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• <br />• <br />E <br />Transportation and Logistics <br />Despatch of Sample by Courier DNV Fuel Quality Testing Programme <br />The correctly taken custody <br />transfer sample should be packed <br />in the IATA approved carton box <br />provided and taken ashore by <br />the ship's agent with instructions <br />to contact the courier company <br />urgently for despatch. Pick up <br />of the sample and delivery to <br />the nearest DNVPS laboratory <br />will be promptly carried out <br />by the courier company specially <br />selected for that port. <br />Information on courier contact <br />numbers is also available in the <br />programme manual supplied with <br />the Sampling Kit. <br />Fast Response, Attentive Service <br />Upon receipt of a sample at any <br />DNVPS laboratory, analysis results <br />and technical advice are normally <br />provided by fax or telex within 24 <br />working hours. In instances <br />where the situation requires an <br />urgent response, a DNVPS Tech- <br />nical Advisor will call the FQT <br />member to inform him and to <br />discuss the results even before the <br />telex or fax is sent. <br />Labelling <br />• • <br />• <br />Bunkering of Fuel <br />Phone Call <br />Transport to Or Telex To <br />r <br />DNV Lab Ship And/Or <br />Owner Whe <br />Analysis Necessary <br />Telex/Fax Databank Storage <br />Samples <br />it <br />Effective Fuel Management-. <br />To obtain maximum benefits from the FQT program, member <br />vessels are advised to adopt the following procedures: <br />• Increase fuel quality awareness of crew <br />• Order against safe specifications <br />• Keep about five -days' reserve of tested bunker <br />• Practise correct sampling procedures <br />• Ensure proper documentation <br />• Segregate incoming bunker <br />• Minimise co -mingling, pump ROB into one tank <br />• Use buffer stock of tested fuel only <br />• Avoid taking risks, test all bunkering samples <br />• If use of defective fuel is unavoidable notify underwriters and <br />supplier immediately <br />• Contact DNVPS for technical assistance on fuel handling in <br />order to minimise damages <br />• Keep proper records of all bunkering and test results. This m; <br />be needed in a dispute <br />Test every bunker delivery sample <br />Programme manual for <br />packing and despatch <br />Network of laboratories <br />ensure quick response <br />To reap maximum advantage from <br />the FQT programme, we cannot <br />over -emphasise the importance of <br />segregating all incoming bunker <br />whenever possible and testing <br />every sample prior to use. <br />Recommended Tests for Residual Fuels <br />The routine tests carried out for marine <br />fuel oils are: <br />Density <br />Viscosity <br />Water <br />Micro -carbon residue <br />Sulphur <br />Sodium <br />Ash <br />Vanadium <br />Aluminium <br />Silicon <br />Total Sediment Existent <br />Pour point <br />Flash point <br />Specific Energy (Calculated) <br />Calculated Carbon Aromaticity Index <br />Similar comprehensive analysis <br />is undertaken for clear distillate fuels <br />including FT-IR screening <br />Density <br />Fuel delivery is measured by <br />volume but invoiced by weight. <br />The density information is there- <br />fore essential for determining the <br />weight of the fuel received. Den- <br />sity must be known in order that <br />the shipboard staff can set the <br />centrifuges correctly and also for <br />calculating the calorific value <br />of the fuel. <br />Viscosity <br />Viscosity is the parameter deter- <br />mining fuel grade and thus the <br />price of the product delivered. <br />It must be known for determining <br />the fuel pre -heating temperature <br />prior to centrifuging and fuel <br />injection. Where additional <br />heating capacity on board the <br />ship is available, considerable <br />savings in fuel costs can be made <br />by burning a higher viscosity <br />grade without necessarily <br />compromising on fuel quality, <br />provided that there are no limita- <br />tions due to engine condition <br />and engine manufacturer's <br />recommendations. <br />Density essential for accurate weight calculation <br />Viscosity neccesary to determine correct <br />pre -heating temperature <br />Water Content <br />Besides representing a loss of <br />energy content in the fuel, water <br />can cause numerous problems <br />for the fuel pre-treatment and <br />high pressure injection system. <br />Salt water can lead to corrosion, <br />the sticking of pumps, injectors <br />and deposits in cylinders and <br />turbochargers. <br />Micro -Carbon Residue <br />The Micro -Carbon Residue con- <br />tent reflects the tendency for <br />incomplete combustion and the <br />formation of carbonaceous depos- <br />its. When burning a high carbon <br />residue fuel it is important to <br />avoid engine conditions which <br />tend to increase deposit forma- <br />tion. Some engines are more <br />prone to problems when burning <br />a high MCR fuel. <br />Turbocharger fouling from <br />sea -water contamination <br />