Connect with us

Bunker Fuel

Singapore: CTI-Maritec outlines key changes of newly released ISO 8217:2024

Scope of specification for marine fuel has been expanded to include bio bunker fuel, specifically in relation to Fatty Acid Methyl Esters, in the latest version of ISO 8217.

Admin

Published

on

RESIZED Hans Reniers on Unsplash

Bunker fuel testing and marine surveying business Maritec Pte Ltd (CTI-Maritec) on Friday (31 May) released a technical newsletter to help the maritime community understand the key changes of the new ISO 8217:2024:

Introduction

The latest version of ISO 8217, ISO 8217:2024, was published on 30 May 2024. In this latest version, the scope of the specification for marine fuel has been expanded to include BioFuel, specifically in relation to Fatty Acid Methyl Esters (FAMEs).

To highlight in particular, the specification indicates that when marine fuel consists of 100% FAME, the FAME should meet EN 14214 or ASTM D6751 test methods, and the product should also meet the applicable grade in ‘Table 1’ of the new ISO 8217:2024. In addition, marine fuel consisting of 100% paraffinic fuel, such as hydrotreated vegetable oil (HVO), the paraffinic diesel should meet EN 15940 test method, and the product should also meet the applicable grade in ‘Table 1’.

Overview of overall key changes of ISO 8217:2024

  • The Scope and the general requirements in Clause 5 have been amended.
  • Tables 2 and 3 have been added.
  • Former Table 2 has been modified and has become Table 4.
  • General requirements – clauses 5 to 10 – have been incorporated in Table 1 to Table 4.
  • The minimum requirement for KV50 has been added to Table 2, Table 3 and Table 4.
  • A fuel shall be considered to be free from organic chlorides (chlorinated hydrocarbons) when the total organic halogen content as chlorine is not exceeding 50 mg/kg when tested in accordance with EN 14077 is added in clause 6.17.
  • Clauses 9 (Requirements for marine fuel consisting of 100 % FAME or paraffinic diesel fuel) and (Clause 10) Generally applicable requirements and related test methods have been added.
  • Annexes on Cold flow characteristics, Stability of residual fuels and Characterization of residual marine fuels have been added.
  • Viscosity-gravity Constant (VGC), calculated using ASTM D2501, is introduced in “Characterization of residual marine fuels” Annex. VGC provides an indication of a fuel tendency to be more paraffinic or aromatic. Values of VGC near 0,80 indicate the fuel of a paraffinic character, while values close to 1,00 indicate a preponderance of aromatic structures.

Changes of Table 1: Distillate and bio-distillate marine fuels

  • The requirement to report the fatty acid methyl ester(s) content (FAME) of DF grades has been changed, allowing up to 100%.
  • The distinction between winter and summer quality for cloud point and cold filter plugging point has been removed.
  • The requirement to report the net heat of combustion for DF grades has been added.
  • A minimum cetane number requirement for DF grades has been added.
  • The minimum requirement for oxidation stability for DF grades has been added.
  • The requirement to report CP and CFPP for DFB grade has been added.
  • Replaced the Sulphur limits to statutory requirement.

New features of Table 2: Residual marine fuels with sulfur content below or at 0.50 % by mass

  • 4 fuel grade categories were introduced - RMA 20-0,5 / RMA 20-0,1; RME 180-0,5 / RME 180-0,1; RMG 380-0,5 / RMG 380-0,1; RMK 500-0,5; RMK 500-0,1.
  • RM-0,5 Grade refers to VLSFO – sulfur 0.5% & RM-0,1 Grade refers to ULSFO – sulfur 0.1%.
  • Sulphur limit is stated as 0,50% or statutory requirement, whichever is lower.
  • The requirements to report TSE and TSA have been added.
  • RMA 20, water content max limit at 0.3%.
  • RME180, aluminium  plus silicon max limit at 60 mg/kg instead of 50 mg/kg.

New features of Table 3: Bio-residual marine fuels

  • 5 fuel grade categories were introduced – RF 20; RF 80; RF 180; RF 380 and RF 500.
  • The requirements to report FAME content and net heat of combustion have been added.
  • The requirements to report TSE and TSA have been added.

Key features of Table 4: Residual marine fuels with sulfur content above 0,50 % by mass (when compared to Table 2 of ISO 8217-2017)

  • The number of categories have been reduced to RME 180H; RMG 180H; RMG 380H; RMK 500H & RMK 700H.
  • RM-H Grade refers to high sulfur fuel oil.
  • RME 180H is a higher quality grade than RMG 180H (lower micro carbon residue, vanadium, sodium, ash, aluminium plus silicon).
  • Minimum viscosity of RME/RMG 180H set at 20cSt but note added that fuels with viscosity below 20cSt can be agreed between seller and buyer. It is recommended to check the minimum viscosity requirement with the original equipment manufacturer recommendations.

Other key highlights

  • There are no major changes of the testing scope for MGO, ULSFO, VLSFO and HSFO.
  • Table 2 recommends reporting TSA and TSE for both ULSFO and VLSFO, however Clause 6.8.2 highlights that for the fuels listed in Tables 2 and 3, only potential total sediment (TSP) shall be used/applied.
  • For Bio-distillate marine fuels, DF grades, additional FAME content, net heat of combustion, oxidation stability, cloud point, cold filter plugging point & cetane number are required to be tested & reported as per Table 1 requirement.
  • For Bio-residual marine fuels, RF grade, additional FAME content, net heat of combustion, TSA and TSE are required to be tested & reported as per Table 3 requirement. 
  • To ensure efficient, safe and smooth operations, vessels should test the ordered BioFuel against ISO 8217:2024 specification - Table 1 for Bio-distillate marine fuel and Table 3 for Bio-residual marine fuels; and the fuel should conform to the specification before it is used onboard ship.
  • CTI-Maritec offers testing packages for ISO 8217:2024 as per Table 1 (Bio-distillate marine fuels) and Table 3 (Bio-residual marine fuel). In addition, CTI-Maritec also offers total organic chloride (as per EN 14077 test method) analysis as part of the new scope for ISO 8217:2024 analysis.

The ISO 8217:2024 specification can be purchased from ISO website via https://www.iso.org/standard/80579.html.

 

Photo credit: Hans Reniers on Unsplash
Published: 3 June 2024

Continue Reading

Bunker Fuel

Cargo ship “Tony Stark” detained in Spain for bunker fuel spill

Authorities have not allowed the Antigua & Barbuda-flagged ship to leave the port on Africa’s north coast until the owners pay bail of EUR 120,000.

Admin

Published

on

By

Marine Traffic / Raul Buque

Spain detained a cargo ship for causing a spill during a bunkering operation near the Spanish enclave of Ceuta, according to Reuters on Tuesday (23 July). 

Authorities have not allowed the Antigua & Barbuda-flagged Tony Stark ship to leave the port on Africa's north coast until the owners pay bail of EUR 120,000 (USD 130,129), Reuters reported, citing comments from Spain’s Merchant Fleet. 

Trails of fuel oil were found in front of Benitez beach, the breakwaters of the port and San Amaro beach in Ceuta, in the Alboran sea.

The Merchant Fleet estimated the size of the fuel spill was one metric tonne. It opened a disciplinary procedure that will determine the final fine.

 

Photo credit: Marine Traffic / Raul Buque
Published: 24 July 2024

Continue Reading

Decarbonisation

DNV: Leading maritime cities driving decarbonization of shipping

Dr Shahrin Osman, Business Development Director, DNV Maritime Advisory and co-author of Leading Maritime Cities report, explains the central importance that decarbonization and digitalization occupy within shipping.

Admin

Published

on

By

Dr Shahrin Osman, Business Development Director, DNV Maritime Advisory

Dr Shahrin Osman, Business Development Director, DNV Maritime Advisory and co-author of the Leading Maritime Cities report, explained the central importance that decarbonization and digitalization occupy within shipping in this article published on Tuesday (23 July). 

He outlined how maritime cities are the centres of gravity driving this forward, facilitating innovation and coming up with the solutions which are needed for shipping to reach its ambitious decarbonization goals:

The Leading Maritime Cities report shines a light on the key cities driving the maritime industry forward. With decarbonization and digitalization key factors in today’s maritime world, the report’s co-author explains how these are being advanced by activities in the leading maritime cities.

The latest edition of the Leading Maritime Cities (LMC) report was published in April this year. The collaboration between DNV and Menon Economics delivers fresh insights into the maritime cities which offer the best policy measures, infrastructure and supporting institutions, and how these are driving advancements in the maritime industry.

Leading maritime cities in a world of transition

The LMC report recognizes the central importance that decarbonization and digitalization occupy within shipping. The impact of these two dimensions cuts across the traditional pillars that cities are benchmarked on. To address their transformative effect, this year’s report introduces new indicators – such as capabilities in the adoption of digital technologies and automated processes for port operations, and proactivity in implementing green and sustainable financing practices.

“The maritime industry is in the midst of a major transformation,” says Dr Shahrin Osman, Business Development Director, DNV Maritime Advisory and co-author of the report. “Decarbonization targets mean that the entire industry is looking at how it can undergo a transformation of technologies and fuels to reduce emissions, all of this being supported by advances in digitalization.”

Singapore dominates rankings with strong decarbonization efforts

“Maritime cities are the centres of gravity driving this forward. This is where the leading companies and talents are residing and where the real transformations are taking place. They provide platforms for progress and serve as conduits, linking the industry with the wider global economy.”

Like in the previous edition of this report in 2022, a combination of objective and subjective indicators are used to rank the different cities. Singapore was once again recognized as the leading maritime city, followed by Rotterdam and London, with Shanghai and Oslo making up the remainder of the top five. The Asian city-state hit the top spot in three out of the report’s five pillars, retaining its position as leader in Attractiveness and Competitiveness and overtaking Athens and Shanghai in Shipping Centres and Ports and Logistics. Much of this is due to Singapore’s strong positioning towards decarbonization.

The Silicon Valley of the maritime industry

“Driven by key bodies like the Maritime and Port Authority of Singapore and the Global Centre for Maritime Decarbonization, Singapore has a forward-leaning, future-ready approach. They look at things not just for the next few years, but for the next decade,” says Shahrin. “This includes policies towards building up a multi-fuel infrastructure, the electrification of harbour craft, and the promotion of green shipping corridors.”

“Overall, this has made Singapore an attractive location for shipping businesses, to the point where we now regard it as the Silicon Valley of the maritime industry.”

Government policies driving the green transition in key cities

As the example of Singapore has shown, strong, progressive government policy is one of the key factors behind the evolution of maritime cities, underpinning a forward-leading approach. This can attract companies and top talent to a city, while creating a competitive economic environment with well-developed infrastructure can encourage these actors to stay.

“This is especially relevant for decarbonization initiatives, where returns on investments take longer, and are dependent on wider infrastructure being in place,” says Shahrin. “Government support mechanisms can be crucial in facilitating innovation, so that new products and solutions can be developed.”

Shahrin points to the Norwegian Green Shipping Programme as a prime example of good government policy in action. This brings together public and private actors to overcome key decarbonization barriers, supported by funding from the Norwegian parliament.

Attraction of talent to cities key to progress

Central to the attractiveness and competitiveness of a maritime city is its ability to attract and retain top talent. The presence of research and educational institutions can help to develop talent within that location. The availability of professional opportunities and general high standards of living will encourage leading talents to relocate.

“Achieving technological progress is dependent on aggregating available knowledge that could otherwise be located in silos, and bringing it all together in clusters,” says Shahrin.

Note: DNV’s full Maritime Impact can be viewed here

 

Photo credit: DNV
Published: 24 July 2024

Continue Reading

Research

New study shows real world complexities and shortcomings of IMO CII formula

If IMO aims to maintain CII as a meaningful measure to incentivise shipping’s decarbonisation, a thorough review of the formula is necessary, says Royal Belgian Shipowners’ Association and AMS study.

Admin

Published

on

By

RESIZED IMO Building

The Royal Belgian Shipowners' Association (KBRV) released a study that investigated issues with the International Maritime Organization’s (IMO) Carbon Intensity Indicator (CII) formula. 

The study, titled Evaluating the Carbon Intensity Indicator: Challenges and Recommendations for Improvements, was done in collaboration with four master’s students from the Antwerp Management School (AMS). 

As part of their thesis project, the research conducted by the students included a comprehensive literature review, a qualitative analysis, and a quantitative analysis using data from Belgian-controlled ships.

The following are the key findings and recommendations of the study:

Key Findings 

Both literature review and qualitative analysis identified three variables with the most adverse impact on CII ratings:

  • Waiting Time: Time spent idling or waiting in ports or awaiting orders.
  • Number of Ports of Call: The frequency with which a ship docks at different ports.
  • Distance Travelled: The total nautical miles covered by the vessel.

The quantitative analysis confirmed the significant impact of these variables. However, a deeper dive into different shipping segments revealed a complex interplay of factors affecting CII ratings, making it difficult to pinpoint the main adverse variables universally.

For example, container vessels are highly affected by the number of port calls. An increased number of stops results in a worsened CII rating.

When comparing three Very Large Crude Carriers (VLCC) with similar distances travelled, waiting times, and number of port calls, differences in CII ratings still occurred. This could be attributed to external factors beyond anyone's control, such as adverse weather conditions.

For LPG carriers, there was a clear correlation between waiting days and CII ratings. Carriers that traded on routes with major port congestions - thus longing waiting time - scored lower than a sister ship with identical design efficiencies on less busy operating routes.

Recommendations

These findings underscore the multifaceted nature of CII ratings. If the IMO aims to maintain the CII as a meaningful measure to incentivise shipping's decarbonisation, a thorough review of the formula is necessary, taking into account the various factors beyond the control of both shipowners and charterers that influence the CII ratings. At a higher level, the scope and goal of the CII within the basket of measures needs to be reassessed as well.

Shipping is the most efficient way of transporting goods, emitting the lowest GHG per ton of transported cargo. Addressing the carbon efficiency of the sector requires the effort of every stakeholder involved, from shipowners and charterers to port authorities and customers. Placing the responsibility for a ship's efficiency solely on the shipowner does not accurately address the complexities and other influencing factors that exist.

Note: The study titled Evaluating the Carbon Intensity Indicator: Challenges and Recommendations for Improvements can be downloaded here

Manifold Times has covered several parties calling for the amendment of CII in the past including:

Related: INTERCARGO joins shipping industry in calls for IMO to amend CII flaws
Related: IBIA pursues amendment to Carbon Intensity Indicator for bunker vessels

 

Photo credit: International Maritime Organization
Published: 24 July 2024

Continue Reading
Advertisement
  • Consort advertisement v2
  • v4Helmsman Gif Banner 01
  • Aderco advert 400x330 1
  • RE 05 Lighthouse GIF
  • EMF banner 400x330 slogan
  • SBF2

OUR INDUSTRY PARTNERS

  • SEAOIL 3+5 GIF
  • HL 2022 adv v1
  • Triton Bunkering advertisement v2
  • 102Meth Logo GIF copy
  • Singfar advertisement final


  • E Marine logo
  • Synergy Asia Bunkering logo MT
  • PSP Marine logo
  • Auramarine 01
  • Central Star logo
  • endress
  • Trillion Energy
  • Golden Island logo square
  • Victory Logo
  • Energe Logo
  • 400x330 v2 copy
  • Headway Manifold
  • Advert Shipping Manifold resized1
  • VPS 2021 advertisement

Trending