Lloyd’s Register FOBAS

Commingling of Marine Fuel Oils

February 2013

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Contents

1. Background and Scope 3

2. Fuel Stability, and Compatibility explained 3

2.1 Stability 3

2.2 Compatibility 4

2.3 Stability Reserve 4

2.4 Consequences of unstable fuel 5

2.5 The compatibility spot test on board (ASTM D4740) 6

3. The Marine Fuel Oil Bunker Commingling Process Guide (see

Appendix A for process chart and Appendix B for record Sheet) 7
3.1 For commingling residual fuels 7

3.2 Fuel change over from residual to distillate fuels 8

Appendix A Marine Fuel Oil Bunker Commingling Process

Appendix B Commingle Record Sheet

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Background and Scope

This technical guide looks at the considerations that need to be taken when
planning to commingle two residual fuels, which are broadly speaking of similar
characteristics and of those characteristics, one does not exceed any limiting
parameter. This also covers the mixing issues that might be experienced during
change over from residual to distillate fuels.
The aim is to mitigate the consequential risk of incompatible fuels being
commingled by putting in place a process which will enable maximum possible
bunkers to be loaded when requested, without causing undue risk of creating an
unstable product in the tanks.
When considering comingling, consideration needs to be given to implications of
sulphur compliance with regards to the resulting compound of the two or more
fuels being mixed.
Commingling of new bunkers should be kept to a minimum not only to reduce the
risk of the consequences of incompatibility but also to minimise the amount of old
bunkers being rendered unusable should the new bunkers be found to be
unsuitable for use, for reasons undetermined prior to bunkering.

1. Fuel Stability, and Compatibility explained

Residual fuel chemical composition is difficult to define as it much depends upon

the source of the crude oil and the manufacturing processes used in the extraction
of the petroleum products. The constituents of a residual fuel however include
asphaltenes, resins and liquid hydrocarbons. The generic term ‘asphaltenes’
covers a wide range of heavier hydrocarbon structures of high molecular weight
and high carbon/hydrogen ratios, the exact constituents being dependent on the
crude source.

1.1 Stability

The stability of a residual fuel is defined by its resistance to breakdown and

precipitate asphaltenic sludge despite being subjected to forces, such as thermal
and ageing stresses. An unstable fuel however would have the tendency to
precipitate asphaltenic sludge, the degree of which will be a function of time and
or temperature.
1.2 Compatibility

Compatibility is the ability of two fuels when commingled to form a homogenous

and stable compound. Whilst every fuel should be manufactured with sufficient
stability reserve to withstand the expected forces through normal on board use, it
does not necessarily follow that two stable fuels are compatible when blended or
mixed together.
Incompatibility is the inability of two or more blend components to co-exist
together without breaking down and precipitating sludge.

1.3 Stability Reserve

Fuel oils on delivery should have a degree of stability reserve. When mixing fuel oils
the resulting asphaltene concentration will be directly proportional to the blend
ratio however the stability reserve at any particular ratio is a function of a complex
set of interactions between the two fuels and hence is not predictable and can on
occasions be below that necessary to support the particular asphaltene
concentration. Under that circumstance the two fuels, while individually stable,
would be termed incompatible. Usually the most extreme ratio is a 50:50 and so it is
that which is used when testing two fuels for compatibility. However in the event of
commingling the known ratio can be used for the preparing the sample for a
compatibility to check.
In the event that incompatibility between two fuels has been detected then every
attempt should be made to ensure that the fuels are kept at the widest ratio
possible which should be wider at least not less than 10:90 closer to 5:95 is better,
old to new fuel.

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1.4 Consequences of unstable fuel

The instances of incompatibility are few in number however, the consequences of

mixing incompatible fuels, leading to an unstable product, are however severe
and the only resolution is very often to manually remove the fuel from the tanks
and unblock pipe work. It is for this reason that the industry body advises where
possible that fuels from different sources are kept segregated, measured
commingling however is possible when due process is followed.
Fuels which are unstable are essentially unusable since the quantity of precipitated
asphaltenes, together with the entrained fuel, forms excessive sludge
concentration in tanks and can readily choke purifiers, filters, fuel injection
equipment and even fuel lines themselves. Under such conditions fuel treatment is
often impossible and even transfer becomes problematic. In the case of thermal
instability problems will normally be encountered in the purifier or service system
fuel oil heaters, in either case the precipitated material can form into a hard
adhering, coke like, material which is not easily removed other than by manual
chipping.
In instances where the use of unstable fuel oils is attempted the resulting spray
pattern and combustion performance can be so compromised that large
quantities of deposits are formed in the engine, turbochargers and exhaust system
resulting in localised thermal overloading and engine damage which in some
instances has been so extensive as to preclude economic repair.
1.5 The compatibility spot test on board (ASTM D4740)

Instructions are provided in the FOBAS documentation pack.

Acceptable Unacceptable

Alternatively a more comprehensive kit working on the method of ASTM D4740,

spot test basis may be used (see picture below).

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2. The Marine Fuel Oil Bunker Commingling Process Guide (see
Appendix A for process chart and Appendix B for record Sheet)

The Marine Fuel Oil Bunker Commingling Process Guide provides a step by step
question and answer approach to assist in optimising the quantity of fuel loaded
whilst mitigating the consequences of commingling fuels which are incompatible.
In the event that incompatibility is identified guidance is given as to other possible
scenarios that will ensure that the maximum quantity of bunkers can be loaded.
The following are high level key considerations to be taken in account.

2.1 For commingling residual fuels

• It is important to ensure that the fuel as supplied is being delivered against the
international marine fuel standard ISO 8217

• Prior to bunkering optimise tank arrangement by bulking same source fuels into
one tank and verifying compatibility between remaining fuels and carry out
further bulking create as many empty tanks as possible

• For tanks where comingling with the new bunkers, it will be necessary to
determine ratio of old to new mix in preparation for carrying out on board
compatibility test (spot test). This has to be done upon arrival of bunkers and
can be done in conjunction while taking bunkers in empty tanks.

• If the on board compatibility result (spot test)find the bunkers to be compatible

then go ahead and load the bunker, if not, supplier should be advised of
reduced loadable quantities.

• Compatibility issues are more likely between High sulphur and low sulphur fuels,
particular an issue mainly with the high to low sulphur change over process for
entering and leaving an ECA-SOx.
2.2 Fuel change over from residual to distillate fuels

ISO 8217 DMA grade distillates do not contain any asphaltenes, so there is no issue
with mixing one distillate with another. Mixing distillates with a residual fuel however
poses a greater risk of incompatibility. It is important therefore to verify the
compatibility between the distillate and residual fuels on board.
When carrying out the fuel change-over, monitor filter performance for any
increase in back-flushing frequency or rise in pressure drop, which may require
manual intervention to maintain sufficient fuel flow to meet engine demand.
If compatibility is a concern then it would be advisable to carry out the change
over process outside busy shipping channels and away from coastlines, specifically
monitoring filters and possible fuel pump sticking issues that might occur in the
initial stages.

Lloyds Register Group Limited (Reg.no.08126909) is a limited company registered in England and Wales. Registered office: 71
Fenchurch Street, London, EC3M 4BS UK.

Lloyds Register Group Limited, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and
collectively, referred to in this clause as ‘Lloyds Register’. Lloyds Register assumes no responsibility and shall not be liable to any
person for any loss, damage or expense caused by reliance on the information or advice in this document, or howsoever provided,
unless that person had signed a contract with the relevant Lloyds Register entity for the provision of this information or advice and in
that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.

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 APPENDIX A

See attached
 APPENDIX B

Bunker Comingling record sheet

Example 1

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Example 2