Technical Aspects
of Identifying and Managing
Bunker Problems
Dimitrios V. Giannakouros,
Naval Architect & Marine Engineer
Technical Director, Kalimbassieris Maritime
KALIMBASSIERIS MARITIME
1. ISO Standards 5. Engine problems due to off-spec bunkers
ISO 8217:2005 Density
ISO 8217:2010 Viscosity
ISO 8217:2012 Sulphur
Aluminium + Silicon
2. Sampling operation
Water
Representative sampling
Ash
IMO sampling guidelines
Vanadium
In-line continuous drip sample
Sodium
Labelling / sealing of samples
CCAI
Pitfalls in sampling
4. Off-spec bunkers
True Value Repeatability Reproducibility
When bunkers are considered off-spec
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Fractioning Column
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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
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ISO 8217:2005 Major changes for residual fuels
A sulphur limit of 1.00% m/m applies in the Emission Control Areas designated by the
a International Maritime Organization. As there may be local variations, the purchaser shall
define the maximum sulphur content according to the relevant statutory requirements,
notwithstanding the limits given in this table.
b If the sample is not clear and bright, total sediment by hot filtration and water test shall be
required.
c Oxidation stability and lubricity tests are not applicable if the sample is not clear and bright.
d Applicable if sulphur is less than 0.050% m/m.
e Effective only from 1 July 2012.
f If the sample is dyed and not transparent, water test shall be required. The water content
shall not exceed 200 mg/kg (0.02% m/m).
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ISO 8217:2010 - MARINE RESIDUAL FUELS
Parameter Unit Limit RMA a RMB RMD RME RMG RMK
Viscosity at 50C mm/s Max 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0
Density at 15C kg/m3 Max 920.0 960.0 975.0 991.0 991.0 1010.0
Micro Carbon Residue % m/m Max 2.50 10.00 14.00 15.00 18.00 20.00
Used lubricating oils mg/kg - The fuel shall be free from ULO, and shall be considered to contain ULO when either one of the following conditions is
(ULO): met:
Calcium and Zinc; or Calcium > 30 and zinc >15; or
Calcium and Calcium > 30 and phosphorus > 15.
Phosphorus
b Purchasers shall ensure that this pour point is suitable for the equipment on board, especially
in cold climates.
c The purchaser shall define the maximum sulphur content according to the relevant statutory
requirements.
d Effective only from 1 July 2012.
Strong acids are not acceptable, even at levels not detectable by the standard test methods for
SAN.
e As acid numbers below the values stated in the table do not guarantee that the fuels are free
from problems associated with the presence of acidic compounds, it is the responsibility of the
supplier and the purchaser to agree upon an acceptable acid number.
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Source DNVPS
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SAMPLING OPERATION
Photos by
DNVPS
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Remember to:
1. Stir & Shake the cubitainer
before distributing the sample
2. Reduce viscosity of sample, if
cold weather, for assisting
mixing
Photos by
DNVPS
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5 samples to be collected:
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
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
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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
ISO 4259:2006
Petroleum products - Determination and application of precision
data in relation to methods of test
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
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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
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Viscosity
Calculated Values
-----------------
Aluminium + Silicon mg/kg 27 80
Net Specific Energy MJ/kg 40.28
CCAI (Ignition Quality) - 851
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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)
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
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Exceeding the level of Al+Si of 15 mg/kg at the engines inlet ....
Photos by DNVPS
Precautions to take:
Ash
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)
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Calculated Carbon Aromaticity Index (CCAI)
Pressure Curve
Conclusions / Tips