Module IV

On Board Operations
Index
•  Module Objectives
•  Vessel Fuel Storage System;
•  Types of Marine Fuels;
•  Ship Fuel Systems;
•  Emission Sources on Board Vessels;
•  Net Calorific Value;
•  Guidance on Fuel Monitoring (Bunkering operations and Sounding Measurements);
•  Trim and list corrections;
•  Conversion of volume to density;
•  Density corrections;
•  Sources of Inaccuracy on fuel use on board;
•  Accuracy and uncertainty of monitored variables;
•  Calculating the correct amount of fuel;
•  Types of flowmeters their technologies and associated uncertainties;
•  Evidences of MRV data and its management;
•  Consequences of a deficient Monitoring Plan on the fleet OPEX

2
Module Objectives
•  Identify vessel´s main structure;
•  Identify and understand the difference between several marine fuel types;
•  Learn how to convert volume to density;
•  Learn how to make apropriate density corrections;
•  Understand how to calculate the correct mass of fuel;
•  Learn how to make Trim and list corrections;
•  Identify typical on board operations and how to assure quality of fuel;
•  Understand and calculate the Net Calorific Value;
•  Find how to obtain MRV data and how the apropriate way to manage it;
•  Identify several flowmeters types used on board and evaluate the respective uncertainties;
•  Understand the impact of a deficient MP on fleet OPEX

3
Vessel Fuel Storage System

Tanks and pumping arrangements of a general cargo vessel

4
 Types of Marine Fuels
Hydrocarbons:
• Paraffinic crudes
Composition of crude oil varies on: • Naphthenic crudes
• Asphaltenic (aromatic) crudes

Sulphur content American Petroleum Institute (API) gravity (A higher API gravity means that the crude contains
more valuable lower-boiling fractions)
• Sweet crude (low sulphur) • Sour crude (high sulphur)

Atmospheric crude distillation and further refining of distillates: Complex refinery with (fluid) catalytic cracking and visbreaking

Reference:
http://www.chevronmarineproducts.com

5
Types of Marine Fuels
•  Destillates: Marine Diesel, (MDO), Marine Gasoil (MGO) and Light Fuel Oil (LFO);
•  Residual: Heavy Fuel Oil (according with ISO Standard 8217 (2017)
MEPC.1/Circ.684 17 August 2009
•  Gaseous: LPG, LNG
Type of fuel Reference Carbon content CF (t-CO2/t-Fuel)

Diesel/ Gas Oil (MDO/ ISO 8217 Grades DMX

0.875 3.206
CF: is a non-dimensional MGO) through DMC

emission factor relating ISO 8217 Grades DMX

Light Fuel Oil (LFO) through RMD 0.86 3.151
fuel consumption measured
ISO 8217 Grades RME
in kg of CO2 with kg of fuel Heavy Fuel Oil (HFO) through RMK 0.85 3.114

burnt.
Liquified Petroleum Gas Propane 0.819 3.000
(LPG) Butane 0.827 3.030
Liquified Natural Gas
0.75 2.750
(LNG)

Note: The above values should not be seen as an exhaustive list, as new products might be provided in
the future.
6
Properties of Natural Gas Fuel

7
Properties of Natural Gas Fuel
CO2 Savings as a function of the fuel:
For our vessel consuming 5040 kg/h of HFO with a NCV = 42 000 kJ/kg, what would be the CO2
avoided emissions if the engine was operating with Natural Gas with a NCV = 38 000 kJ/Nm3?
------------------------------------------------------------------------------------------------------------------------------------------
Calculation of the equivalent quantity of NG, assuming the same engine efficiency:
5040 kg/h x 42 000 kJ/kg = xNm3 x 38 000 kJ/Nm3 ó 5570 Nm3 of NG

Converting Volume of NG, into mass (ϱ@15ºC=0.712 kg/m3;@Pressure = 0.101325MPa):Mass of NG: 3966.21 kg

CO2 originated by the combustion of 3.96621 t of NG = 3.96621 t NG x 2,750 tCO2/tNG = 10.9071 tCO2

CO2 originated by the combustion of 5.040 t of HFO = 5.040 t HFO x 3.114 tCO2/t HFO = 15.695 t CO2

Gain in CO2 emitted: 15.695 – 10.907 = 4.788 tCO2 less

Cost difference gain in CO2 emitted (9.56€/tCO2)= 45.769€

Assuming 5500 hours at sea: 251 730 €/annum!!!!

8
Possibilities to decrease the CO2 emissions
by changing fuels
Natural Gas 2.7500 Ton CO2/ Ton LNG 48.75 MJ/ kg

HFO (RME-RMK) 3.1151 Ton CO2/ Ton HFO 41.20 MJ/ kg

Diesel Gasoil (MGO) 3.2060 Ton CO2 / Ton MGO 42. 20 MJ /kg

Methanol 1.3865 Ton CO2 /Ton CH3OH 20.10 MJ/kg

Hydrogen 0.0000 Ton CO2/ Ton H2 120.00 MJ/kg

9
Which are the options to reduce CO2 emissions
Increasing ship energy efficiency
Typically a container vessel has only 30 to 35% fuel efficiency, 65 to 70% is dumped!

Changing of fuel
Only hydrogen can actually solve the problem

Decreasing the transportation velocity

Speed and power are related (𝐹×𝑉=𝑃, 𝑃=𝑇×​2𝜋𝑁/60 , T∝𝐹𝑢𝑒𝑙 )

Decentralizing production
•  Production near the consumer, no need to grow apples in New Zealand and bring them to Europe
Cheaper than the produced locally;
•  Creates unemployment, and increases States Costs and extra taxes on the buyers states

Production and trapping

Not an actual real practice.

10
Ship Fuel Systems

Typical ship fuel system

11
Ship Fuel Systems
0.5% of fuel oil should be assumed to be
lost on the centrifuges during treatment.
So it is important to consider this as an
inaccuracy, although sludge should be
considered !!

The centrifuge also known as separator Tank drains are also contributing to fuel mass deviations,
that can work as a purifier (works with up to 1% may be considered possible. 1% is the fuel
water) or as clarifier (works without water) maximum permissible water content

12
Ship Fuel Systems
Typical HFO system

13
Ship Fuel Systems

Typical diesel Oil Fill, Transfer,

Storage and Purification System

14
Emission Sources on Board Vessels
Sources of Emissions:
•  Main diesel: engines (2 stroke, or 4 stroke)
Typically these engines burn HFO while at sea outside ECA-SECA areas, and MDO (S<1%) while inside ECA areas;

•  Auxiliary diesel Generators: (4 stroke)

Typically most of these engines burn MDO while at sea outside and inside ECA-SECA areas, although some engines of
higher power may also burn HFO, and therefore it applies the same ECA emissions rules.

•  Main Boilers: only for ships with steam main propulsion engines (steam turbines).
Typically these boilers burn HFO while at sea outside ECA-SECA areas, and MDO (S<1%) while inside ECA areas,
although for LNG carriers these boilers can burn boil off gas.

•  Auxiliary boilers: These boilers can burn HFO as well as Marine diesel oil. Typically these boilers burn HFO while at sea
outside ECA-SECA areas, and MDO (S<1%) while inside ECA areas;

•  Gas Generators: Typically operate on diesel oil, or some other type of distillate fuel, inside and outside. (on some oil
platforms they can also operate with crude derivates.

•  Incinerators: These sources operate very few hours a year, but can use HFO and well as MDO.

15
Emission Sources on Board Vessels
Main Diesel Engines:

2-Stroke Piston Liner

16
Emission Sources on Board Vessels
Auxiliary Diesel Generators:
Medium speed may burn HFO or MDO
or GO
Specific Fuel Consumption
from 180 -240g/kWh
Typical power > 500 kW up to 4000 kW
High speed may only burn MDO
Medium speed may burn only MDO
or GO
or GO
Specific Fuel Consumption from
Specific Fuel Consumption
190 -320g/kWh Typical power
from 180 - 250g/kWh old design
from 80 kW up to 600 kW
17
Emission Sources on Board Vessels
Main Boiler: Water tube boiler or Aquatubular boilers main propulsion.
Power range, from 2000 kW to 20 000 kW
Thermal efficiencies up to 90%

18
Emission Sources on Board Vessels
Auxiliary Boiler:

Smoke tube type (Scotch type) powers up to 4000 Power range, from 200 kW to 12 000 kW
kW, may be used to produce superheated water or Thermal efficiencies up to 90%
even thermal fluid.

19
Emission Sources on Board Vessels
Inert Gas Generators:

20
Emission Sources on Board Vessels
Incinerator:

21
Net Calorific Value
𝑳𝑯𝑽 (​ 𝑀𝐽/𝑘𝑔  )=(46,704−8,802​ 𝜌↓15↑2 ​ 10↑−6 
+3,167​ 𝜌↓15  ​ 10↑−3 )×[1−0,01(​ 𝑤↓𝑤  +​ 𝑤↓𝑎  +​
𝑤↓𝑠 )]+0,0942​𝑤↓𝑠 −0,024​𝑤↓𝑤 
​𝝆↓𝟏𝟓−𝑫𝒆𝒏𝒔𝒊𝒕𝒚 @ 𝟏𝟓°𝑪 𝑲𝒈/​𝒎↑𝟑   lost. The amount of heat spent in transforming the
​𝒘↓𝒘 -Water content, wt%
​𝒘↓𝒔 -Sulphur content, wt%
​𝑤↓𝑎 -Ash contente, wt%
The amount of usable heat energy released when
a fuel is burned under conditions similar to those in
which it is normally used.
When fossil fuels are burned, the carbon and
hydrogen in these fuels combine with oxygen in the
air to produce carbon dioxide and water.
Some of the energy released in burning goes into
transforming the water into steam and is usually
water into steam is not counted as part of net heat
content
Net heat content is also referred to as the Lower
Heating Value.
22
Net Calorific Value
(QN= LHV)
Alternative calculation (graphically):

𝑫𝒆𝒏𝒔𝒊𝒕𝒚 @ 𝟏𝟓°𝑪 𝑲𝒈/​𝒎↑𝟑 

To the value obtained graphicaly (QN) subtract 0,01 x QN (% Ash + % Water).

Sulphur content (wt %)

23
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
Purpose:
This section provides guidance on onboard monitoring of fuel oil and recording of data for the purpose of
monitoring of fuel consumption required by Regulation (EU) 2015/757.

Responsibilities:

The Master has ultimate responsibility for the monitoring of ship’s bunker consumption and for reporting the
data to the office as set by the company’s procedures.

The Chief Engineer is responsible for the overall bunker operations, including the verification of bunker
received, the sounding of the bunker tanks and calculation of the exact quantity of bunkers onboard.

24
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

Generic ships fuel

oil system:

The diagram indicates that fuel oil onboard undergoes several process steps before being used. Own process steps are
e.g.: bunkering, storage, heating, settling, cleaning (centrifuging) and in-between several transfers take place.

25
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
FUEL OIL MONITORING AND RECORDING Fuel Oil measurements on board ships are (or can
be) done for different situations and purposes. The
sequence and procedures in this chapter are generic
and not each of them may apply to all the different
ship types and ship trades we are faced with.

Ships may develop assessment procedures for

dealing with possible mistakes or omissions that could
occur and lay down control measures that are to be
taken by the company to minimize this risk for data
gaps.

Data flow charts for every fuel oil measurement

method in use would be helpful to indicate the
sequence of actions step by step along with the
control activities.

26
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

Fuel consumption “in port” and “at sea”

For clarification, the fuel consumption “in port” is the total amount
of fuel from the time the ship arrives at first berth of a port and up
to the time the ship leaves the last berth of the port where
commercial cargo operations or embarkation/disembarkation of
passenger took place.

27
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

Tank Plan showing the

respective tank capacities,
quantities and soundings

28
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
Example of Total Fuel consumption :
A chemical tanker’s “in port” fuel consumption should include the total of the fuel consumed after the ship is securely
moored at the first berth of a port including: fuel used for cargo operations to that berth and any other berth of the
same port, fuel consumption used by the ship to move from one berth to another berth and fuel consumption used by
the ship for moving out to sea for cargo tank cleaning and return to a berth of the same port.

1) Total Fuel Consumed “in port” = Fuel on board (ship arrives at 1st berth of a port)
- Fuel on board (ship leaves last berth of a port)

2) Total Fuel Consumed “in port” Fuel consumed while the ship was waiting at
anchor or is carrying
Out ship-to-ship transfers within the port area
Note: Fuel bunkered during stay in the port is not accounted

Total Fuel Consumed “at sea” All other fuel consumption except the above

29
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
BUNKERING - Bunkering should be covered by routine operational procedures.
Example for a general description of bunkering procedures
Chief Engineer or other appointed crew members check ALL bunker tanks and complete the respective part of the
“Bunkers Calculation” Form.
All quantities of bunkers (e.g. HFO, ULSHFO, MGO or other types of LSFOs) are recorded separately.
Common practice is to plan to receive new bunker in EMPTY bunker tanks. If not possible, comingling of different fuel
batches may happen. In general, comingling is not favourable.
The appointed Engineer Officer has to implement the bunkering plan, supervise bunkering process and ensure that
bunkering procedure is followed throughout the bunkering operations.
Relevant actions to secure correct assessment of the bunker received:

§  Carry out a pre-bunkering survey of the bunker barge, as per shipping company / bunker suppliers agreement, in order
to determine exact quantity onboard together with the appointed Deck Officer of the watch.
§  Check ALL bunker tanks.
§  Witness the completion of the ullage report (for this purpose, the co-operation of bunker barge personnel should be
secured)
§  Sign and obtain a copy of the completed ullage report; the copy should be attached to the Bunker Receipt Form

30
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
Example for a general description of bunkering procedures

§  Upon completion of the bunkering, the Master and the Chief Engineer should arrange for a
post bunkering survey (own vessel and bunker barge) similarly as with the “pre-bunkering
survey procedures’ above.

§  The Chief Engineer reviews the BDN and declaration of compliance with MARPOL Annex
VI, presented by the bunker barge.

§  During the review, Chief Engineer compares received quality and quantity against the
Company’s bunkering information i.e. ordered regarding quality and quantity.

§  Both the Chief Engineer and the Master should sign for acceptance the Bunker Delivery
Note issued by the bunker barge only if they agree with the figures received.

31
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
Note : The ship (i.e. the chief engineer on behalf of owner) issues a Letter of Protest in the following situations, but not
limited to:

Ø  Shortage of bunker delivered,

Ø  Quality issues (e.g. failure of fulfilling ISO specifications)
Ø  Slow pumping rate,
Ø  Ship’s fuel samples not signed by the supplier
Ø  Lack of co-operation from bunker barge personnel to conduct mutual ullage inspections.

Upon completion of each bunkering, the following documentation are to be submitted to ships´ operational Head Office:
1. Bunkering Report Form.
2. Bunkers Quantity Calculation Form
3. Bunkering samples registration and consumption log Form
4. Bunkering pre-loading plan Form
5. Letter of Protest, if applicable
6. Ship-Barge Safety Checklist Form or Ship-Shore Safety Checklist Form, if bunkering by barge or terminal respectively.

The Chief Engineer should also maintain copies onboard. All relevant forms and checklists are kept on board for minimum
3 years. Officer in charge makes relevant entries in the Engine Log Book and in the Oil Record Book.

32
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

Standard BDN / Receipt

33
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

MARPOL Annex VI Note of Protest

34
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
Bunker Sample Record Form

35
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
§  Frequency of fuel tanks’ stock takings through soundings/ ullages should occur:

a) Upon bunkering and de-bunkering

b) Upon arrival to the first berth of a port2 and before leaving the last berth of the port where commercial cargo
operations or embarkation/ disembarkation of passengers took place3 prior to engaging on a voyage for a port outside the
Fuel Monitoring scope of the Regulation.
method A 1
c) For ships in short and regular trades and for ships using shore power while at berth the measurements may take
place either upon arrival at the first berth or before leaving the last berth2.
d) Allocation of all fuel consumption (for each fuel type) not under the scope of the regulation is needed as the sum is to
be subtracted from the amount provided in the Bunker Delivery Note (BDN)

1- Method A is based on fuel data from BDN, ship need to measure fuel in tanks to make the balance at the end of the voyage or the end of the monitoring period.

2- Under the scope of the Regulation.

3- This may be applicable for fuel monitoring method B as well

36
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)

§  Frequency of fuel tanks’ stock takings through soundings/ ullages should occur:

a) Upon bunkering and de-bunkering

b) Fuel tank readings for all bunker tanks onboard should occur daily when the ship is at sea. These
Fuel Monitoring
could be on daily basis at 12:00 noon time, the start/end of a canal crossing, a voyage interruption, etc
method B

c) While at sea passage prior entry and exit of a Sulphur Emission Control Area (SECA), if there is a
fuel swithc.

37
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
“NOON REPORT”

As a matter of routine but on a voluntary basis only, ships engaged on long voyages do report the total
amount of fuel on board on a daily basis9. The report is done at noon local time where the ship is located.
This measurement provides also a daily monitor of the fuel consumption. The Officer in charge makes
relevant entries in the Engine Log Book.
However, ships engaged in shorter voyages may not do this reporting.

WEEKLY MEASUREMENT

As a matter of best practice for good housekeeping but also to check and confirm proper function of Mass
Flow Meters, Volumetric Flow Meters, ships may measure by manual tank sounding and make the balance
of the fuel oil onboard on a weekly basis.
The Chief Engineer makes entries into the Engine Room log of the fuel oil remaining on board (ROB) and,
comparing with the previous measurement results, could make the balance of the total fuel consumed
during that week.

38
Guidance on Fuel Monitoring
(Bunkering operations and Sounding Measurements)
END OF VOYAGE MEASUREMENT
As a matter of best practice for easy monitoring and recording of the fuel consumption for each voyage, ships do measure
the fuel oil ROBs at the end of each voyage or as determined by company SMS.
The procedure is similar to the one done as presented in section 4.

FUEL OIL MONITORING IN PORTS

A separated fuel oil monitoring / consumption analysis is required for ships in ports. Although ships may have various ways
to monitor fuel consumption while in port, some ships may separately assess / calculate it using a method that with a
reasonable accuracy establishes the mass of the individual fuel types consumed during the port stay(s).

EMISSION FACTORS FOR “NON-STANDARD”-FUELS

Since 1 January 2015, ships have been supplied with an increased number of Ultra Low Sulphur Fuel Oils (ULSFO) which
are new products not yet categorised under the ISO 8217. In regard of the CO2-conversion factor of these fuels, it is that
test results from accredited laboratories indicate that the large majority of these new products are within the RMA-RMD
grades (i.e. residuals - light fuel oils) and only one or two are categorised as DMB grades (i.e. distillates).
For simplicity and consistency reasons, it is suggested that such new fuels (so-called “hybrid-fuels”) should use the
standard CO2 - conversion factors applied for light fuel oil (i.e. 3.151 when its viscosity is within RMA to RMD grades) and
for distillates (i.e. 3,206 when similar to DMA or DMZ grades) as per this regulation.

39
Trim and list corrections
§  The ship specific sounding / calibration tables produced by shipyard for each individual bunker tank should
be used to determine the volume of bunker in each tank taking into account the trim and list of the vessel.

§  There are several Methods for Trim and List corrections (Tables or softwares).
Trim, list and temperature corrections on board could additionally be supported by dedicated ship specific
softwares

40
Trim and list corrections
§  ASTM D 1250-80 , Table 54B or a substantiated software for temperature and atmospheric pressure
corrections of density and mass calculations should be used

ASTM D 1250-80 Standard Guide for Petroleum Measurement, table 54B

41
Conversions of volume to density
𝑀=𝜌 ×𝑉
V(L) 𝜌 Where:
(Kg/L) M: mass of fuel (Kg)
V: volume of fuel (L)
ρ: density at applicable temperature (Kg/L).

(a)  on-board measurement systems;

Density values: (b) the density measured by the fuel supplier at fuel
bunkering and recorded on BDN;

(c) the density measured in a test analysis conducted in

an accredited fuel test laboratory, where available

42
Conversions of volume to density
§  Source of density values should be stated at all times;
§  Fuel volumes recorded onboard may be related to the standard temperature of 15ºC (ISO
8217-Specifications of Marine Fuels)
§  As alternative –volume to mass conversion-may be done using standard conversion
factors for the entire reporting period regardless of whether the volume measurements are
made in the bunker tanks or at a volume flowmeter placed between the service tank and
the engine inlet.

Ø  0.96 when using RME180, RMG 180/380/500/700 or RMK 380/500/700

Ø  0.88 when using MGO/MDO

(ISO 8217 Fuel Standard Figures after corrected with ASTM D1250 density temperature variation tables
(using 60°C -80°C for HFO and 40°C for MDO/MGO)

43
Conversions of volume to density
Fuel Blending
When there are 2 types of fuels (or more) are mixed and stored in one fuel tank then the density volume to
mass conversion factor of the fuel tank of the mixed oil should be calculated as per the below mentioned
formula:

𝑀𝑖𝑥𝑒𝑑 𝐹𝑢𝑒𝑙 𝐷𝑒𝑛𝑠𝑖𝑡𝑦=​𝐹𝑢𝑒𝑙 𝐴 𝑉𝑜𝑙𝑢𝑚𝑒×𝐷𝑒𝑛𝑠𝑖𝑡𝑦 (𝐴)+𝐹𝑢𝑒𝑙 𝐵 𝑉𝑜𝑙𝑢𝑚𝑒×𝐷𝑒𝑛𝑠𝑖𝑡𝑦 (𝐵)/𝐹𝑢𝑒𝑙

𝐴 𝑉𝑜𝑙𝑢𝑚𝑒+𝐹𝑢𝑒𝑙 𝐵 𝑉𝑜𝑙𝑢𝑚𝑒 

44
Conversions of volume to density
Density for blended fuels
In the rare event that fuel types with different densities are blended in a tank, the weighted average density
should be determined, unless a density analysis of the mixed fuel sample is available.

​ρ↓𝑤 =​ρ↓𝑎𝑑𝑑 ×​𝑚↓𝑎𝑑𝑑 /​𝑚↓𝑡𝑜𝑡𝑎𝑙  +​ρ↓𝑒𝑥𝑖𝑠𝑡 ×​𝑚↓𝑒𝑥𝑖𝑠𝑡 /​
𝑚↓𝑡𝑜𝑡𝑎𝑙  

Where:
ρw : is the weighted average density of fuel in the tank after additions [t/m3 ]
ρadd : is the density of the fuel added to the tank [t/m3 ]
madd : is the amount of fuel added to the tank [t]
mtotal : is the total amount of fuel in the tank after addition [t]
ρexist : is the density of the existing fuel in the tank before addition [t/m3 ]
mexist : is the existing amount of fuel in the tank before addition [t]

45
Conversions of volume to density

Standard Procedute for

Bunker Quantity Calculation
Flow Chart

46
Density corrections
Bunker Calculation

Sometimes a wrong calculation can lead to shortage of bunker, Oil spill, etc.
Follows a simple example. Bunker quantity is always said in Metric Ton (MT) because of oil changes according to the
temperature, so it is always preferable to take bunker in weight which does not get changed with temperature.
It is impossible to weight the HFO physically, we need to convert it using the volume (m3).

To convert from MT to m3 we have to use the following basic formula:

Volume(M3) = Mass (MT) / Density

But the Density is, “corrected density”, i.e, density of the oil at the temperature of barge or terminal is pumping.
Corrected Density = D (1-0.000645(T-15))

47
 Density corrections
Example:
Consider 285 MT of HFO to take on Nº1 HFO port Tank having capacity of 400 m3 at trim of 0.50 m

Info: Density @ 15ºC: 0.9909

Temperature of HFO at time of pumping: 50°C

Corrected Density = D (1-0.000645(T-15))

ó Corrected Density= 0.9909 (1-0.000645 (50-15) = 0.9682

𝑉𝑜𝑙𝑢𝑚𝑒 (​𝑀↑3 ) = ​𝑀𝑎𝑠𝑠 (𝑀𝑇)/𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 𝐷𝑒𝑛𝑠𝑖𝑡𝑦 

ó 𝑉𝑜𝑙𝑢𝑚𝑒 (​𝑀↑3 ) = ​285/0.9682  =294.35 ​𝑀↑3 

Go to sounding table for Nº1 HFO port tank find 294.35 M3 Final Ullage or sounding

48
Density corrections
EXCEL Spread sheet :

49
 Sources of Inaccuracy on fuel use on board
Deficient sounding measurement of tank;
Centrifuges sludge (as water and sludge);
Settling tank, service tank drains (as water contained in the fuel);
Cappuccino effect, is well known as the direct result of venting air on the fuel line at the suction of the fuel pump, necessary
on board the bunker barge. As Coriolis type of flowmeter working principle is based on density measurement, their readings
are not affected by the cappuccino effect, however cappuccino effect, affects drastically the soundings tapes and other
flowmeter types.

Other sources of error on quantity, are “thief pipes” which bypass some fuel around the bunker pumps, by
short-circuiting the compression discharge of the pump with its suction.

50
 Accuracy and uncertainty of monitored
variables
§  The quantity determination is inherently subject to uncertainty.

§  The Regulation requires to specify the uncertainty level within the Monitoring Plan as well as in the Emission Report

§  Supplementary, uncertainty is further dealt with in REGULATION (EU) 2016/1927 and REGULATION (EU) 2016/2072.

§  To deal c with the overall uncertainty with fuel monitoring on board a ship, it is to be noted that the measurement accuracy (uncertainty) of
single equipment (e.g. flowmeters for receiving bunkers, density determination, storage in bunker tank) provide not the full picture of
uncertainty levels for all processes of fuel oil handling on board.

All process steps contributes to the overall “uncertainty level” to be stated according to the regulation. To serve as best practice within this
guidance document it is proposed (for the time being) to state an overall uncertainty level as follows:

Monitoring Method Overall max uncertainty In case the uncertainty will be determined in more detail, the
acc.Reg. EU 2015/757 level combined uncertainty is calculated to the following formula:
Method A ±10%

±10% ​𝑢↓𝑐 (V)= √ 𝑢​(𝑉,𝑏𝑢𝑛𝑘𝑒𝑟𝑖𝑛𝑔)↑2 +𝑢​(𝑉,𝑑𝑒𝑛𝑠𝑖𝑡𝑦)↑2 +​𝑢(…)↑2 +… 

Method B

±10%
Method C

51
Calculating the correct amount of fuel
§  There are several methods of gauging fuel tanks: manual
soundings, gauges with audible noise when an oil interface
is reached, pressure transducers, radar and so forth;

§  The equipment used will depend on the ship type;

§  As back-up for fixed installed tank sounding / gauging

equipment, the method of determination of a tank’s sounding
or ullage is suggested to be manual soundings(tape). The
tape or measuring device is to be graduated in feet, inches
and fractions of an inch; or meters, centimetres, and
millimetres.

§  Tapes which have been kinked or spliced or which contain

illegible markings should not be used.

52
Calculating the correct amount of fuel

53
Calculating the correct amount of fuel

Remote Tank level Local Tank level Local Tank level gauge
gauges gauge

54
 Calculating the correct amount of fuel

Gauging criteria
Vessel’s equipment used for gauging should always be substantiated for accuracies. This should be done by:
Ø  Checking the condition and calibration (if applicable) of the instrumentation used for gauging the quantity of
bunkers on board
Ø  Recording the calibration certification (if applicable).
Ø  Visual inspection of ullage tape to ensure there has been no damage to the tape and/or whether any repairs
have been made that may alter readings.

Repeated measurements are taken for each tank to obtain at least two consistent readings. If two
measurements are not similar then an average reading based on at least three measurements is
recommended to do.

55
Types of flowmeters, their technologies and
associated uncertainties
§  Ships usually use flowmeters on main consumers (e.g. main engines, auxiliary diesels,
inert gas generators, boilers, etc.).
(Data from all flow meters linked to fuel consumers - data from flow meters at return lines of same consumers) = Fuel consumption over a period
of time

§  It is a good practice for ships engaged in long voyages when at sea, to record daily
measurements in the Engine Logbook.

§  Depending on type of ship operation the master, chief engineer or the operator may follow
other practice as per company SMS.

§  The validity of fuel flowmeters should be compared on a periodic basis through comparison
with the fuel figures that derive from flowmeters and tank soundings.

§  The ship operator’s PMS should provide guidance on comparison frequency.

56
 Types of flowmeters, their technologies and
associated uncertainties
§  To ensure proper readings, fuel flowmeters onboard should be calibrated as per makers recommendations
or based on the ship’s operational experience if flow meter is maintaining operational accuracy within
manufactures suggested tolerances.
§  Records should be maintained onboard and captured within the PMS onboard.
§  In the event that a fuel measurement cannot be made due to failure of a flow metering device the daily fuel
consumption should be determined by utilising the tank soundings method.

i) Volume flowmeter
The amount of fuel consumed is determined in units of volume, expressed in litres, and it is converted to mass by
using the density values corrected for the applicable temperature.

Most commun flowmeters onboard

(Not so reliable and need TºC Reading to convert m3/h to kg/h)

57
Types of flowmeters, their technologies and
associated uncertainties
ii) Mass flowmeter (Coriolis)
Measure directly the density and outputs mass flow rate (kg/h) of the fuel and eliminates the need for further
mathematical calculations to derive the mass of fuel consumed.

58
Types of flowmeters, their technologies and
associated uncertainties
Positioning of Flowmeters

59
Evidences of MRV data and its management
•  CO2 emissions (based on emissions factors for each type of fuel)

•  Fuel consumption at sea and at berth for each emission source

MRV
Required •  Voyage data (time at sea, distance travelled, cargo carried, transport work)
Data
•  Energy efficiency parameters (total fuel consumption per distance, total fuel consumption per transport work, total
CO2 emissions per distance, and total CO2 emissions per transport work);

•  Emissions sources data (main engines, auxiliary engines, boilers, gas turbines, inert gas generators).

Use Efficient Management Tools + Correct on board operations

MRV Compliance!!!

60
Consequences of a deficient Monitoring Plan
on the fleet OPEX
OPEX: Operating Expense, Operating Expenditure
Efficient Monitoring Higher OPEX costs !

Monitoring Plan

Lower OPEX costs !

Deficient Monitoring
BUT
PENALTIES! in case of non-compliance
•  Defined by each Member State;
•  Expulsion:Ship fail to comply for ≥2 reporting periods

Solution

Use Appropriate on board operations

+
Appropriate Monitoring Tools
61
?
 Download
this presentation

www.tecnoveritas.net/events/crash-course/presentations/
 Please, fill out the
survey placed on
your kit and leave it
on your chair.
Thank you for your attention!
www.tecnoveritas.net
-
Portugal Office | Europe
Av. Dr. Francisco Sá Carneiro
NEM - Pavilhão 36-A
2640-486 Mafra
T. +351 261 819 819
E. info@tecnoveritas.net