Marine Fuel Management. Mark Pearson ASGL Marine Fuel Manager Athens, 9 April 2014
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1 Marine Fuel Management Mark Pearson ASGL Marine Fuel Manager Athens, 9 April 2014
2 Cargo Traders e.g. Vitol with an Annual Turnover > $300B Refinery Core Business to refine Crude Oil and sell the resulting products Owner Tank Storage Storing fuels Blending Loading/unloading Physical Supplier Core business sale of Marine Fuels Ship Barge Fuel Trader/Seller Core business sale of Marine Fuels Worldwide Network Purchasing Power Provides financing to Sellers / Buyers End User Core business carriage of cargo Core business delivery of Marine Fuels 8 times barge capacity turn around per month 2
3 The end user in the fuel supply chain can often be the Quality Quantity 3
4 Know your local bunker risks 4
5 Fuel Purchasing Quantity Verification Uncertainties for Buyer: Knowledge & expertise of Crew Fuel delivery procedures & practices Office Attendance Bunker Quantity Surveyor Training and Selection of Crew Selection of business partners with positive experience, good reputation and where possible established relations Often multi million Dollar transactions Contract Terms and Conditions often favour Sellers Industry should move towards mutually agreed Standard Supply Contracts e.g. BIMCO Bunker Contract presently being updated 5
6 Alternative Quantity Verification CORIOLIS MASS FLOW METERS Mass Flow meters in Singapore mandatory For all barges from 1 st January 2017 For all new barges from 1st January 2015 Accuracy within 0.2% (0.5% limit in Singapore) Should save 3 4 hours per delivery So far we have noted the accuracy is subject to the barge bunker delivery practices: MFM s measure Single Phase Flow only They will stop when air is entrapped in the fuel Delivered quantities can become unreliable 6
7 Alternative quantity verification 1,40% Quantity differences contract deliveries MFM equipped barges after Sept ,20% 1,00% 0,80% 0,60% 0,40% barge ship mfm ship bdn ship 0,20% 0,00% 0,20% 0,40% 7
8 Quality Almost 25% or one quarter of samples tested off spec for at least one parameter. Today, four years after, only 25% of suppliers are supplying in accordance with the new ISO specs. Jens Maul Jorgensen, IBIA Chairman ISO 8217:2005/2010 most commonly used buying specifications for fuel oil: 2010 limit of 60 mg/kg For Fuel Oil the main difference is : (Cat fines) Al + Si => vs 2005 limit of 80 mg/kg In Singapore, the 2010 standard is mandatory unless otherwise agreed Very few suppliers sell 2010 specification fuel It is available from a few at a premium estimated $5 $10 8
9 Cat fines Distribution (No. of Cases) Jan 2013 Mar 2014 < >60 Cat fines Distribution (percentages) Jan 2013 Mar 2014 < > % 13% 3% 6% 15% 35% 34% % LSRMG 380 1% RME180 RMG 380 RMK500 44% 11% LSRMG 380 1% 88% 44% 32% 16% RME180 RMG 380 RMK500 9
10 Fuel Quality Benchmarking Tools 10
11 Sampling Often taken for ships purposes only These are not official samples in case of a claim Only samples with seal numbers recorded on the BDN (Bunker Delivery Note) are official samples As per IMO MEPC 96(47), the Marpol sample should be taken at the ship s manifold In Singapore mandatory sampling point at ship s manifold Witnessing the sampling process can be a problem A common sampling point helps ensure that in case of a quality claim both parties are using the same representative sample 11
12 From 1 st January 2015 (less than 8 months away) ECAs (both EU and US) will require ships to consume fuel with a Sulphur content of max 0.1% at sea How to meet this regulation? Use of Gas Oil (0.1% S MGO) Can the means of propulsion use fuel with a viscosity of 2.0CST at 40degC? Segregation of 0.1% fuel is essential Is there sufficient segregated tank capacity? If not, most people will consider converting the smallest fuel oil tank: Sufficient remaining capacity with no operational restriction Cleaning tanks Modifying piping Installation of Exhaust Gas Scrubbers Alternative To the best of our knowledge, no Owner in the Greek Market has invested in scrubber technology YET! 12
13 Alternative fuels to 0.1% S MGO Marine Diesel Oil (DMB) with a viscosity up to 10CST Very low sulphur fuel oil with a viscosity of approximately 80 CST is already available in Europe Many refineries and suppliers have still not yet decided how to allocate their production, tank storage and barge capacity Compliance with Regulations Additional cost per ECA call for 500mt fuel estimated at $200,000 Competitive disadvantage for compliant Owners/Operators, if they are NOT enforced! 13
14 Conclusions The fuel supply chain is a complex multi million dollar business Most of the time fuel bought to ISO 8217 standard is FIT FOR PURPOSE It is blended to the limits set by the ISO standards If something goes wrong in the supply chain and there is a quality problem, it will probably be identified by the end user through the quality testing program (if one is used) A common sampling point assists in ensuring there are no misunderstandings in any claims process Careful purchasing policies using knowledge of and relationship with suppliers can often reduce the problems faced Alternatives for independent quantity measurement are coming in the near future 2015 needs early preparation by ship owners/operators 14
15 15
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