fuel is free from inorganic acid, does not include any added substance or
chemical waste which either jeopardizes the safety of ships, adversely affects the performance
of the machinery, is harmful to personnel, or contributes overall to additional air pollution
Further, resolution MEPC.182(59) recommends that the seal number of the associated MARPOL Annex VI fuel
sample is included on the BDN for cross-reference purposes.
The BDN is to be kept on board and readily available for inspection at all times. Both the ship and the supplier
are required to retain the BDN for a period of three years after the fuel oil has been delivered on board.
It may happen that the BDN is prepared before the delivery and as such may not reflect the 'facts' of the
delivery. It is strongly recommended that neither the BDN nor any sample labels from the supplier are signed
before the bunkering is completed.
*Regulation 14 requires that the actual sulphur content in marine fuel is to be stated with two decimal places
on the BDN and states that terms such as less than or max are not acceptable.

Volume
With the enforcement of the Emission Control Areas (ECAs) as defined in MARPOL 73/78 Annex VI, as well as
the 0.10% maximum fuel sulphur limit for ships at berth in EU community ports under the EU Directive
2012/33/EU, verifying the bunkered quantity of the bunkered fuel is increasingly important. This because Port
State Control inspectors may scrutinize fuel inventory records in order to ascertain that the ship has used the
correct fuel within an ECA or an EU Community Port.
Normally, the terms and conditions of the sale state that the quantity of fuel delivered will be determined by
shore meters or measurement of barge outturn. The chief engineer or ship representative should attend the
13

bunkering to witness opening and closing meter readings and barge soundings and temperature. On
completion of the delivery, the chief engineer or ship representative should also attend to determine the
'actual' volume delivered. The volume recorded on the BDN should be at the standard temperature of 15C by
referring to ASTM Petroleum Table 54B.
To convert from volume to weight, it is necessary to determine the density of the fuel and, by reference to
ASTM Table 56, multiply the volume at standard temperature by the weight factor. DNVPS finds that the
density on the BDN is often overstated, resulting in short lifting.
The terms 'Density in vacuum' or 'Density in air', which are sometimes found on bunker receipts have been
known to cause confusion and require explanation. The standard method for determining density is carried in
vacuum but the fuel buyer pays according to the weight in air.
Density is the ratio of the mass of a substance to its volume, but not its weight to volume ratio and, therefore,
density by definition is in vacuum. The term 'Density in air', although used, is incorrect and should be referred
to as 'weight factor'. This is due to the fact that a substance weighed in air is supported, to a small extent, by
the buoyancy of the air acting on it.
In most countries the weight of petroleum products, including bunker fuels, is calculated in air although there
are some notable exceptions that calculate weights in vacuum. Standard hydrometers, e.g. ASTM, IP and BS
used in density and specific gravity determinations are calibrated to read density/specific gravity in vacuum.
Density and specific gravity thus obtained is used directly in the volume correction tables to determine volume
correction coefficient, which can be used subsequently to calculate the volume at standard temperatures (i.e.
standard volume), usually either at 15C, where the volume is in liters or cubic meters, or at 60F where the
volume is in barrels.
From the standard volume, the apparent weight in vacuum can be found by multiplying volume by the density
at standard temperature. To find the weight in air, the density must be converted to the corresponding 'weight
factor' before multiplying by the standard volume. The relationship between density and the corresponding
weight factor (wrongly called 'Density in air') is not a simple one. However, for the density range of bunker
fuels usually between 800 - 1010 kg/m, the conversion calculation approximates to the difference of
1.1 kg/m3, i.e. in order to convert density at 15C to the 'weight factor' at 15C, 1.1 kg/m should be deducted.
The correct density is essential for quantity determination.
Receivers of fuel are advised to indicate on the BDN For Volume at Observed Temperature Only using the
stamp provided in the sampling kit. Please ensure that a copy of the BDN is enclosed with your sample in order
for DNVPS to evaluate the actual tested density against the supplier's statement.

14

Fuel System Check samples (FSC)

Although the delivered fuel meets the ordered specification, it is imperative that the fuel treatment plant is
operating at maximum efficiency. ISO 8217 specifies the required properties of fuels at the time and place of
custody transfer. It is presumed that there will be adequate treatment before use. Samples taken from the fuel
system when a fuel is in use will help indicate the efficiency of the treatment plant and thus assist the ships
staff in taking preventive action, if needed.
Periodic sampling from the fuel treatment system will also identify problems such as water ingress from ballast
systems, leaking heating coils and cargo contamination. A good fuel management system would include Fuel
System Check (FSC) samples and analysis at least once each quarter.
The purpose of the Fuel System Check (FSC) programme is to monitor and evaluate the effectiveness of the fuel
oil treatment plant. The ship staff draws samples periodically, if operational problems are experienced or as
triggered by the DNVPS fuel oil analysis reports in connection with poor quality bunker deliveries. Upon receipt
in one of DNVPS labs, the samples are analyzed, the results assessed and reported by DNVPS.
In addition, DNVPS offers catalytic fines (Al+Si) size distribution screening as a value-added service to
complement the FSC programme.
Experience gained by DNVPS and its customers since the introduction of the DNV Fuel Quality Testing
programme, combined with studies and research, confirms that fuel treatment systems are not always
operating at optimum efficiency. Contamination may occur in the ship's fuel system and tanks for example due
to defective steam heating coils, seawater/cargo ingress resulting from badly located or damaged vent pipes or
from settled cat fines and/or water being mixed into the fuel from the tank bottoms.
Efficient separator operation is essential for the removal of heavy fuel oil contaminants such as water and cat
fines. With the FSC programme, inefficient operation, malfunctions and defects in the separators can be
identified.
Major marine engine manufacturers recommend less than 15 mg/kg aluminium+silicon at the engine inlet.
Hence, assuming a delivered fuel contains 60 mg/kg Al+Si, the fuel treatment plant has to operate at an
efficiency level capable of removing 75% of these highly abrasive particles in order to meet the engine
manufacturers' requirements.

15

Sampling and Distribution

For analysis results to be useful, sampling must be carefully carried out at key locations throughout the fuel oil
system. Samples for FSC should be taken in connection with poor quality bunker deliveries or if operational
problems are experienced. Figure 1 Sampling Positions and Sample Identification Letters shows the
recommended locations from which FSC samples are to be drawn.
In order to secure representative samples, it is recommended that the sampling locations are fitted with
sampling cocks or valves. A connecting pipe may extend to a convenient position for sample collection. A
facility should be provided to allow for the flushing of the connection back to the system or to a waste tank.
Samples should NOT be drawn from tank drains.

A recommended set of Fuel System Check samples consists of one sample taken from each of the following
locations (see fig. 1):
A)
B)
C)
L)
M)

Transfer Pump Discharge

Before Separator(s)
After Separator(s)
After Service Tank (Before Fuel Heaters)
Before Main Engine - See Safety Note

16

To obtain an indication of the fuel treatment efficiency, it is necessary to submit as a minimum before and after
separator samples and forward these to the appropriate laboratory for analysis.
Note: Additional samples may be drawn before or after individual components of the fuel treatment system. For
a detailed breakdown of sampling locations and corresponding identification letters, please refer to fig.2.

FSC Sampling Procedure

In order to make the assessment of the analysis results to be as meaningful as possible, the samples should be
drawn within a short period of time and when the fuel from the last bunkering has displaced the fuel oil from
the previous delivery.
Before/after separator sampling should take place in between the de-sludging cycles. For instance, if discharge
interval is set to two hours, the samples should be taken one hour after a discharge. First the separator inlet
sample is taken, and immediately after that, the sample of the cleaned oil at the separator outlet should be
taken.
For safety reasons it is NOT recommended to take samples from the booster system. Safety precautions should
be taken if such samples need to be drawn because the fuel oil at this point has an elevated temperature and is
kept under relatively high pressure.
17

The recommended sampling procedure for taking FSC samples is as follows:

1. The sample bottles from the FQT sampling kit should be used
2. Mark each sample container clearly e.g. by an ink marker before sampling to prevent confusion of
which samples are drawn from where
3. Ensure the lines are thoroughly flushed before drawing the sample
4. The samples may be filled directly into the sample bottles, except for samples taken from the booster
system, where it is recommended to use a closed container that can withstand the elevated
temperature
5. The bottle cap should be firmly fastened after the sample has cooled to avoid leakage
6. Ensure that each sample is identified with the red FSC label
All sampling equipment should be clean and in good order. Oil, sludge, water and/or cleaning solvents from
previous samplings can cause erroneous analysis results. Please refer to the safety considerations on page 6
during sampling.

Forwarding of Samples
Complete the FSC Sample Record Form as provided in the binder. The original should be sent with the samples,
together with other relevant documentation. The copy is for the ship's file. Please use multiple forms if needed.
Put each sample in a ziplock bag and pack the FSC samples in the FSC shipping box. Alternatively, if only one
FSC sample is taken (not recommended), or if more than three FSC samples are being forwarded to the
laboratory, the single FQT shipping boxes provided for the bunker delivery samples may be used. Please refer
to dispatch of samples instructions on page 11 for more details.

Testing and Reporting

In order to assess the onboard treatment efficiency, the following tests will be performed on FSC samples:
Water

Sodium

Al+Si

Iron
TSP

Monitoring of water contamination and/or whether water has settled in the tanks. Water
contamination can come from steam heating coils, leaking solenoid valves on the separators or be
present in the supplied fuel.
High sodium content can cause corrosion of the high pressure parts of the fuel system and to
exhaust valves as well as increase deposits in the post-combustion spaces. Sodium is also an
indicator of whether water in fuel oil is fresh or saline.
Aluminium + silicon indicate presence of abrasive particles, also known as cat fines, which can
cause significant engine damage. Areas such as the liners and piston rings can be subject to high
wear rates if the cat fines content is not reduced to a satisfactory level.
If present, this would most likely be in the form of Iron Oxide (rust) and as such would be removed
by well operating separator(s).
Total Sediment Potential, assessment and indication of the stability and cleanliness of a fuel. Fuels
with high sediment content can cause increased sludge in the separators and filters.

Density, sulphur and vanadium are included in FSC reporting and used as fingerprint parameters in order to
confirm that the samples represent the same fuel and which bunker fuel oil, the samples corresponds to.
18

Recommendations and Guidelines for disputes

Disputes arising from poor quality fuel deliveries can be challenging and what may seem a simple case can
become very complex with respect to documentation, samples and alleged damages.
A fuel quality dispute can develop at any time, and investigators will need to compile an accurate report if the
claim is to be successful. The need for good routine record-keeping onboard the vessel is emphasized as 'after
the fact' accounting is difficult and confusing. The DNVPS system will provide support in such cases but the
chief engineer, by following the guidelines listed here, will improve the chances of success:
-

Keep a daily record of fuel quantities held in each tank. Record transfers of fuel by date and amount
transferred.
Keep careful records of oil bunker deliveries, recording quantity in all tanks before and after delivery.
Do not mix fuel from different deliveries and always load into empty tanks.
Keep analysis records of all samples.
Retain suppliers' samples and samples taken by ship staff for a minimum period of six months. Ensure
that they are
correctly labeled, sealed and stored in a safe location.
Retain the MARPOL Annex VI sample until the fuel has been substantially consumed, but in any case for
a minimum of 12 months. Ensure that the sample is correctly labeled as per MARPOL Annex VI
requirements, sealed and stored in a safe location.
Ensure that the BDNs are in accordance with MARPOL Annex VI requirements. Keep copies of all BDNs
readily available onboard for a minimum of 3 years.
Keep records on main engine and auxiliary inspections and repairs.
Ensure that engine room or machinery log books record temperatures and pressures, so that abnormal
conditions can be recognized and related to a particular period.
In case of damages, compile a statement or record of events which should include date, times,
damages and costs
(including man-hours and spare parts). Retain broken or damaged parts for future inspection.
Photographs of damages may also prove useful.
If problems are encountered, samples of the fuel in use should be drawn from the fuel system as
detailed below.

Recommendations and Guidelines for Tank and Investigation Samples

From time to time, it is necessary to draw fuel samples from the ship's tanks or fuel system. This may be
required to confirm a poor fuel quality delivery, to resolve a fuel handling problem, or check the performance
of the fuel treatment plant. Again, it is emphasized that analysis of such samples is only useful if they have
been taken properly.

19

Tank Sampling
Tank sampling is a specialty and should preferably be performed by an experienced person with special
equipment. Please contact DNVPS when tank sampling needs to be performed. Our surveyors have the skills
and experience and are equipped with special sampling equipment for tank sampling.
Ideally and if the situation allows, to evaluate the quality of fuel stored in a tank, the following individual
samples should be obtained:
-

Top sample
Upper sample
Middle sample
Lower sample
Bottom sample

Taken at approximately 6 inches below the surface of the oil

Taken from the middle of the upper one-third of the tank's contents
Taken from the middle of the tank's contents
Taken from the middle of the lower one-third of the tank's contents
Taken from the bottom part of the tank

The above samples should not be mixed together but submitted for analysis as individual samples. The label on
each bottle must record the date, the sample type and tank location.
Due to practical reasons, it will often not be possible to obtain tank samples as described above (e.g. not
enough volume or limited access to tanks). Under these circumstances, a sample may be taken at the fuel
transfer pump as described under Transfer Pump Samples.

Transfer Pump Samples

If practical, line up the fuel oil transfer pump to discharge the tank to be sampled to an empty fuel oil tank. On
the discharge side of the transfer pump, select a suitable position for taking a continuous-drip sample.
If the suction or discharge lines of the pump contain oil from previous transfers, start the pump and run it long
enough to empty the lines. After this, start sampling by continuous-drip or stream of oil into a clean cubitainer.
Continue to collect the sample until the tank is empty, during which time you should have adjusted the sample
flow to collect some five liters of oil. If an empty tank is not available, take a continuous-drip sample from the
transfer pump discharge during circulation of the oil back to the same tank. Please allow sufficient time for
transferring so the fuel piping system is flushed and contains the fuel to be sampled. Thoroughly mix the five
liter sample and fill one sample bottle. Clearly mark the sample by tank number and Continuous-drip - Fuel
tank contents during discharge.
Do not take samples from tank bottom drain valves. These will probably contain high levels of water and
sediment which will not be representative of the fuel in the system.
Do not take samples from sounding pipes - again these will not be representative of the fuel in the system.

Sludge Samples
Sludge samples taken from tanks, purifiers, pipelines and other locations can provide useful information, but
without system samples taken at the same time, the analysis results cannot be put into context. Thus, it is
important to submit both sludge and system samples. It should be noted that sludge samples can contain high
amounts of water and sediment accumulated over a period of time from several bunker deliveries.
20

Assistance and Trouble Shooting

DNVPS is available 24/7 for support. Our offices and
laboratories are spanning all time zones ensuring there is
always one of our technical advisers available for assistance
when fuel related problems are experienced. Please refer to
the back cover of this manual for contact details.
DNVPS are able to provide trouble shooting services which
can help the ships staff and ship operators in finding
potential causation and solutions to problems. Based on the
information provided, the technical adviser will make an
assessment of the situation onboard and will give
recommendations on fuel system settings and/or additional
analysis on subject fuel. If required, the technical adviser
will advise on additional samples and where these should
be taken from the fuel system.
Whenever a vessel is having difficulties with a fuel, it is recommended to take samples immediately from the
fuel system. These samples should be drawn as close as possible and preferable just before and after the
location where the problems are experienced.
Analysis of these samples will assist in the assessment of the situation onboard the vessel and potentially find
the possible cause of the problem. Please ensure that proper documentation is included with the dispatched
samples describing the problems experienced and the details of bunkering and sampling location. If required
and in special circumstances, one of our technical advisers can visit the vessel and do an assessment onboard by
collecting data and information.

21

Information on interpreting test parameters

Density
In terms of marine fuel quality, density is a very important characteristic of a fuel. The marine engineer
certainly will need to know the density of the fuel being used in order to set the separators (purifier) correctly.
For conventional separators the density of fuels is restricted to a maximum of 991 kg/m. Many modern vessels
have been fitted with separator equipment which can deal with higher density fuels. These vessels would be
able to treat fuels with a density up to a maximum of 1010 kg/m. Further, the exact density must be known in
order to verify the weight of the fuel based on the received volume.

Viscosity
Viscosity is a measure of the resistance to flow. Heavy fuel oils are generally priced and ordered according to
viscosity but viscosity is not an indicator of fuel quality. Heavy fuel oil will be easier to handle when the fuel is
heated as the viscosity decreases. The operator should be aware of the viscosity in order to set heaters
correctly for pumping, fuel treatment and injection into the engines. If the viscosity of the fuel is too high, the
heaters may not be capable of raising the fuel to the temperature required for handling onboard as well as
ensuring the correct injection viscosity. In extreme cases of very high viscosity and insufficient heating capacity,
onboard fuel transfer may become very difficult and engine performance/combustion may suffer.
For distillate fuels when the viscosity is too low (e.g. if the heaters are not turned off or simply due to high
temperatures in the engine room), starting and maneuvering may be difficult due to internal leakages in the
fuel pumps.

Water
Water reduces the specific energy of fuel oil, thereby increasing consumption and reducing fuel economy. The
water content in heavy fuel oils is low during production; thus the presence of water in bunker oil is usually due
to external contamination.
Presence of seawater in fuel may cause corrosion in the fuel system. The sodium chloride (salt) in sea-water
can also promote corrosion by giving rise to the formation of sodium-vanadium compounds during combustion
(high temperature corrosion).
Separation of water from fuel oil can be a slow process, particularly if the difference in density is small or if the
water is emulsified in the fuel. Separation of water can also be negatively impacted by various small-particle
impurities, such as dust, sand and rust.

Micro Carbon Residue

The carbon residue level indicates the coke-forming tendencies of a fuel and is expressed as per cent by
weight. Fuel oil with a high carbon residue may increase combustion deposits, particularly when the engines
are running at low load.

22

Sulphur
Sulphur reduces the energy content of the fuel.
Sulphur compounds may corrode cylinder liners and piston rings as the sulphur oxides formed during
combustion may condense as the highly corrosive sulphuric acid. Engine lubricants are designed to neutralize
acid. Over-lubrication should however be avoided as this may harm engine operation as well as corrosion. It is
recommended to follow the engine manufacturer recommendations on choice of lubricants and feed rates.
The sulphur level in fuel contributes to sulphur oxide emissions and thus air pollution. Currently MARPOL 73/78
Annex VI includes a worldwide 3.50% m/m maximum sulphur limit in marine fuels which will be further
reduced to 0.50%m/m on 1 January 2020 or 2025 (subject to review in 2018).
In the Emission Control Areas (ECAs), the maximum sulphur limit is currently 1.00% m/m which will be further
reduced to 0.10% m/m on 1 January 2015. Other local requirements may apply e.g. in Europe and California.

Sediment
Marine fuels are not only pure hydrocarbons. Usually they also contain inorganic matter such as grit, clay and
sand. These substances, to some extent, occur in the crude oil and remain in the residual fuel after refining. In
addition, other non-oil soluble material may enter the fuel during storage and distribution. These sediments
can generally be removed from the fuel by settling, centrifuging and filtration, depending on amongst others
their density and particle size.
Other possible reason of sediment in a fuel is the stability. The challenge for the fuel producer is to blend a fuel
which is not only stable but also has a degree of reserve stability such that it will remain stable during periods
of storage and treatment at elevated temperatures. In simple terms, the finished fuel must have a sufficient
aromaticity to allow the asphaltene molecules to remain in suspension. If this aromaticity is being depleted,
asphaltenic sludge will precipitate from the fuel due to lack of stability reserve.
The consequences of a ship receiving an unstable fuel or one that becomes unstable during storage or
handling, can be serious. Sludge may build up in the storage tanks, piping systems or separators and filters can
become totally blocked by voluminous amounts of sludge.

Ash
Ash represents the incombustible components of fuel oil, usually inorganic elements. These components may
be naturally present in the crude oil (for example vanadium and nickel) or may have been introduced by poor
housekeeping (for example sodium (sea water), Al+Si (cat fines) or silicon (sand). High ash levels indicate a risk
of engine wear (combustion parts and injection system), deposit formation, reduction in efficiency or damage
to turbochargers.

Catalytic Fines
Small particles of the catalyst (aluminium and silica oxides) used in the refinery process are sometimes carried
over into the residual fuel and are extremely hard (close to the hardness of diamond). Due to their abrasive
nature, they can lead to rapid wear of piston rings and cylinder liners. The level of cat fines must therefore be
reduced by settling and centrifuging onboard the ship.
23

The latest edition of ISO 8217 (ISO 8217:2012) prescribes a maximum level of 60 mg/kg aluminium + silicon in
fuels delivered to vessels, however, if allowed to enter the engines untreated at this level, high wear rates will
occur.
Fuel deliveries with levels of aluminium and silicon far in excess of the ISO 8217 maximum limit have been
recorded and severe engine damages have been attributed to cat fines.
Note that a single separator may not be capable of reducing aluminium + silicon sufficiently to an acceptable
level at engine inlet. It is therefore always recommended to operate multiple separators for efficient fuel
treatment. DNVPS recommends taking FSC samples when the Al+Si concentration exceeds 40 mg/kg in order to
confirm that the cat fines are sufficiently reduced before entering the engine.

Elements
Fuel oils contain many metals, of which the most common are vanadium, nickel, iron and sodium. Vanadium
and sodium may lead to high temperature corrosion. The risk is higher when the ratio of vanadium to sodium is
approximately 3:1 and vanadium exceeds 150 mg/kg. Engines of newer design are less sensitive to high
temperature corrosion on the exhaust system compared to older engines.
Sodium salts are water-soluble and can be removed with water during treatment. Without presence of water,
sodium will not be removed. Vanadium is chemically bound in the oil and cannot be removed by onboard fuel
treatment equipment.
Calcium, zinc and phosphorous are indicators of used lube oil (ULO) in the fuel. Although according to DNVPS'
knowledge and information, small amounts of ULO do not have any adverse impact on fuel oil treatment, ULO
may increase the particulate emission and increase the risk of exhaust gas way fouling.

Flash Point
Ship classification society rules specifically state that fuels with a flash point of less than 60C (closed cup) are
not permitted, except for special services e.g. emergency units (DMX grade) and for vessels approved for
burning of crude oil as fuel. Classification Rules also give instruction on the permissible temperatures at which
fuels can be stored. The general rule is that fuels during storage should not be heated to more than 10 C
below the flash point, unless specific requirements are met.
SOLAS Consolidated Edition 2004, Chapter II-2, regulation 4 (regulation 15 in older versions of SOLAS), to which
the majority of countries are signatories, makes similar requirements to the classification societies.

Ignition and Combustion Properties

A rough indicator of residual fuel ignition quality, Calculated Carbon Aromaticity Index (CCAI) as developed by
Shell, is calculated based on an empirical formula including density and viscosity. The CCAI can be used as an
indication of the ignition quality of the fuel, but has in some cases and in particular for certain areas proved not
to be sufficient for prediction of the actual ignition quality of residual fuels.

24

To determine fuel ignition and combustion properties more accurately, DNVPS is offering the Fuel Combustion
Analyzer (FCA). This method is standardized as IP541/06. To receive more information, please contact your
local DNVPS Customer Service Manager.

Pour Point
Pour point is the lowest temperature at which the fuel will flow as it will solidify at lower temperatures. As such
the storage temperature must be kept well above the pour point at all times. Solidified fuel may block filters
and may deposit on heat exchangers. In severe cases, the buildup in storage tanks and on heating coils which
will restrict the heating coils from heating the fuel, which makes the situation worse. According to ISO 8217,
the pour point for the heaviest residual fuel grades is maximum 30C.

Specific Energy
The heat released during combustion of a fuel is termed the specific energy or the heat of combustion. The
energy content of a fuel may be measured by calorimeter but usually the gross specific energy or the net
specific energy are calculated. Specific energy decreases with increasing density, sulphur, ash and water.

Acid Number
Acid Number (AN) is a measure of the total acidic constituents in a marine fuel sample. Although there is no
recognized correlation between Acid Number and the corrosiveness of a marine fuel product, AN test is
nevertheless an important parameter for assessing the potential contamination of marine fuel products.
While a small quantity of weak acids in naturally occurring form may be tolerated, strong acids are not
expected to be present in marine fuels. According to the latest edition of ISO 8217, the maximum AN limit is
0.5 mg KOH/g for marine distillates and 2.5 mg KOH/g for residual fuel oil products.

Compatibility
DNVPS does not recommend blending fuels onboard vessels. The only exception is for distillate fuels (DMA and
DMB) which can be mixed without risk. As vessels are not equipped for mixing fuels it will be very difficult to
have a homogeneous and stable mixture by putting fuels together in a tank or using the transfer pump to
circulate the fuel in the tank.
Blending fuels can result in an unstable blend causing operational problems. The problems can vary from
sludge that may build up in the storage tanks, piping systems or separators and filters can become totally
blocked by voluminous amounts of sludge. In addition, fuel pumps can become overloaded affecting ignition
and combustion to the degree that damages are sustained to pistons, piston rings and cylinder liners. In the
worst case scenario the propulsion and auxiliary engines can black out bringing the crew and vessel in danger.
Where mixing of fuels is unavoidable or faced with fuel changeovers for sulphur content compliance,
customers may consider it prudent to conduct an additional compatibility check. This is performed at the
DNVPS laboratory between the routine bunker sample and a sample of the previous fuel in storage aboard.
This provides a more accurate test result than indicated using onboard compatibility test equipment.

25

From an operational point of view, below may assist in case fuels are blended:
- Avoid blending ratio of 50:50
- Blend in lowest possible quantity
- Avoid prolonged storage of the blend
- Keep storage temperature of blended product as low as possible (10C above pour point)
- Adequate fuel reserve to be kept segregated for safety in case the blend should prove unstable
- Crew must be vigilant for excessive sludging by draining tanks, cleaning filters and observing separators
closely
- In case of excessive sludging two separators (if possible) should be operated in parallel with minimum
throughput
- Details of blending should be recorded in engine logbook

Compatibility Testing
Small 60ml bottles are included in the sampling kit for this purpose, can be filled with a sample of the previous
fuel aboard and submitted at the same time as the routine bunker sample, within the same packaging, to avoid
additional transport charges. Please clearly indicate bunker port and date of this compatibility sample on the
paperwork submitted with the samples.
Note that compatibility checks are an additional optional test and not part of the routine fuel quality analysis.
Please contact your local DNVPS Customer Service Manager for more information.

Chemical and non-fuel related contaminants

In recent years, several cases of chemical contamination of residual fuels have been found. Such contamination
has been associated with damaged or sticking engine fuel pumps, blocked filters, overloaded separators, and
fouling of exhaust gas ways.
Finding the source of the problem is often the key to filing a complaint against the bunker supplier, for which
reason DNVPS takes chemical contaminants very seriously. Please contact your local DNVPS Customer Service
Manager for more information on investigative test methods.
Both MARPOL Annex VI (regulation 18.3) and ISO 8217 (clause 5) requires that the fuel oil shall be blends of
hydrocarbons derived from petroleum refining. The fuel shall be free of inorganic acids and/or includes added
substance or chemical waste which either jeopardizes the safety of ships or adversely affects the performance
of the machinery, or is harmful to personnel, or contributes overall to additional air pollution.

Biofuel and FAME (distillate fuels)

The International Standard ISO 8217 for marine fuels specifically refers to petroleum-derived materials only,
thereby excluding any bio-derived materials. However, due to the practice of blending FAME into automotive
diesel and heating oil, it almost inevitable, under current supply logistics, that some distillates supplied in the
marine market contain FAME.

26

Notwithstanding that FAME has good ignition quality and lubricity properties as well as perceived
environmental benefits, there are potential complications with respect to storage and handling in a marine
environment, such as:
- A tendency to oxidation and long-term storage issues
- Affinity to water and risk of microbial growth (please refer to the section below on bacterial
contamination)
- Degraded low-temperature flow properties
- FAME material deposition on exposed surfaces, including filter elements.
In those instances where the use of fuels containing FAME is being contemplated, it should be ensured that the
ships storage, handling, treatment, service and machinery systems, together with any other machinery
components such as oily-water separator systems are compatible with such products.
Whereas fatty acids are acidic by nature and therefore may result in corrosive damage to e.g. fuel pumps, the
fatty acid methyl esters (FAME) are generally not considered corrosive. No clear correlations have so far been
found between FAME concentration and the risk of corrosive damage to fuel pumps.

Oxidation Stability (distillate fuels)

Oxidation stability of a marine distillate product refers to its resistance to oxidation and is therefore a measure
of its potential service or storage life. Oxidation occurs when the fuels degrade on contact with oxygen. In the
latest edition of ISO 8217 (ISO 8217:2012), oxidation stability testing is applicable to marine distillate products
and conducted according to the ISO 12205 test method, with a maximum limit of 25 g/m3. For DMB distillate
grade, oxidation stability testing cannot be conducted (and therefore not applicable) if the product is not bright
and clear.

Fourier Transform Infra-Red Screening (distillate fuels)

FTIR (Fourier Transform Infra-Red) screening is performed on all distillate fuel samples received by DNVPS
laboratories. FTIR screening enables detection of added substances such as esters and other oxygenated
compounds (e.g. FAME/Biodiesel). It also indicates presence of organic acids in the fuel.

Bacterial Contamination (distillate fuels)

Given the correct conditions in fuel storage tanks, the presence of water in combination with temperatures
ideal for microbial growth (15C - 50C), micro-organisms can grow and multiply. Bacteria, fungi and yeast are
living organisms which may be present in fuel storage tanks and in particular where water is allowed to build
up.
There are two main groups of organisms, aerobic, which need oxygen to live and anaerobic which thrive in an
environment devoid of oxygen. As oxygen is invariably present in fuels, aerobic bacteria represent the main
cause of bacterial contamination cases in ships fuel system.

27

Hardly any cases of heavy fuel infections have been reported, i.e. the problem is usually associated with marine
distillates, lubrication and hydraulic oils. Microbial infection is evidenced by the following:
- Slimy deposits in tank bottoms and filters
- Clogging of filters
- Sludging of separators
- Pitting corrosion on fuel tank bottoms or at oil water interface
- Black staining of copper pipework
- Injector fouling
How to prevent microbiological growth;
- Keep fuel and fuel system tanks free from water
- Preventive use of biocide
Should severe infection be detected, fuel tanks and systems must be thoroughly cleaned and biocide treatment
is prudent. As with any infection, prevention is better than cure and the best prevention is good housekeeping.

Lubricity (distillate fuels)

The fuel pumps on marine engines are self-lubricating, i.e. in case of too low lubricity, the fuel pumps may
seize. The processes used to manufacture distillate fuels also reduce the amount of fuel components with good
lubricating properties. Lubricity testing is recommended for distillate products with fuel sulphur content below
500 mg/kg (0.050 mass %).

Hydrogen Sulphide (H2S)

H2S is a highly toxic, flammable and colourless gas naturally present in crude oils. In addition some refinery
processes generate H2S which can be found in residual fuels. At very low concentrations, the gas has the
characteristic smell of rotten eggs. However, at higher concentrations, it causes a loss of smell, headaches and
dizziness and at very high concentrations is immediately fatal. H2S can evolve from the fuels in all tanks e.g.
bunker tanks, settling and service tanks.
Contact with H2S vapours can occur when personnel are dipping tanks, opening tank hatch covers, entering
empty tanks, from vent/vent pipes when tanks are being filled and/or heated, in purifier rooms, breaking into
fuel lines and during filter changing operations. It is critical to maintain appropriate safety processes and
procedures to protect the crew and others, who may be exposed to H2S vapor. The Material Safety Data Sheet
provided by the supplier to the vessel during the bunker delivery provides information for safe handling of
fuels. ISGOTT, section 2.3.6 contains additional information of handling such fuels.

28

Singapore Standard SS600 Sampling Procedures (key steps)

29

Copyright Statement
All rights reserved. No part of this brochure or manual may be reproduced, transmitted or copied in any form or by any
means without the prior written consent of DNV Petroleum Services.
Disclaimer of Liability
While very effort is made to ensure that the information contained in this brochure/manual is timely, accurate and
complete, it should not be taken as any form of advice and should not be relied upon without independent verification.
DNV Petroleum Services makes no claims, promises or guarantees about the accuracy, completeness, or adequacy of the
contents of this brochure/manual and expressly disclaims liability for errors and omissions in the contents of this
brochure/manual.

30

31

DNVPS HQ / DNVPS Singapore

27 Changi South Street 1
Singapore 486071
Tel: +65 6779 2475
Fax: +65 6779 5636
Email: singapore@dnvps.com

DNVPS Rotterdam
Zwolseweg 1
2994 LB Barendrecht
The Netherlands
Tel: +31 10 292 2600
Fax: +31 10 479 7141
Email: rotterdam@dnvps.com

DNVPS Fujairah
Port of Fujairah
P.O. Box 1227
United Arab Emirates
Tel: +971 9 2228152
Fax: +971 9 2228153
Email: fujairah@dnvps.com

DNVPS Oslo
Veritasveien 1
N-1322 Hovik, Norway
Tel: +47 67 57 9900
Fax: +47 67 57 9393
Email: dnvps.oslo@dnv.com

32

DNVPS Houston
318 North 16th Street
La Porte, Texas 77571
United States of America
Tel: +1 281 470 1030
Fax: +1 281 470 1035
Email: houston@dnvps.com

www.dnvps.com