| The Need For Quality Control In Bunker Fuels |
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The cost of bunker fuel is one of the most significant components of a ships operating cost. Ship owners and operators in their effort to limit this cost have preferentially turned to the use of heavier and thus less expensive bunker fuels. Technology developments in petroleum refining, such as in vacuum distillation, catalytic cracking etc, often result in a deterioration of the characteristics of heavy fuels as lesser volumes of residues are left after petroleum refining. These residuals may contain elevated levels of undesirable constituents such as Aluminium and Silicon, compounds that could result to significant engine wear and damage. In addition to the above the supply of marine bunker fuels is nowadays often the result of a complex sequence of buying, selling and mixing of fuels of different origins. This makes virtually impossible the assessment of the quality of the fuel simply from its port of origin. The use of poor quality fuel is known to result to the serious damage of boilers, fuel pumps springs, pistons and cylinders. The quality indicators that commonly accompany the bunker fuels delivered to ships are severely limited and occasionally of ambiguous reliability. It is considered important that crew and owners have access to more as well as reliable information on the quality of the fuels delivered to them. This is the only way available to the crew to protect the engines from damage and to use the available fuel in the best possible way. During 2005 and 2006 the set of regulations included in MARPOL Annex VI that relate to the use of the marine bunker fuels came into effect. The sampling of the bunkered fuels became mandatory, following a detailed list of requirements listed in the above document and in the MEPC.96(47) IMO document. To cope with the enforcement of SECA areas, where the use of low sulphur fuels is prescribed, along with the stricter quality requirements for the bunker fuels themselves maritime companies can rely on the implementation of a systematic approved Global Bunker Fuels Quality Monitoring Programme such as on the on offered by NAIAS LABS which is ISO 9001-2000 approved by Det Norske Veritas (DNV) and Bureau Veritas Quality International (BVQI). SERVICES OFFERED BY NAIAS LABS ON BUNKER FUELS QUALITY MONITORING Our team comprises is staffed with scientists specialised in the main sectors of the fuel industry and with engineers and technical people with long experience in shipping. They are very well aware of the problems ship owners face with the quality of the bunker fuels available in the market. Our offered service has four main objectives, described in the ensuing pages: 1. Protection of the ship during bunkering and compliance with the regulations. 2. Assistance to the ship during the use of the fuel (to the extend possible) 3. Assistance to the ship in cases of claim related to poor quality bunkers 4. Competitive Cost for our services. The above objectives are achieved by providing our customers with: 1. Class Approved Drip Sampling Devices 2. Containers to ship the samples to our Laboratories 3. Detailed analyses of the received fuel 4. Written report, comments and advise on the quality and use of the fuel 1. PROTECTION OF THE SHIP DURING BUNKERING 1.1 Parameters to be considered We issue specific instructions to ship owners for the inclusion of additional quality parameters when specifying the quality of the bunker fuel they purchase. Most deliveries are based only on density and viscosity specifications. The comparison among suppliers is subsequently based on the price per ton of delivered fuel. Viscosity alone however can not be considered as a reliable quality indicator because most bunker fuels delivered today are a custom blend of heavy residual fuels with light fuels in order to arrive to the desirable viscosity. As a consequence, the quality of a fuel is dictated by the quality of the residual fuels mixed. The density of a fuel defines the weight of the delivered fuel but also affects its calorific value. It is important to compare fuels on the basis of their calorific values which is really the energy they carry to the ships engine. Example: Let's assume we have two bunker fuels of the same viscosity and with corresponding densities: 0.9600 and 0.9900. All other parameters are within the ISO 8217 specifications, as for example: sulphur : 0.1 % and 3.5 % respectively, water : 0.1 % and 0.9 % respectively and ash : 0.05 % and 0.13 % respectively. The offered price per MT is 486 USD and 483 USD respectively. The corresponding calorific value for the above two example fuels is 9787 Kcal/Kg and 9408 Kcal/Kg respectively. For the same power delivered to the engines, the corresponding daily consumptions are 26.04 tons for the lower density fuel and 27.11 tons for the higher density fuel with corresponding costs 12655 USD and 13094 USD respectively. This example illustrates that the more expensive fuel results in lower daily fuel costs. The example clearly shows that the choice of a fuel on the basis of density, viscosity and unit price is not always the best choice and that additional parameters need to be specified. 1.2 Practical Instructions for Ordering a Fuel In order to properly protect your ship and your company's rights when ordering a fuel please PAY STRICT ATTENTION to the following points: When you confirm an order to the supplier you should always advise, in writing that the ship is part of the bunker-fuel quality monitoring programme and that samples are always taken and analysed as specified by MARPOL Annex VI. When placing the order along with the quantity of fuel order you should always specify the quality desired according to ISO 8217 specifications. We are at your disposal to assist you in this matter. When the barge arrives to deliver the fuel instruct your crew: NOT TO ACCEPT any samples presented to them other than those, jointly taken, through the drip sampler on board the ship. The ship engineer should not sign on behalf of the ship any sample presented to him other than the ones taken jointly by the ships drip sampler. Should he become obliged to sign another sample then he should add in his own hand writing next to his signature the term "FOR RECEIPT PURPOSES ONLY". To hand to the barge captain the letter provided by us. Should the barge representative refuse to either take the letter or participate in the drip sampling procedure then the ship's crew should proceed with the sampling and properly register the event in the ship's log-book and advise the supplier in writing. Should the barge have a drip sampler and request it to be used. Then the two parties should take samples from both the ship's drip sampler and the barge's drip sampler provided both samples are MONITORED during the fueling process. 1.3 Sampling of Delivered Fuel For the proper sampling of the delivered fuel we offer a reliable ABS Class approved ANNEX VI compliant drip sampling device which takes a representative sample of the delivered fuel during bunkering. This system comprises one flange type device with a valve and a special sample collection canister. The contents of the canister are then distributed to provided 1 litre sampling bottles that are sealed on site. Details on the sampling device and the sampling bottles are available on request. One of the 1 litre sample containers is sent by courier to our laboratories for analyses according to the parameters specified in the appendix. The other bottles are retained respectively by the ship and the fuel supplier as counter samples. A forth sample is retained on board the vessel and is designated as the MARPOL Annex VI sample. 2. ASSISTANCE TO THE SHIP DURING USE OF FUEL AND IN CASES OF CLAIM This assistance is available to the ship owners whenever requested. Wide experience and fully equipped analytical laboratories allow detailed chemical analyses, metallographic analyses and customary testing to support cases of claim. Our laboratories operate under ISO 9001-2000 Quality Assurance System certified by Bureau Veritas Quality International of London England. We also have specialised and experienced engineers and chemists as well as surveyors to assist our customers in their claims. CONCLUSION In summary, from the above, it is evident that we can provide to ship owners an integrated service on fuel purchasing and use, which results in lowering their operating costs. ANALYSES INCLUDED IN OUR FUEL CHECK PACKAGE FOR FUEL OILS
FOR DISTILLATE FUELS
EXAMPLES OF EXTENDED FUELS ANALYSES (ON REQUEST)
THE SIGNIFICANCE OF PARAMETERS INCLUDED IN OUR FUEL CHECK PACKAGE
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