Seminar Focused at PSC CIC 2025 held in Singapore in Collaboration with CCS
Seminar Focused at PSC CIC 2025 held in Singapore in collaboration with CCS
Best Practices for PSC CIC 2025 on Ballast Water Management: Expert insights, avid discissions & invaluable learning!
The seminar held in Singapore on 30 September 2025, in collaboration with our esteemed colleagues at China Classification Society (CCS), was an immense success. We extend a big thank you to CCS for partnering with us to deliver a 360° session grounded in expert know-how and unmatched technical proficiency.
Liu Junzhao, Fleet Manager / Senior Technical Support from CCS, along with Keith Soh, Operations Manager, and Ratna Fauzi, Manager – Client Services from Maritec-Naias, provided our participants with thorough insights into the complexities of the current Port State Control Concentrated Inspection Campaign (PSC CIC). They shared robust analysis of the deficiencies observed in the latest inspections and emphasised the importance of being fully prepared in the critical compliance areas of Ballast Water Management.
An element that notably captured the audience’s attention was Maritec-Naias’s CIC Readiness Checklist – a carefully designed ‘tool’ aimed at providing crew members with the thorough guidance they need in achieving compliance.
With over a decade of experience in leading BWM compliance services & solutions, our team at Maritec-Naias offers the support needed to ensure preparedness for 2025 PSC CIC.
Register for Maritec-Naias Ballast Water Management Readiness Checklist & Consultancy Services at maritec.com.sg/service/cic and our team will be intouch with you to share the checklist and assess your requirements.
Maritec-Naias Senior Management attends ARACON 2025
Maritec-Naias senior management attends ARACON 2025
ARACON 2025 – Where innovation met strategy head-on!
Our Commercial Director, Toby Brooks, and GM – EMA Region, Andreas Lougridis, attended 2 dynamic days of ARACON 2025 in Rotterdam where key members of the marine fuel and shipping industries came together to connect, learn, and shape the future of shipping.
From insightful panels on decarbonisation and digitalisation to powerful conversations on resilience in an unpredictable market, this year’s theme – “Keeping Agile: Future Proofing the Marine Fuel Supply Chain” – couldn’t have been more timely.
The team’s key takeaways, deeply pertinent to Maritec-Naias’s future-forward & intuitive services and solutions, were:
- The growing role of biofuels and alternative energy sources
- Navigating regulatory shifts with agility and foresight
- Strengthening collaboration across the supply chain
As an organisation, we are always grateful for the opportunity to connect with industry leaders, innovators, and changemakers. Here’s to building a more sustainable and adaptive maritime future!
Maritec-Naias attends Istanbul Maritime Forum 2025
Maritec-Naias attends istanbul Maritime Forum 2025
Invaluable connections with visionary leaders, innovators, and maritime professionals made the Istanbul Maritime Forum 2025, hosted by the IGGS Group, an unforgettable success!
Our team comprising of Toby Brooks, Global Sales Director, Andreas Lougridis, GM – EMA Region & Emre Karacaoğlu, Turkey Operations Manager, in attendance for this two-day (07-08 October 2025) invitation only event, were especially galvanised by the expert speakers & strategic sessions held.
From decarbonisation strategies to digital transformation, the conversations were bold, insightful, and future-focused – all in sync with Maritec Naias’s core areas of excellence and vision for our continued support of the Maritime industry’s energy transition and environmental compliance goals.
Until next time, Istanbul!
Presence of Chemical Compounds in VLSFO In Malta
Presence of Chemical Compounds in VLSFO in Malta
FINDINGS & INSIGHTS
In the last few weeks CTI-Maritec has tested multiple fuel oil bunker samples from vessels that have taken fuel/bunkered in MALTA and reported operational issues and/or tested to have the presence of high levels of chemical compounds.
Extended Gas Chromatography Mass Spectrometry (GC-MS) testing by ASTM D7845 was conducted for two Very Low Sulphur Fuel Oil (VLSFO) samples, which showed the presence of high concentrations of acetophenone, phenolic compounds (4-cumylphenol, phenol and others), styrene glycol and phenethyl alcohols. Furthermore, testing by Solid Phase Extraction (SPE) GC-MS technique indicated low levels of bisphenol isomers, fatty acids, long chain fatty acids and dehydroabietic acid. All mentioned compounds are non-hydrocarbons. Our GC-MS analysis also indicated the presence of reactive hydrocarbons like DCPD, Dihydro-DCPD, Styrene and Indene.
The common problems encountered, as reported by the vessels, were sludging, filter clogging and in some instances, fuel pump issues associated with phenolic compounds and phenethyl alcohols.
Due to the high levels of these chemical compounds, the fuels do not meet the general requirement and is considered as off-spec fuel as per clause 5 of ISO8217 and MARPOL Annex VI regulation 18 which states:
“The fuels shall be homogeneous blends of hydrocarbons derived from petroleum refining. This shall not preclude the incorporation of small amounts of additives intended to improve some aspects of performance.”
The fuels shall be free from inorganic acids and from used lubricating oils. The fuel should not include any added substance or chemical waste which,
a) jeopardizes the safety of ships or adversely affects the performance of the machinery; or
b) is harmful to personnel; or
c) contributes overall to additional air pollution.”
CTI-Maritec Recommendations:
CTI-Maritec recommends to:
- Closely observe the vessel fuel system/s for signs of filter clogging and purifier sludging and additionally, increase vigilance on the centrifuges to monitor overloading.
- Increase frequency of their de-sludging cycle depending on the accumulated sludge.
- Possibly reduce the Mean Time between bowl cleaning of the purifier and fuel system filters.
- Avoid blending with other fuels, in particular marine diesel and gas oil and also other fuel oil as such mixing may well increase the sediment problem.
Furthermore, at these levels of concentration of chemical compounds present in fuel oil, there is an increased risk of excessive wear to the vessel’s fuel pump plunger and barrel assembly. Therefore, it is advised to monitor the fuel pump index closely to check for deteriorating performance. As a back-up, ensure there are sufficient spare seals and plunger barrel assembly to replace damaged units if necessary.
In addition, as a precaution, it is advised to closely monitor the performance of the engines while using this fuel to detect any deterioration of the fuel injection equipment performance and the sealing effect of the piston rings.
This document, however, does not reflect on the overall quality of fuel being supplied in Malta. If you intend to bunker in this region, please request for a Certificate of Quality prior to loading.
CTI-Maritec can assist you with further information on the quality of bunkers tested in different regions. For further information or assistance please do not hesitate to Contact us.
High Catfines Found in the ARA Region
High Catfines Found in the ARA Region
FINDINGS & INSIGHTS
From the period of 08 May 2024 to 05 July 2024, Maritec Pte Ltd (hereafter referred to as CTI-Maritec) tested twenty-two samples representing both HSFO and VLSFO deliveries from various suppliers in the Amsterdam-Rotterdam-Antwerp (ARA) region, which showed Aluminium and Silicon (Al+Si) concentrations ranging from 40 mg/Kg up to 177 mg/kg.
Out of the twenty-two samples, CTI-Maritec found Aluminium and Silicon (Al+Si) concentrations in two samples to be above 100 mg/Kg and in one sample at 68 mg/Kg level.
While the rest of the samples fell within the specifications of ISO8217:2005 (80 ppm) and even within the ISO8217:2010/2017 specification (including permitted limits of 72 PPM as per ISO4259 for a single test result), the Catfines content were still considered at high levels. Many of these samples were also found to have high density, high TSP and high CCAI.
Aluminium and Silicon are main classes of abrasive solids found in fuels. High levels of abrasive particles at the engine inlet may lead to abnormal wear and tear of the fuel system components, piston rings and cylinder liners. To control the maximum amount of catalyst fines delivered to the engine, many engine builders specify a maximum limit of 15 mg/kg of Aluminium plus Silicon at engine inlet.
An efficiently operating fuel purification system is the main way of removing these particles. Measuring the fuel’s Aluminium and Silicon concentrations before and after centrifuge provides an indication of the efficiency of the system in removing catalyst fines.
Due to relatively high TSP, fuels might generate increased sludge formation, especially at the Purifiers and filters. Due to high CCAI, fuels might have ignition and combustion related issues.
Our Recommendations:
CTI-Maritec recommends collecting samples from within the fuel system at points such as the fuel oil tank transfer pump, before and after centrifuge, service tank and after filter samples to check the fuel cleaning efficiency.
This document, however, does not reflect on the overall quality of fuel being supplied in ARA region, if you intend to bunker at this region please request for a Certificate of Quality prior to loading.
CTI-Maritec can assist you with further information on quality of bunkers tested in different regions. If you require any other information or assistance do not hesitate to Contact us.
CTI-Maritec Insights & Recommendations on SINGAPORE MPA’s Enhanced Testing Parameters For Marine Fuel Batches
CTI-Maritec Insights and Recommendations on Singapore MPA's enhanced testing parameters for Marine Fuel Batches
Table of Contents
- 1. INTRODUCTION
- 2. CHLORINATED ORGANIC COMPOUNDS (COCS)
- 2.1 Effects of COCs in Marine Fuels & Regulatory Requirements
- 2.2 CTI-Maritec Insights & Recommendations on Testing Approach
- 2.3 CTI-Maritec Case Study A: COCs Contamination
- 3. STRONG ACIDS
- 3.1 Effects of Strong Acids in Marine Fuels & Regulatory Requirements
- 3.2 CTI-Maritec Insights & Recommendations on Testing Approach
- 3.3 CTI-Maritec Case Study B: TAN Levels
- 4. POLYMERS
- 4.1 Effects of Polymers in Marine Fuels & Regulatory Requirements
- 4.2 CTI-Maritec Insights & Recommendations on Testing Approach (recommended in cases of reported problems)
- 4.3 CTI-Maritec Case Histories A – D of identifying Polymers using In-house FT-IR Spectroscopy Method
- 5. CTI-MARITEC EXTENDED ANALYSIS TESTING
- 6. CONCLUSION
- 7. REFERENCES
Introduction
In the year 2022, in what can be described as one of the most significant fuel supply scandals in recent history, approximately 200 vessels were supplied with contaminated bunker fuel in the Port of Singapore. Arising from this bunker contamination incident in Singapore, an Industry Expert Group (IEG) co-chaired by the Maritime and Port Authority of Singapore (MPA) and Singapore Shipping Association (SSA) conducted thorough investigations, which revealed that the affected fuel was a blended product of High Sulphur Fuel Oil (HSFO) that contained high concentration levels of Chlorinated Organic Compounds (COC), mainly constituting 1,2-Dichloroethane, Tetrachloroethylene and other chlorinated organic compounds.
Ships that received this HSFO reported various ruinous damage, such as failure of main engines, auxiliary engines, fuel pumps, plunger barrel and injection equipment.
To help mitigate future incidents, on 8 February 2024 the MPA issued a Port Marine Circular No 3 of 2024 regarding the implementation of enhanced testing parameters for marine fuel batches intended to be delivered as bunkers in the Port of Singapore in addition to the existing quality assurance measures.
In accordance with the MPA’s Port Marine Circular No 3 of 2024, from 1 June 2024, bunker suppliers in the Port of Singapore must ensure that:
- Residual & bio-residual bunker fuel do not contain Chlorinated Organic Compounds (COC) above 50mg/kg and are free from inorganic acids.
- COC must be tested using the EN 14077 accredited test method and shall be reported in the “Certificate of Quality” (COQ) provided to receiving vessels.
- Inorganic acids must use the ASTM D664 accredited test method as prescribed in ISO 8217 and the Strong Acid Number (SAN) (in addition to the Total Acid Number (TAN) shall be reported in the COQ (i.e. SAN = 0) provided to receiving vessels. For distillate / bio-distillate bunker marine fuel batches, SAN must be tested as per ASTM D664 test method and reported in the COQ.
- Residual marine fuels are free from polystyrene, polypropylene & polymethacrylate. These can be tested by filtration, microscopic examination, & Fourier-Transform Infrared spectroscopy analysis.
In view of the above, CTI-Maritec shares the following insights and recommendations related to the testing of COCs, TAN and SAN for all bunker supply in Singapore, and our recommendations for testing Polymers for reported problem cases.
Newsletter & Whitepapers
Low Flashpoint Bunkers in Indonesia
Low Flashpoint Bunkers in Indonesia
FINDINGS & INSIGHTS
Maritec Pte Ltd has tested seven samples from four different suppliers representing HSD and Bio Distillate grade deliveries in Indonesia with flashpoint as low as 35°C for the period of 10 December 2023 to 19 December 2023.
SOLAS Chapter II-2, Part B, Reg. 4. Clause 2.1.1 states:
“The following limitations shall apply to the use of oil as fuel, except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C shall be used.”
Recommendations by CTI-Maritec:
If your vessel has bunkered a low flashpoint fuel it is prudent to observe the below precautions.
- Flame screens on tank vents should be maintained in good condition and there should be no sources of ignition in the vicinity of the vents. This will assist in safe natural ventilation of volatile components in the fuel.
- No Smoking, No naked flame and No hot work must be allowed at any areas near to tank air vents.
- Send additional tank(s) samples upon arrival in port to check the fuel properties and flash point results especially if there has been co-mingling of fuels in bunker tanks.
- If the vessel is out at sea it may be possible to obtain dispensation from your Flag State Administration up to next arrival port.
- Put the supplier on notice promptly and notify your P&I club.
ISO 4259 interpretation for tested flashpoint temperature is not taken into consideration here as the safety of onboard crew and vessel is of higher precedence.
This document however does not reflect on the overall quality of fuel being supplied at Indonesia, if you intend to bunker at this region please request for a Certificate of Quality prior to loading.
Maritec Pte Ltd can assist you in with further information on quality of bunkers tested in different regions. If you require any other information or assistance do not hesitate to contact us.
Low Flashpoint Bunkers in Singapore and Indonesia
Low Flashpoint Bunkers in Singapore and Indonesia
FINDINGS & INSIGHTS
Maritec Pte Ltd has tested three samples of VLSFO deliveries in Singapore with flashpoint as low as 54°C from different suppliers and barges as well as eleven samples (from the period of 5th September 2023 to 19th October 2023) of HSD and B35 deliveries in Indonesia with flashpoint as low as 41°C from mostly a single supplier.
SOLAS Chapter II-2, Part B, Reg. 4. Clause 2.1.1 states:
“The following limitations shall apply to the use of oil as fuel, except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C shall be used.”
Recommendations by CTI-Maritec:
If your vessel has bunkered a low flashpoint fuel it is prudent to observe the below precautions.
- Flame screens on tank vents should be maintained in good condition and there should be no sources of ignition in the vicinity of the vents. This will assist in safe natural ventilation of volatile components in the fuel.
- No Smoking, No naked flame and No hot work must be allowed at any areas near to tank air vents.
- Send additional tank(s) samples upon arrival in port to check the fuel properties and flash point results especially if there has been co-mingling of fuels in bunker tanks
- If the vessel is out at sea it may be possible to obtain dispensation from your Flag State Administration up to next arrival port
- Put the supplier on notice promptly and notify your P&I club.
ISO 4259 interpretation for tested flashpoint temperature is not taken into consideration here as the safety of onboard crew and vessel is of higher precedence.
This document however does not reflect on the overall quality of fuel being supplied at Singapore, if you intend to bunker at this region please request for a Certificate of Quality prior to loading.
Maritec Pte Ltd can assist you in with further information on quality of bunkers tested in different regions. If you require any other information or assistance do not hesitate to contact us
DOWNLOAD THIS BUNKER FLASH
Update On Houston Bunker Fuel Problem
Update on Houston Bunker Fuel Problem
FINDINGS & INSIGHTS
In recent times, there have been notable machinery issues affecting vessels bunkering from the United States, particularly in the Houston area. These problems include failures in Main Engine startup, loss of power from auxiliary engines resulting in the loss of propulsion, and fuel pump malfunctions, among others. These concerns have been widely reported in the news.
CTI-Maritec, an independent fuel testing laboratory, has undertaken an investigation into fuel samples collected from this region. The analysis has revealed elevated levels of specific compounds, which have raised concerns about the stability of the fuel being used in these vessels.
Over the past few months, our testing has identified three vessel fuel samples with significantly high levels of two compounds:
- Dihydro-dicyclopentadiene (ranging from 1200 ppm to 6000 ppm) and
- Tetrahydro-dicyclopentadiene (ranging from 2500 ppm to 5500 ppm).
These samples exhibited a poor reserve stability, measured using manual P-value by SMS1600 test method. This suggests a lack of homogeneity in the fuel sample, which could potentially pinpoint to similar conditions in the supplied fuel.
Table 1 shows our finding for one of the samples upon progressive dilution with cetane, a paraffinic solvent prescribed for SMS1600 test method.
Table 1: Progressive cetane dilution and microscopic observation
For acceptable fuel stability asphaltene flocculation generally does not occur upon cetane dilution up to 30%, and fuels that are able to withstand dilution up to 50% are considered as stable fuels for strategic long-term storage.
For the sample tested, asphaltene flocculation was detected prior to cetane dilution and gradual increase of cetane % increased the observed flocculation levels which indicates the fuel has poor stability reserve.
The presence of the compounds detected at elevated levels for the fuels tested increases the risk of unmanageable sludge deposition in the fuel oil system. This, in turn, can result in complications related to fuel treatment processes and engine operation.
It is worth noting that while these compounds are commonly found in marine bunker fuels, their current prevalence in this region is unusually high. This may indicate inadequate quality control measures within the production and supply chain.
Based on the above findings, it can be argued that these fuels represented by the tested samples may not meet the general requirements outlined in clause 5 of ISO8217. Therefore, if your vessel is bunkering in this area, we strongly advise you to request the fuel supplier to provide a Certificate of Quality from an accredited laboratory. This certificate should, at a minimum, confirm the absence of the aforementioned compounds using accredited GC-MS methods. This precautionary measure is crucial to ensure the safe and reliable operation of your vessel’s machinery.
This document however does not reflect on the overall quality of fuel being supplied in the Houston region.
Maritec Pte Ltd can assist you in with further information on quality of bunkers tested in different regions. If you require any other information or assistance do not hesitate to contact us
DOWNLOAD BF202310-01
Analysis Methods for Measuring Stability, Stability Reserve & Compatibility of Residual Marine Fuels
Analysis Methods for Measuring Stability, Stability Reserve and Compatibility of Residual Marine Fuels
Table of Contents
- 1. Introduction
- 2. Blending Residual Marine Fuel: Ensuring Quality, Stability, and Combustion Properties
- 3. Blending of Very Low Sulphur Fuel Oil (VLSFO, IMO 2020 Compliant Fuel)
- 4. Fuel characteristics evolution and potential quality issues due to 0.5%S Limit
- 5. Composition of residual marine fuels leading to sludging issues
- 6. Common Terminology for describing the risk of asphaltene precipitation
- 6.1. Stability
- 6.2. Compatibility
- 6.3. Stability Reserve
- 7. Evaluating the stability reserve by chemical ageing
- 7.1. Total Sediment Accelerated (TSA)
- 7.2. P-value by SMS 1600 for Measuring Stability Reserve
- 8. Findings
- 8.1. Low Stability Reserve Fuels and Unstable Fuels Which Contain Alkylresorcinols & Phenolic Compounds- Summary Data
- 8.2. Low Stability Reserve Fuels and Unstable Fuels Which Contain Phenolic Compounds – Summary Data
- 8.3. Low Stability Reserve Fuels and Unstable Fuels Which Contain Chlorinated Organic Compounds – Summary Data
- 8.4. Low Stability Reserve Fuels and Unstable Fuels Detected to Contain Slightly Reactive Hydrocarbons with Double Bond – Summary Data
- 8.5. Low Stability Reserve Fuels and Unstable Fuel Due to Insufficient of Aromaticity – No Deleterious Materials are Detected by GC/MS Analysis
- 9. Recommended counteractions by operators when onboard fuel is unstable
- 10. Maritec Fuel Cleanliness, Stability, Stability Reserve, Asphaltene Content and Fuels Compatibility Analysis Techniques
- 11. Conclusion
- 12. Moving Forward
- 13. Reference
Indroduction
Since 1 January 2020, the International Maritime Organization (IMO) has enforced a 0.50% global sulphur cap for the shipping industry to reduce sulphur oxide emissions. A comparison of pre-IMO 2020 fuels and post-IMO 2020 fuels reveals that the latter exhibit greater instability, waxiness, lower density & viscosity, lower micro carbon residue (MCR), lower calculated carbon aromaticity index (CCAI), lower vanadium content, higher net specific energy, higher pour point, and higher acid number. The decreased stability reserve (higher paraffinic and lower aromatic content) of post-IMO 2020 fuels also raises concerns about compatibility issues when different fuels are mixed.
To address these challenges, Maritec lab is equipped with the necessary equipment and testing methods to assess the cleanliness, stability, stability reserve, compatibility, and cold flow properties of post-IMO fuels. Given that fuel stability is the primary concern with Very Low Sulphur Fuel Oils (VLSFOs), this article focuses on reviewing fuel stability, fuel stability reserve, and the corresponding analysis techniques.
……………………………..
Download the full article of Whitepaper