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Inline Blending gathers support:

As MARPOL Annex Vi Regulations 14 & 18 become more and more effective and as enforcement becomes more and more effective, the industry is entered into a continuous process of re-evaluation of the methods and equipment.

In an article  published in the May Issue of the Bunkerspot magazine, RMI considers how even as the industry changes in its efforts to adapt to MARPOL, MARPOL is itself expected to change. The article considers how and why it will change and it speculates on the implications of those changes for the industry.

One aspect of change is the need for segregated storage for fuels not just by grade but also according to the batch as different batches of fuel, though all compliant with the relevant standards, may show significant variation in key properties from one batch to another. A consequence of segregation will be the need for additional storage facilities both on shore and on board vessels. But how extensive will the need for additional storage be? Every sign from the industry is that increasing importance is placed on fuels that are customised to the vessels needs. Indeed, the success of 500cst fuels is with those vessels that can manage a 500cst fuel as easily as a 380cst and by so doing they can save a significant few dollars per ton of fuel.

The ideal fuel is one that exploits to the maximum the engine, fuel treatment and fuel management facilities to their maximum.

A consequence of the need for segregated storage may well be that some operators will choose to reduce the number of fuel grades held and turn-over the released storage capacity to satisfy the need for segregation of key fuel grades; 180cst storage might be sacrificed in order to provide segregated storage for 380cst fuels i.e. The 180cst storage tanks can be used to store 380cst alongside the existing 380cst storage.

But how then to supply 180cst to those that require it? The answer is to blend the 180cst fuel from 380cst and cutter stocks and of course, to blend any other grades that are required and even to blend custom fuels for individual vessels.

Of course, there are many such blending operations already being performed using a variety of methods and with a range of equipment from purpose designed systems to the far from satisfactory ad hoc arrangements based on whatever equipment is to hand.

But, while some fuels may be poorly blended on some barges or in some facilities, in some ports blending is not allowed. One such port is Singapore.

CBI Engineering has been working closely with the MPA to address this issue and now has approval to conduct trials in Singapore.

These trials can be very important because they will help establish a much needed standard for fuel oil blending that will possibly be extended to other ports where the standards are far from satisfactory.

Razaghi Meyer International is consulting with CBI on the design and installation of the viscometer systems necessary for trim control and the Integrity system of fuel quality assurance which has already been reviewed in Singapore and interest expressed. The CBI trials will thus serve two purposes; to demonstrate the suitability of blending when properly conducted and its  ability to deliver fuels compliant with MARPOL and to validate the Integrity principle as a means to deliver quality assurance during bunkering.

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