INSTRUCTION MANUAL – PART 1 OF 2

FUEL QUALITY TESTING PROCEDURES

Revision 3 : JULY 12
 Introduction
Overview of the DNVPS Samples
Procedures For Sampling
Sampling
Sampling Kit
Sampling Device
Safety Considerations During Sampling
Request to Witness Sampling Form
Continuous-Drip Sampling
Dividing the Sample Evenly
Sealing the Bottles
Insert Sample into Ziplock Bag
Sample for Supplier
Ship's Retained Sample
MARPOL Annex VI Sample
Dispatching the Samples
Order Sampling Supplies

8 General Guidelines On Bunkering

The Bunker Delivery Note

9 Investigations and Sampling of Tanks and Fuel Systems

General Guidelines
Tank and Fuel System Sampling
Sludge Samples
Combustion Deposit Samples
11 Fuel System Check (FSC)
Why Fuel System Check?
Sampling and Distribution
Sampling Procedure
Safety
Forwarding the Samples
Testing and Reporting
15 Guidelines on Interpreting Test Parameters
Density
Viscosity
Water
Micro Carbon Residue
Sulphur
Sediment
Ash
Catalytic Fines
Elements
Flash Point
Ignition and Combustion Properties
Fourier Transform Infra Red Scanning of Distillate Samples
Pour Point
Specific Energy
Oxidation Stability
Lubricity
Acid Number
Chemical Contaminants
MARPOL Annex VI Services
Sulphur Content Testing
18 Verification of Fuel Change-Over Procedures
On Board Blending - Blend Optimisation Programme (BOP)
Introduction

Thank you for choosing DNV Petroleum Services (DNVPS) as your fuel management partner. We are 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
shipowners and operators in the procurement and use of marine fuels have not diminished. You must safeguard your
vessels by ensuring the bunkers received are not used until tested.

DNVPS fulfils the requirements of an independent international testing service which is credible both to shipowners
and suppliers alike. We operate five wholly-owned and ISO 17025 accredited laboratories strategically located in
Singapore, Rotterdam, Fujairah, Houston and Oslo so that fuel samples from your ships will reach the appropriate
DNVPS lab in the shortest possible time. This in turn facilitates fast turnaround of test results and prompts technical
advice.

Spanning different time zones and linked by a Wide Area Network, DNVPS laboratories and technical team provide
24-hour support. And as soon as the test results of your fuel samples are available, you can download them directly from
DataAccess, our online service.

DNVPS has thus far tested more than 1 million marine fuel samples in our FQT programme. Our substantial market
share is well supported by an extensive monitoring network which allows us to spot fuel quality problems in bunkering
ports around the world. You will be immediately notified of these problems through our Bunker Alert service,
exclusively available to members of the DNV FQT Programme.

Fully compliant with MARPOL Annex VI requirements, the DNV FQT programme ensures that ship operators adhere
to approved procedures, documentation and sampling equipment (sample bottles, seals, line samplers and cubitainers).

Besides FQT, DNVPS also provides a whole range of other products and services, such as sampling kits; line samplers;
technical seminars; fuel system checks (FSC); blend optimization programme (BOP); bunker quantity surveys (BQS);
bunker quality statistics (including FuelWise, a 'live' data service available on the Internet); BunkerMaster, a bunker
management software offering a suite of calculation tools and information updates catering to current bunker
requirements and industry practices; and Total Fuel Management solutions, a consulting service helping ship
operators optimise fuel efficiency and savings.

In addition, DNVPS is also 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 other
contaminants. These services are all conducted in-house, and we also have access to other testing services available
throughout DNV, such as the materials laboratories in Singapore and Oslo.

As you embark on the DNV FQT Programme, please go through this Instruction Manual in detail, so that your vessels
can fully enjoy the benefits we offer.
Overview of DNVPS Samples
The diagram below describes the purpose of the different fuel oil samples to be taken under the DNV Fuel Quality
Testing and Fuel System Check programmes, as well as the associated labels accompanying these samples.

Please note that each sample must be duly-filled and attached with security seals and the respective service labels.

Sample to Lab Ship's retained Supplier's sample MARPOL Annex FSC sample
sample VI sample
This sample is to This sample is to This sample is
be provided with This sample is to be provided with This sample is to for checking the
the FQT sample be provided with the FQT sample be kept onboard efficiency of the
the FQT sample in the event the
bottle label and bottle label and supplier does not fuel pre-treatment
security seal and is bottle label and security seal and is system (see Fuel
provide a MARPOL
to be sent to DNVPS security seal and to be given to the System Check on
sample or it is not
laboratory for fuel is to be retained supplier. taken as per the page 15). Affix the
quality testing. on board. guidelines in MEPC FSC sample bottle
If the supplier 182(59). If the label and security
The bottle is to be In the event of a declines or discards supplier does fulfil seal to this sample,
placed in Ziplock quality dispute, the the sample, make this obligations which is to be sent
sample may be and provides a
bag and carton sure that this is to the DNVPS
required sent to a compliant sample
together with Chief recorded in the to the ship, then laboratory for
Engineers form and laboratory for testing ship's log. testing.
this is the official
copy of Bunker in the presence of MARPOL sample
Delivery Note and the parties involved and the “DNVPS Place the bottle in
sent to the appropriate in the dispute. MARPOL” sample a Ziplock bag before
DNVPS laboratory can be used for putting it in the FSC
in accordance with commercial purposes carton box provided.
these instructions. or discarded. Dispatch the sample
to the appropriate
The sample is to
be provided with DNVPS laboratory
MARPOL bottle in accordance with
label and security given instructions.
seal. It is to be
stored, recorded in
inventory log or
otherwise treated as
an official MARPOL
sample log.
SAMPLING
The importance of proper sampling cannot be over-emphasised, as the analysis results will only be as good as the samples
submitted.

Please ensure that all staff involved are fully conversant with both the sampling procedure recommended in this
instruction manual and your company's fuel management practices.

DNVPS advocates Custody Transfer Sampling, which is also a requirement under the Code of Practice for Bunkering
(SS600). If the fuel has been purchased on FOB terms and delivered by barge or at the tank terminal, the DNVPS
recommended location for Custody Transfer Sampling is on the ship's bunker manifold. Note that Resolution MEPC
182(59) referred to in Annex VI of MARPOL 73/78, also specifies that the representative sample is to be taken at the
ship manifold. If for any reason the sample cannot be taken at the ship manifold, such reasons should be recorded.

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 can 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).

Sampling Kit
The sampling kit contains :-
Sampling bottles with caps
IATA approved FQT shipping cartons
IATA approved Fuel System Check carton
Security seals
Ziplock bags
Labels for FQT Sample Bottles
Labels for FSC sample bottles
Labels for MARPOL sample bottles
“For receipt only - source unknown” stamp
“For volume and temperature only” stamp

One Instruction Manual, Part 1 of 2 (Fuel Quality Testing

Procedures) containing
- FQT sampling instructions (incl. MARPOL Annex VI)
- FSC sampling instructions
- Air Courier Directory
- Request to Witness Sampling Form
- Chief Engineer's Report Form
- Pro Forma Invoice
- Return Address Labels for sending fuel samples to the
appropriate DNVPS Laboratory
- Preprinted AWB

Sampling Device
Please ensure that your vessel has a proper sampling
device installed at the point of Custody Transfer, ie. at the
ship's bunker manifold. The sampling device and
collection container must also be clean and ready for use.
As a routine, clean the sampling device immediately after
every bunkering to minimise the possibility of
contamination by remaining fuel oil or cleaning solvents.
If your vessel is not fitted with a proper sampling device, it
may not be possible to take a representative sample as
required by Annex VI of MARPOL 73/78.
Safety Considerations During Sampling
The following safety precautions should be taken during any sampling:

• Protective equipment to be worn by personnel involved in the sampling

• H2S detection should be carried out periodically
• Spill prevention procedures should be adhered to
• Spill containment equipment should be available at the bunker manifold
• Regulations regarding the entry and equipment used in hazardous areas should be strictly observed
• Smoking and naked lights should be prohibited in the vicinity of potential oil vapor sources

Request To Witness Sampling Form

It is the supplier's responsibility to provide a representative
MARPOL sample, continuously drawn throughout the
entire bunkering process. However, it is not considered
feasible to take representative samples for fuel quality
testing purposes and the MARPOL sample in parallel.
Hence, the supplier should be encouraged to accept
the practice of taking the MARPOL sample in
conjunction with the sample for fuel quality testing.

Regardless of the supplier's preference, the ship crew as a

precaution should always take their own MARPOL Annex
VI sample as a fourth sample together with the other
three fuel samples, in accordance with the instructions
below.

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. Retain the blue
copy for your file.

If the supplier declines to attend the witnessing of sampling, you must note this in the ship's log-book there and
then. Such a record can serve as contemporaneous evidence should a fuel quality dispute later arise. Please ensure
that full information about the barge, cargo officer, supplier, time, date and circumstances etc, are recorded.

Continuous Drip Sampling

Take a continuous drip sample by using the DNVPS Line
Sampler. Adjust the needle valve to give a slow continuous
drip throughout the whole bunkering period. Seal the
needle valve with the security seal provided. Record the seal
number to prevent any tampering. Collect approximately
5 litres of sample in the cubitainer. Both 5-litre and 10-litre
cubitainers are supplied by DNVPS. Precautions should be
taken to prevent over-filling.

Ensure that there is sufficient fuel sample in the

cubitainer by the end of the bunkering. If you need to
break the seal on the needle valve to make adjustments,
you should invite the bunker barge Cargo Officer or his
representative to be present when you adjust the drip and
replace the security seal. Keep proper records in your
ship's log if the invitation is declined and also when such
adjustments took place.
Dividing The Sample Evenly
Cap the cubitainer and shake the content vigorously for
about 10 minutes to mix the sample thoroughly. If
bunkering in cold climates ensure that the sample
collected in the cubitainer is warm enough to allow for
shaking. STOP
HERE
Fill four (4) 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
contents 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 up to the mark “FILL TO THIS LINE.” Stop
at the line as shown in the diagram on the right.

Sealing The Bottles

Close the bottles tightly using the screw caps provided.
Seal all the bottles and record all seal numbers on the
Chief Engineer's report form. It is important also to
record this information in the ship's log book. In
addition, we strongly advise you to request the supplier to
record all sample seal numbers in the BDN for
cross-reference purposes.
Complete three fuel quality testing sample bottle labels
and one MARPOL sample bottle label. Sign these labels
in the presence of and jointly with, the supplier's
representative. Do not sign any blank labels for the
barge crew under any circumstances.
Fix a label on each bottle.
Caution: If you are offered a sample by the barge crew
and have not witnessed correct sampling procedures
pertaining to this sample, please use the rubber stamp
provided in the kit to indicate “For Receipt Only,
Source Unknown” on the sample bottle.

Insert Sample Into Ziplock Bag

Put the bottle of sample to be sent for testing into the
ziplock bag to prevent any spillage. Gently squeeze the
ziplock bag to minimize any air content prior to sealing.
The sample will be sent to the appropriate DNVPS Laboratory
via courier. See Air Courier Directory provided.

Sample For Supplier

Hand one bottle 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 of the person, barge
supplier, time, date, incident, seal number of the sample etc.
This information is essential for the purpose of collecting
contemporaneous evidence in the event of a quantity or
quality dispute at a later stage.
Ship's Retained Sample
It is very 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 your ship.

IMPORTANT
If this sample is eventually sent for testing, all parties
involved or their representatives must be present to witness
the breaking of the seals and the testing process.

MARPOL Annex VI Sample

Store the MARPOL Annex VI sample, taken by the supplier or
by the ship crew, onboard in a safe and dry location. A
MARPOL ANNEX VI bottle label, provided in the sampling
kit, should be attached to this sample for correct
identification. Details pertaining to the MARPOL Annex VI
sample and its subsequent destruction or shipment must be
recorded in a sample inventory log.

In case the supplier has taken a representative MARPOL

Annex VI sample according to the specified procedures i.e. at
the receiving vessel's manifold using a continuous drip
sampler and with a label containing the required details, then
the supplier's sample is considered the official MARPOL
Annex VI sample. In such a case, the DNVPS MARPOL
sample should not be used for statutory purposes.

In case the supplier is not in a position to comply with the

procedural or documentary requirements stated in Annex VI
of MARPOL 73/78, the following actions should be taken by
the ship's crew:

A Notification highlighting non-compliance with

MARPOL Annex VI requirements should be issued. The
Notification is to be forwarded to the relevant Port State
and the Ship’s Flag State.
Reference to the Notification is to be made in the BDN
(if supplied).
If the supplier does not provide a MARPOL sample, the
ship's crew should propose their own representative
MARPOL Annex VI sample to be taken in accordance
with the procedures in this instruction manual as the
official MARPOL Annex VI sample. The crew should
request counter-signing and sealing by the supplier. If
this is accepted by the supplier, a Notification should
not be deemed necessary.
 If the supplier provides a MARPOL Annex VI sample, but it is found not to have been taken in accordance with the
procedures, 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). The ship crew should propose
their own representative MARPOL Annex VI sample, taken in accordance with the procedures in this Instruction
Manual, as the official MARPOL Annex VI sample. The crew should request counter-signing and sealing by the
supplier. If this is accepted by the supplier, a Notification is not deemed necessary.

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 at e.g. barge manifold.

IMPORTANT
This MARPOL Annex VI sample should be kept onboard in a safe location until the fuel bunkered has been
substantially consumed, but in any case for a period of at least 12 month after the fuel delivery. The sample is only to
be handed over to a port or flag state authority.

MARPOL Annex VI sample requested by Port or Flag State Authorities

The port or flag state may require the MARPOL Annex VI sample for testing to verify compliance with Reg.14 and 18
of Annex VI, MARPOL 73/78.

In such an event, a receipt should be requested and the action recorded in a sample inventory log.

In case the supplier has also provided a MARPOL sample but which is not taken in accordance with the requirements of
MARPOL Annex VI, it is recommended that both samples are handed over to the port or flag state authority together
with documentation highlighting any discrepancy (Notification).

Dispatching the Samples

To ensure timely analysis and reporting of your fuel sample results, we encourage you to utilize the Control Tower
Integrated System (CTIS) to activate fuel sample collection. The CTIS will help reduce time required to prepare
shipping documents, and allow you to have real-time tracking of your fuel samples. To access our new online shipping
tool, please visit http://services.dnvps.com/ctis/.

The CTIS provides the following benefits:

• CTIS provides a single point of contact to schedule collection and track the status of your bunker fuel sample(s)
conveniently.
• With the CTIS, you can now quickly and easily schedule a pickup of your bunker fuel sample(s) 24 hours a day 7
days a week.
• All sample collection requests submitted will be transmitted electronically to the DNVPS appointed courier service
provider - there is no longer a need to call the courier service providers to arrange for sample(s) collection.
• To make shipping easy, CTIS evens help you to generate the shipping document to accompany the bunker fuel sample(s).
• Using the unique tracking number assigned by the CTIS, you can monitor and track the progress of your bunker
fuel sample(s).
• Once you have submitted your online request, an email to acknowledge receipt of your request will be sent to the
email address you provided.
• After we have reviewed your request, you will receive a separate email with the required shipping document. Please
print out three copies of the shipping document.
• The shipping document together with the Material Safety Data Sheet (MSDS) must accompany the fuel sample(s).
MSDS is a mandatory document required by the airlines to ascertain whether or not the fuel sample is considered
as a "Dangerous Goods".
• The appointed courier service will arrive at the collection address you’ve provided to pick up your fuel sample(s).
• Keep one copy of the Air Waybill for your records. This is your proof of collection and contains your tracking number.
Without the Air Waybill, it can be difficult to track your fuel sample(s) or even to prove that it has been collected.

Order Sampling Supplies

When sampling supplies run low, please log on to http://www.dnvps.com/services/kts/. This on-line service
provides access to facilitate request for the following items:
• Fuel Quality Test (FQT) Sampling kit
• 5-Litre Cubitainers
• 10-Litre Cubitainers
• Sulphur Kit
The DNVPS on-line order service is available round the clock. This enables ordering or gathering of information
at any time, anywhere, seven days a week.
 GENERAL GUIDELINES ON BUNKERING

The Bunker Delivery Note (BDN)

It is usual for the supplier or his representative to provide the chief engineer with a BDN. Annex VI of MARPOL 73/78
requires that the BDN contains the following details :

- 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 15ºC (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
regulations 14 and 18 i.e. that the fuel supplied has a sulphur level as specified in the BDN and that the fuel is free
from inorganic acid, does not include any added substance or chemical waste which either jeopardises the safety
of ships, adversely affects the performance of the machinery, is harmful to personnel, or contributes overall to
additional air pollution.

Note that IMO has interpreted that it is the actual sulphur content in fuel that is to be specified in the BDN and that
terms like “less than” or “max” are not acceptable.

Sometimes these documents are prepared before the delivery and may not reflect the 'facts' of the delivery. We strongly
recommend that you do not sign the BDN or any sample labels from the supplier before the bunkering is completed.

Volume Deliveries
Normally, the terms and conditions of sale state that the quantity of fuel delivered will be determined by shore meters or
measurement of barge outturn.

With the enforcement of the ECAs as defined in Annex VI of MARPOL 73/78, as well as the 0.1% maximum fuel
sulphur limit for ships at berth in EU community ports under the EU Directive 2005/33/EC, verifying bunkered
quantity of low sulphur fuel is increasingly important. This is 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.

In either case the chief engineer or ship representative should attend to witness opening meter readings or barge
soundings and temperature. On completion of the delivery the ship representative should also attend to determine the
'actual' volume delivered. The volume recorded on the BDN should be at standard temperature - calculated 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 an overstatement of weight delivered.

Receivers of fuel are advised to indicate on the BDN “For Volume at Observed Temperature Only”.
The rubber stamp is provided for your use.

Please ensure that a copy of the BDN is enclosed with your sample in order for us to evaluate the DNVPS density
determination against the supplier's statement.
General Guidelines
Disputes arising from poor quality fuel deliveries can be complex and what may seem to be a simple case can become very
convoluted 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. We stress the need for good routine record-keeping onboard the vessel 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 :

1. Keep a daily record of fuel quantities held onboard in each tank. Record transfers of fuel by date and amount
transferred from tank to tank.

2. Keep careful records of oil bunker deliveries, recording quantity in all tanks before and after delivery.

3. Whenever possible, do not mix fuel from different deliveries and always load into empty tanks.

4. Keep analysis records of all samples.

5. Retain suppliers' samples and samples taken by ship staff for a minimum period of six months. Ensure that they
are correctly labelled, sealed and stored in a safe location.

6. 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 labelled as per MARPOL Annex VI requirements, sealed
and stored in a safe location.

7. Ensure that BDNs are in accordance with MARPOL Annex VI requirements. Keep copies of all BDNs readily
available onboard for a minimum of 3 years.

8. Keep good records on main engine and auxiliary inspections and repairs.

9. Ensure that engine room or machinery log books record temperatures and pressures, so that abnormal conditions
can be recognised and related to a particular period.

10. In case of damages, compile a statement or record of events which should include date, times, damages and costs
(including manhours and spare parts). Also retain broken or damaged parts for future inspection. Photographs of
damages may also prove useful.

11. If problems are encountered, samples of the fuel in use should be drawn from the fuel system as detailed below.

Fuel Tank and System Sampling:

From time to time, it will be 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 fuel treatment plant
components. Again, we must stress that analysis of such samples can only be useful if they have been taken properly.

The following notes are intended as guidelines under such circumstances.

Tank Sampling
Ideally, to evaluate the quality of fuel stored in a tank, the following samples should be obtained :
a) Top sample - taken at approximately 6 inches below the surface of the oil.
b) Upper sample - taken from the middle of the upper one-third of the tank's contents.
c) Middle sample - taken from the middle of the tank's contents.
d) Lower sample - taken from the middle of the lower one-third of the tank's contents.
e) Bottom sample - taken from the bottom surface 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.

Sampling devices designed for such sampling should be used. If sampling equipment is available onboard, ensure that it
is thoroughly cleaned before use. In some cases, due to limited access to tanks, it is not possible to obtain tank samples as
described above. Under these circumstances, a sample may be taken at the fuel transfer pump as described below.

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 for a sufficient
period to empty the lines. After this, start sampling by taking a 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 litres 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.

Thoroughly mix the 5-litre sample and pour one litre into a DNVPS bottle. Mark the sample as 'Continuous-drip - Fuel
tank contents during discharge' together with the tank number.

DO NOT

a. take the sample from tank bottom drain valves. These will probably contain high levels of water and sediment
which will not be representative.

b. take sample from sounding pipes-again these will not be representative.

Fuel Treatment System Samples

Even if a delivered fuel meets the ordered specifications, it is imperative that the fuel treatment plant is operating at
maximum efficiency or engine damage may occur.

Sampling from a fuel system when a problematic fuel is loaded will also help indicate the efficiency of the treatment plant
and thus assist the crew in taking preventive action, if needed.

Sampling before and after separators is also considered the only feasible condition and performance monitoring of the
fuel.

Periodic sampling from the fuel treatment system will also identify such problems as water ingress from ballast systems,
leaking heating coils and cargo contamination. A good fuel management system would include such sampling and
analysis at least once a year.

The DNVPS Fuel System Check (FSC) can assist your ship in this regard. Further information and detailed instructions
for fuel system check sampling is provided in page 11 of this Instruction Manual.

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

Combustion Deposit Samples

Investigations into fouling of combustion spaces, exhaust system and turbo chargers by ash and unburnt fuel can be
advanced by analysis of deposit samples. Again, samples of fuel used prior to the fouling should also be submitted to
assist with the problem-solving process.
Why Fuel System Check?
The purpose of the DNV Petroleum Services Fuel System Check (FSC) programme is to utilise sample analysis for
monitoring the condition of the fuel oil system and the effectiveness of the fuel oil treatment plant. Essentially, 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. The samples are then analysed and the results assessed and
reported by DNVPS.

In addition, DNVPS now offers a catfines (Al+Si) size distribution screening as a value-added service to the FSC
programme.

ISO 8217 : 2010 specifies the required properties for fuels at the time and place of custody transfer. It is presumed that
quality will not deteriorate in storage on board and that there will be adequate treatment before use.

Experience gained by DNVPS and its customers since the introduction of the DNV Fuel Quality Testing programme,
coupled with studies and research, confirms that fuel treatment systems are not always operated at optimum efficiency.
Fuel contamination may also occur in the ship's fuel system and tanks due to e.g. defective steam heating coils or
seawater/cargo ingress resulting from badly located or damaged vent pipes.

Efficient centrifuge operation is essential for the removal of heavy fuel oil contaminants. With the FSC programme,
malfunctions and defects in the centrifuges can be identified.

For example, the latest edition of ISO 8217, the most commonly referred to marine fuel specification in the market,
indicates 60 mg/kg Aluminium + Silicon (Al+Si) as the maximum amount of catalytic fines (catfines) particles
permitted in an RMG380 fuel as delivered. However, major marine engine manufacturers recommend less than 15
mg/kg Al+Si at the engine inlet. Hence, assuming a delivered fuel contains 50mg/kg Al+Si, the fuel treatment plant
has to operate at an efficiency level capable of removing 70 per cent of these highly abrasive materials, in order to meet
the engine manufacturers' requirement.

The purpose of the FSC programme is to monitor the shipboard fuel system, i.e. the ' gap' between the ship's manifold
and the engine, in a systematic manner. This is achieved by analysing samples drawn from key locations to assess the total
fuel oil system operational condition.

Sampling and Distribution

For analysis results to be useful, sampling must be carefully carried out at key locations that can provide a picture of fuel
quality variations throughout the fuel oil system. Samples for FSC can be taken at fixed intervals, say, twice annually, or
in connection with poor quality bunker deliveries or if operational problems are experienced. Figure 1 (Sampling
Positions & 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. Transfer Pump Discharge L. After Service Tank (Before Fuel Heaters)
B. Before Separator (s) M. Before Main Engine - See Safety Note
C. After Separator (s)
As a minimum before and after separator samples should be drawn and forwarded to the laboratory for analysis.

Clarifier Homogeniser

Clarifier
Purifiers in
Parallel

Clarifier
Purifiers in
Parallel

Purifiers in Purifiers in
Series Series Notes

(1) Purifier + Clarifier in series = E1 + F1

(2) Two Purifiers in Parallel followed in Series by One Clarifier = E11 + E12 + F1

(3) Two Purifiers in parallel with each with followed by a Clarifier in series = E11 +
F11 + E12 + F12

(4) Two Purifiers in Series followed by one Clarifier = E12 + E22 + F1

(5) If there are more than two Purifiers in parallel, Identify samples from third as
E13, fourth E14, etc.

= Sample code to be entered on label & forms. Additionally please (6) Sample from a Purifier which is centrifuging the Service Tank back to the
indicate your own identification for any equipment/tanks that are in Settling Tank should be identified as E51. Not normally required, will be
duplicate/parallel/series etc. requested if necessary.
Sampling Procedure
For the assessment of the analysis results to be as meaningful as possible, the samples should be drawn at around the same
time. Routine and requested sample sets should be taken when the fuel from the last bunkering has displaced the fuel oil
from the previous delivery.

When samples are being taken before and after the separators, the condition should be allowed to stabilize after
adjustments have been made to e.g. the fuel oil flow rate, before drawing samples. The before/after separator samples
should preferably be taken at the same point of time. Time for sampling should be the discharge interval, divided by two.
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 nevertheless are to be drawn because the fuel oil at this point has an elevated temperature and is kept under
relatively high pressure.

All sampling equipment should be clean and in good order. Oil, sludge, water, cleaning solvents etc, from previous
samplings can cause erroneous analysis results.

The recommended sampling procedure 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 mix-up.

3. Ensure the lines are flushed through before drawing the sample.

4. The samples may be filled directly into the plastic 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 plastic bottle cap should be firmly fastened after sample has
cooled to avoid leakage.

6. Ensure each sample is labeled with the RED FSC label.

Safety

Please refer to page 4 of this Instruction Manual for safety considerations during sampling .

Forwarding the Samples

Complete the Sample Record Form as provided in this manual. The original should be sent with the samples,
together with other relevant documentation. The copy is for the ship's file.

Pack the FSC samples in the FSC cardboard transportation 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 IATA carton boxes
provided for the bunker delivery samples may be used.

Please refer to page 7 of this Instruction Manual for further details.

Testing and Reporting

Samples submitted for analysis under the FSC programme will be analysed for a number of key parameters.

In order to assess the onboard treatment efficiency, the following parameters will be measured:

• Water - Used to monitor if any settling of water has taken place and/or if there is any water contamination; for
example, from steam heating coils or leaking solenoid valves on the separators.

• Sodium - High Sodium can cause increased corrosion of the high pressure parts of the fuel system and to exhaust
valves as well as increased deposits in the post-combustion spaces. Sodium is also an indicator of whether water in fuel
oil is fresh or salty.

• Aluminium + Silicon - These abrasive particles, otherwise known as “cat fines” can cause significant damage to an
engine. Areas such as fuel injectors and the liners and piston rings can be subject to high wear rates if the “cat fines”
content is not reduced to a satisfactory level as recommended by your engine manufacturer(s).

• Iron - If present, this would most likely be in the form of Iron Oxide (Rust) and as such would be removed by the
separator(s).

• Total Sediment Potential (TSP) - This parameter is used to assess and indicate the stability and cleanliness of a fuel.
Fuels with high sediment content can cause increased sludge problems in the separators and filters.

In addition the test parameters density, sulphur and vanadium are used as “fingerprint parameters” in order to confirm
that the tested results correspond with the parameters of the bunkered fuel oil.

The analysis report for the Fuel System Check samples will be sent to designated recipients in the same manner as the test
results from the fuel analysis samples.
Density
Density is expressed in kilograms per cubic metre (kg/m³) at 15˚C. Density mainly affects specific energy, ignition
quality and fuel separation. Conventional separators can remove water and to some extent solid particles from heavy
fuel oils with densities up to 991kg/m³ @15˚C. Separators of newer design can clean heavy fuel oils with densities up to
1010kg/m³ @15˚C. An important issue is to ensure that the correct separation flow rate and temperature are used in
order to achieve an efficient reduction of water, catalytic fines, sodium and sediments from the heavy fuel. Further, the
exact density must be known in order to verify the weight of the fuel based on the received volume.

Viscosity
Viscosity is expressed in mm²/s (centistokes, or cSt) at a stated temperature. This is a measure of a fluid's resistance to
flow. The kinematic viscosity is measured by the time for a fixed volume of oil to flow through a capillary tube.

Viscosity is not actually a measurement of heavy fuel oil quality. The user of the fuel will need to be aware of the viscosity in
order to set heaters correctly, prior to pumping and cleaning or treating the fuel, and before injection into the main
engine. This is because heavy fuel oil must be heated to reach the correct injection viscosity to ensure optimized
combustion and engine performance.

If the viscosity of the fuel is too high, the heating plant may not be capable of raising the fuel to the correct temperature.
In extreme cases, transfer of the fuel onboard may be very difficult and the engine could suffer poor performance and
possibly damages if insufficient heating is applied prior to injection.

Heavy fuel oils are also generally priced and ordered according to viscosity.

Water
Water content is expressed as per cent by volume. Water reduces the specific energy of fuel oil, thereby increasing
consumption and reducing fuel economy. Water 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). 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.

Separation of water from fuel oil can be a slow process, particularly if the difference in density is small or if the water is
present as minute drops. Separation of water drops is also inhibited by various small-particle impurities, such as dust,
sand and rust. The resulting emulsion clogs filters and affects efficient centrifuging.

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 increased combustion deposits, particularly when the engines are running at low load.

Sulphur
The sulphur level in fuel contributes to sulphur oxide emissions and thus air pollution. Currently Annex VI of
MARPOL 73/78 includes a worldwide 4.50% maximum sulphur limit in marine fuels which will be further reduced to
3.50% by January 1, 2012. In the Emission Control Areas (ECAs), the maximum sulphur limit is 1.00%. Other local
requirements may apply eg. in Europe and California.

Sulphur compounds may corrode cylinder liners and piston rings. The sulphur dioxide generated by combustion may
cause corrosion in exhaust passages at low temperatures.

Engines designed for operation on high sulphur fuels use special lubricants to minimise the effects of sulphur. The
sulphur content of a fuel affects the energy available.
Sediment
All fuels contain sediment consisting of hydrocarbon sludges and extraneous materials. The Total Sediment Test is
designed to determine the quantity of non-fluid material in the fuel by a hot filtration method.

Ash
Ash represents the incombustible components of fuel oil. These components may have their origin in the fuel or may
have been introduced by poor house keeping. High ash levels can cause wear in the fuel injection system, deposits on
cylinder components and resultant wear. In addition, some ashes are corrosive and may stick on to exhaust valves. High
ash levels may also reduce the efficiency and cause 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. They are of irregular shape, porous and extremely hard. Some degree of removal may be
achieved by settling and centrifuging onboard the ship. Due to their abrasive nature, they can lead to rapid wear of fuel
injection system components and cylinder rings/liners.

ISO 8217 : 2010 prescribes a maximum level of 60 mg/kg aluminium + silicon in high viscosity (40mg/kg and below
for the lower viscosity grades) fuels as delivered to vessels. However, fuel deliveries with levels of aluminium and silicon
far in excess of this value have been recorded and severe engine damages have been attributed to such high catalytic
fine levels. Note that a single separator may not be capable of handling aluminium + silicon levels above 50mg/kg in
order to reduce the aluminium + silicon contents to an acceptable level at main engine inlet. We therefore recommend
operating two or more separators in parallel or series, depending on type, when the tested level is in the 50-80 mg/kg
range. DNVPS recommends taking FSC samples when the tested level exceeds 40 mg/kg.

Elements
Fuel oils contain many metals, of which the most common are vanadium, nickel, iron and sodium. Vanadium and
sodium are potentially most harmful as they may lead to high temperature corrosion. The worst situation is when the
ratio of vanadium to sodium is approximately 3:1. Sodium salts are water-soluble and can be removed with water during
treatment. Without presence of water, sodium cannot be removed. Vanadium, however, is oil soluble and cannot be
removed by onboard fuel treatment equipment.

If present, calcium, zinc and phosphorous are indications 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 and
calculation, ULO may increase the particulate emission and increase the risk of exhaust gasway fouling.

Flash Point
The flash point is expressed in degrees centigrade. Safe transport and storage requires that the flash point of the fuel
oil is known. A flash point minimum of 60°C is prescribed for use onboard ships in the machinery spaces. This
minimum temperature is stated in the rules of classification societies and legislated by most governments.

Ignition and Combustion Properties

A rough indicator of residual fuel ignition quality, Calculated Carbon Aromaticity Index (CCAI) as developed by
SHELL is calculated on the basis of an empirical formula that includes 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. To determine fuel ignition and combustion
properties more accurately, DNVPS is offering a laboratory test using a Fuel Combustion Analyser (FCA). This method
is standardised as IP541/06. To receive more information, please email [email protected] or your local DNVPS
Customer Service Manager.

Fourier Transform Infra Red Scanning of Distillate Samples

FTIR (Fourier Transform Infra Red) scanning is performed on all distillate fuel samples received by DNVPS
laboratories. FTIR scanning enables detection of added substances such as esters and other oxygenated compounds
(eg.FAME/Biodiesel) in diesel and gas oils. It also indicates elevated amounts of organic acid found in the fuel. If the
FTIR scanning shows unusual amounts of organic acids, the Acid Number Test will be performed.
Pour point
Pour point is the lowest temperature at which the fuel will flow as wax will form at lower temperatures. To ensure
trouble free the storage temperature must be kept well above the pour point at all times. Wax may block filters and may
deposit on heat exchangers. In severe cases, the wax will build up in storage tanks and on heating coils which will
restrict the heating coils from heating the fuel, which makes the situation worse.
o
According to ISO8217, the pour point for the heaviest residual fuel grades is maximum 30 C.

Pour point is only relevant for storage and handling of the fuel and neither impacts the ignition nor the combustion.

Specific energy
The heat released during combustion of a fuel may be termed specific energy or heat of combustion. The energy
content of a fuel may be measured by calorimetry but usually the energy is calculated to find the gross specific energy
or the net specific energy.

Specific energy decreases with increasing density, sulphur, ash and water.

Oxidation stability
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 ISO 8217 marine
fuel specification, oxidation stability testing is applicable only to marine distillate products and conducted according
to the ISO 12205 test method, with a maximum limit of 25g/m3. For the DMB distillate grade, oxidation stability
testing cannot be conducted (and therefore not applicable) if the product is not bright and clear.

Lubricity
In ISO 8217, lubricity testing is conducted on marine distillates to determine their ability to reduce friction between
the moving parts in a ship engine. Lubricity testing [corrected wear scar diameter (wsd 1.4) at 60 degrees Celsius] is
conducted according to the ISO 12156-1 test method and applicable only for distillate products with fuel sulphur
content below 500 mg/kg (0.050 mass %).

Acid number
Acid Number (AN) is a measure of the total acidic constituents in a marine fuel sample. Although there is no
recognised correlation between Acid Number and the corrosivity of a marine fuel product, AN test (ASTM D664) is
nevertheless an important parameter for assessing the potential acid 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. In 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.

Chemical contaminants
During the past years, several cases of chemical contamination of residual fuels have been found. Such contamination
damaged engine fuel pumps, blocked filters, overloaded centrifuges, and caused fouling of exhaust gasways.

As looking for special contaminants is both time consuming and expensive it is usually not done as part of a routine
fuel analysis. Only when a ship reports problems related to operation on a specific fuel, will the lab look for chemical
contaminants.

During the past years, components such as carboxylic acids, solvents, polymers, and shale oil have been found to cause
damage. Unfortunately, it is not always possible to find the component responsible for the damage. 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.

DNVPS is currently offering a GCMS (Gas Chromatography Mass Spectrometry) headspace program which assists ship
operators in finding possible contaminants.
MARPOL Annex VI Services

Sulphur Content Testing:

DNVPS strongly recommends that ships participate in a fuel quality testing programme as this is considered to be a highly
cost- effective risk management tool in terms of safeguarding the ship's engines from the adverse effects of poor fuel oil
quality.

Based on clients' requests, DNVPS has further developed a service where owners can submit fuel oil samples for
verification of compliance with the sulphur content requirements of Annex VI to MARPOL 73/78. The service is
available for marine fuel oils, diesel oils and gas oils.

Fuel sulphur content verification is recommended for the following reasons:

- Low sulphur fuel is anticipated to come at a premium compared to normal sulphur fuel, i.e. there is a commercial
interest in verifying that the fuel quality is in accordance with the specification.
- It is considered preferable to verify the actual sulphur content in advance as opposed to testing on the order of the port
state control. Verification in advance represents an opportunity to be pro-active, i.e. notify flag states and port states
of any failure on the part of the supplier in delivering MARPOL Annex VI compliant fuels.
- Prior verification could limit potential problems in case the vessel is using lubrication oils with a TBN adapted to low
sulphur fuel oils only.
- It serves as a means to limit the emission of sulphur oxides within the ECAs, i.e. fulfil the ship's obligation towards
safeguarding the environment.

Verification of Fuel Change-Over Procedures:

Regulation 14 of MARPOL Annex VI requires ships to complete the change-over from normal to low sulphur fuel prior
to crossing the ECA border. Completion of change-over means that the fuel consumed in any boiler or engine onboard
(regardless of service or output) upon crossing the defined ECA border must have a sulphur content of 1.00% or below.

The time required for this change-over will deviate depending on the tank and piping system configuration onboard.
Although change-over from one fuel quality to another is nothing new onboard ships, MARPOL Annex VI has specific
requirements for the completion of such a change-over. It is therefore recommended that additional focus should be put
on the development of proper procedures as MARPOL Annex VI is a statutory requirement subject to statutory surveys
and controls.

In order to verify whether the change-over procedures developed comply with the requirements of MARPOL Annex VI,
DNVPS has developed a service where owners can take in-system samples before and upon completion of change-over
and submit them to DNVPS for testing.

Such verification can be carried out without low sulphur fuel being onboard, as long as fuel oils of different grades are
used.

DNVPS will test submitted samples in order to determine whether complete change-over between fuel grades has been
achieved. The results of the tests will enable owners to adjust the change-over procedures to ensure future
compliance.
Sampling Points:
The sampling points depend on the fuel tank and piping system configuration onboard. The following sampling points
are however recommended:

1. Outlet from fuel oil settling tank(s):

-In order to confirm that complete replacement of fuel oil in settling tank has been achieved.

2. Outlet from fuel oil service tank(s):

-In order to confirm that complete replacement of fuel oil in service tank has been achieved.

3. Fuel supply piping immediately before each engine and boiler burner arrangement:
-In order to confirm that complete change-over of fuel oil supplied to engines and boilers has been achieved.
-Alternatively consider taking similar samples in return oil piping from engines and boiler burner arrangement.

In order to limit the number of samples taken, one could limit the scope to the service tank outlet or from the common
supply piping to main engine(s), auxiliary engines and boiler(s). However one needs to bear in mind that this will not
necessarily reflect the quality of the fuel being consumed in the respective engine/boiler.

Please ensure that at the time of sampling, safety precautions are taken due to potential hazards if sampling is carried out
from the pressurised fuel oil booster system(s).

Sampling Equipment:
For ease of sampling, we strongly recommend that the sampling points are provided with sampling cocks or valves. A
connecting pipe may extend to a convenient position for sample collection. Ideally, a facility might be provided to allow
for the flushing of the connection back to the system or to a waste tank.

All sampling equipment should be clean and in good order. Oil, sludge, water, cleaning solvents etc, from previous
samplings can cause erroneous analysis results.

Sampling Procedures:
One sample should be taken at each specified sampling point:
- Before commencement of change-over.
- Immediately upon completion of change-over, which is considered the official time to be recorded in the ship's
logs as per MARPOL Annex VI requirements

The recommended procedure is as follows: Sampling and Labelling

1. The sample bottles from the FQT sampling kit can be used. Ensure
that a sufficient number of bottles, cardboard boxes and labels are
available.

2. Ensure that each sample bottle is provided with a red FSC label and
mark each label clearly before sampling to prevent mix-up as follows:
“FUEL CHANGE-OVER”
-whether sample is taken before or upon completion of change over. Fill the sample bottle. Make sure each
bottle is clearly marked to prevent mix-up.
-Sampling point location.

3. Ensure the lines are flushed through before drawing the sample.

4. The sample may be filled directly into the plastic sample bottles.

5. The plastic bottle cap should be firmly fastened after sample has
cooled to avoid leakage.
Fasten the bottle cap
securely to prevent leakage.
6. Complete the FSC sample record form as provided in this manual.
The original should be sent with the samples, together with other
relevant documentation. The copy is for the ship's file.

7. Pack the samples in the Fuel System Check carton box. Attach the
laboratory address labels according to our Air Courier Directory.

Attach the red Fuel System

Check label on the sample bottle.
Forwarding the Samples
The samples should be sent to the appropriate DNVPS laboratory for analysis. The address labels are provided in this
manual.

Please instruct your agent to fill out the required customs declarations and contact the nearest courier service listed in
our Air Courier Directory.

By agreement with DNVPS, the sample boxes will be forwarded by our international network of courier agencies. The
ship agent should be instructed to request pick-up and dispatch according to page 7 of this Instruction Manual. Pro
Forma invoices, as enclosed in this manual, should be filled out and attached to the sample box.

Verification Frequency:
The above comprehensive sampling is considered necessary in connection with development of change-over
procedures. It is however recommended that periodic verification of procedures are carried out, but with a reduced
scope incorporating sampling from settling and service tank(s) outlets only.

Onboard Blending - Blend Optimisation Programme (BOP):

Due to uncertainty with respect to availability of low sulphur fuel oil, certain owners have indicated that they intend
to blend fuel onboard to meet the low sulphur requirements.

The following issues need be considered in connection with onboard blending:

- Are the different grades of fuel oils and distillates (diesel and gas oil) compatible ?
- What is the minimum amount of the more expensive low sulphur fuel oil, marine diesel oil or gas oil that can be used,
while ensuring that the sulphur specification and engine specification is met ?
- What is the resulting viscosity of the optimum blend ?
- What is the correct injection temperature of the blended fuel ?
- How can the ship verify and document the resultant sulphur content in the blend to a third party.

To limit the above uncertainties, DNVPS offers its Blend Optimisation Programme (BOP). This programme will enable
owners engaging in onboard blending to optimise the composition of blended marine fuels to ensure that the most
economic blends are used; that the blends meet the engine manufacturers' requirements to fuel oil quality; and that the
risk of blend incompatibility, which can lead to severe sludging and potential operating problems, is reduced.

The Blend Optimisation Programme will consider the critical specifications of the blend components and the non-linear
viscosity blending characteristics. The programme will provide the technical expertise and experience to determine
optimum blend composition and will also verify whether the blend components are compatible.

By submitting a representative sample of each blend component, the Blend Optimisation Programme will undertake the
following:
- Fuel quality testing of the blend components
- Compatibility check of the blend components
- Calculation of the resultant blend viscosity
- Recommendations on optimum blend composition to meet engine fuel specifications and correct injection temperature
- Technical advice on the overall fuel quality

20
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Email: [email protected] URL: www.dnvps.com

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All rights reserved; no part of this publication may be reproduced without the written permission of DNV Petroleum Services. DNVPS/FQTK_IM/V2R3/0712