VPS would like to inform all our valued customers that as of today, our Greek Customer Support Office has relocated.
Our new address is:
VPS Hellas
Arrianou 1
Alimos, 17456
Athens, Greece
The office telephone number and email address will remain unchanged:
+30 210 4100850
piraeus@vpsveritas.com
All contact email addresses will also remain unchanged.
Our team of highly experienced Sales and Support staff continue to be at your service and available to help you with your enquiries.
The Importance of Furans Measurement and Evaluation of Degree of Polymerisation in Transformer Diagnostics
By Andrew Jenkins, Senior Technical Advisor at VPS Power
A transformer’s insulation system consists of oil and paper (including pressboard). As the system ages, the insulating system’s dielectric properties deteriorate. Whilst the ageing of insulating oil can be reversed through oil processing or replacement, if more economical, the ageing of the paper is irreversible. In fact, it can be considered that the life of a transformer is determined by the life of its insulation system.
The paper is composed of cellulose; a polymer consisting of glucose molecules arranged in a long chain. When the paper is exposed to heat, moisture, acid and oxygen, the bonds holding the glucose molecules together begin to break and the paper slowly loses its tensile strength. Severely aged paper can potentially become brittle. Paper degradation is quantified using the term ‘Degree of Polymerisation’ (DP).
In a new transformer, the DP of paper is approximately 1000. At a DP of 450-500, the paper is deemed to have lost approximately 50% of its tensile strength. A DP of 200 is considered in the industry as the absolute end-of-life value acceptable for a transformer in service.
However, a transformer with such a low DP can continue to operate normally providing it does not experience any external events. In a situation where the load is suddenly changed, the transformer is subjected to mechanical shock, or there is a through fault on the system, the transformer has a higher risk of failing.
Glucose is an unstable molecule, so it can quickly convert into chemicals known as furans. A furan is a heterocyclic organic compound, consisting of a five-membered aromatic ring structure containing four carbon atoms and one oxygen atom.
Furans are only produced in transformers through the degradation of cellulose and subsequently are an ideal parameter for determining the condition of the paper insulation.
The presence of the following furans can be detected as part of the VPS Power transformer oil conditioning monitoring program:
2FAL is the most abundant and most stable of these derivatives and therefore its concentration in oil can be used to estimate the DP of the paper insulation.
Determining the actual DP is intrusive, costly, and possibly damaging to transformers as it requires taking paper samples for analysis. Laboratory studies have shown that there is good correlation between estimated and actual DP, although it is not 100% accurate.
There are many equations for calculating the estimated DP of paper. For example, Pahlavanpour’s model assumes that paper ageing is not uniform and that 20% of the inner paper layers in the windings degrade twice as fast as the rest of the paper and Stebbins proposed an equation for thermally upgraded paper. Deviations from model to model are also due to different ageing factors and ageing assumptions. Chendong was one of the first people to develop an equation for calculating estimated DP, which was based on data collected from transformers that have normal Kraft paper and free breathing conservators. When comparing several models, Chendong’s model gives the lowest DP value for a given furan concentration, so will give the lowest overestimation or possible underestimation for transformers with thermally upgraded paper, which is deemed to be safer. Therefore, it has been concluded that the Chendong model can be used for any transformer, irrespective of the type of insulation paper and whether a transformer is free breathing or not.
The Chendong model is expressed as shown in the following equation:
DP = log(2FAL) - 1.51
-0.0035
Where the concentration of 2FAL is in ppm (mg/kg)
Based on this, VPS recommends the use of the Chendong model for estimating the DP of paper. It should be noted that oil processing or replacement can remove evidence of paper degradation, although the degradation itself is irreversible. However, it’s important to note, estimated DP should not be calculated if remedial action has occurred within the past few years.
For further advice and information regarding Furan monitoring and transformer insulating system degradation, please contact: power@vpsveritas.com
VPS at will be attending WindEurope in Copenhagen 8-10 April.
Meet with Rolf Buøen, VPS Key Accounts and Business Developer, Digital & Decarbonisation to discuss:
VPS’ Maress currently support nearly 700 offshore and offshore wind vessels with efficient collaboration and analytics to reach their decarb ambitions.
👉 Reach out to decarbonisation@vpsveritas.com to meet during the event.
🔗 Click here for registration and more information.
Introduction
Transformers are vital components in electrical power systems, and their reliability is crucial for uninterrupted power supply. Dissolved Gas Analysis (DGA) is a key diagnostic tool used to monitor the health of oil-filled transformers. By analysing the gases dissolved in the insulating oil, DGA provides valuable insights into the internal condition of transformers, helping to detect faults early and prevent costly failures.
Background of Dissolved Gas Analysis (DGA)
DGA involves the detection and quantification of gases produced within the transformer oil, due to various types of electrical and thermal faults. These gases include hydrogen (H₂), methane (CH₄), ethane (C₂H₆), ethylene (C₂H₄), acetylene (C₂H₂), carbon monoxide (CO), and carbon dioxide (CO₂). The presence and concentration of these gases can indicate specific types of faults, such as arcing, overheating, and insulation degradation.
Importance of DGA in Transformer Monitoring
1. Early Fault Detection:
DGA allows for the early detection of faults such as arcing, overheating, and insulation degradation. By identifying these issues before they lead to catastrophic failures, DGA helps in preventing transformer outages and extending the equipment’s lifespan.
2. Cost-Effective Maintenance:
DGA enables condition-based maintenance, allowing utilities to perform maintenance only when necessary, rather than on a fixed schedule. This approach reduces maintenance costs and minimizes downtime.
3. Improved Reliability and Safety:
Regular DGA testing improves the reliability and safety of transformers by ensuring potential issues are addressed before they lead to failures. This is especially important for transformers in critical infrastructure such as power plants and substations.
4. Compliance with Industry Standards:
DGA is a widely recognized method for transformer monitoring, and many industry standards, such as those set by the IEEE and IEC recommend regular DGA testing. Compliance with these standards ensures transformers operate within safe parameters.
Gas Types in DGA and Their Fault Indicators
1. Hydrogen (H₂):
2. Methane (CH₄):
3. Ethane (C₂H₆):
4. Ethylene (C₂H₄):
5. Acetylene (C₂H₂):
6. Carbon Monoxide (CO) and Carbon Dioxide (CO₂):
7. Oxygen (O₂) and Nitrogen (N₂):
Conclusion
Dissolved Gas Analysis is an indispensable tool for maintaining the health and reliability of oil-filled transformers. By leveraging DGA, you can ensure the longevity of your assets, reduce maintenance costs, and enhance the stability of the power grid.
For further advice and information, please contact: power@vpsveritas.com
VPS at FUJCON 2025
📅 7-9 April | 📍 Fujairah, UAE
We’re excited to share that Captain Rahul Choudhuri, President Strategic Partnerships at VPS, will be speaking at FUJCON 2025.
With the industry navigating evolving fuel landscapes, regulations, and sustainability goals, Rahul will share valuable insights on how VPS is helping the maritime sector make informed, data-driven decisions for a more sustainable future.
Day 2 | 10:10 AM
Panel: Unlocking the potential of low-carbon fuels in the bunker market
🔹The future challenges and opportunities in a multi-fuel environment
🔹Infrastructure requirements & investments for regional adoption
🔹Commercial uptake of alternative fuels in the Middle East
Meet the VPS Middle East & Africa team!
Andrew Morton, Dirk de Bruyn, and Pradeep Dias will also be attending. Connect to discuss how VPS supports fuel quality, compliance, and decarbonisation strategies.
Registration link: https://commodityinsights.spglobal.com/fujcon.html
We’re excited to announce that the VPS Emsys team has moved to a new office in Altrincham. This move marks an exciting new chapter for us, allowing us to continue to grow and improve our services with facilities for Sales, Service & Testing, Projects, Product development, Logistics, Procurement and Spare Parts offering.
A new space for innovation, collaboration, and delivering even greater value to our customers.
VPS Emsys is an innovative emissions measurement solution designed to help the maritime industry achieve its ambitious goal of zero emissions. The equipment for precise measurement of actual emissions from the vessels is used by forward-thinking leaders in the maritime sector who recognise that sustainability is both environmentally responsible and also economically beneficial.
📍 New Address: Downs Chambers, 29 The Downs, Altrincham, WA14 2QD
(Email addresses and phone numbers remain unchanged.)
Steve Bee – VPS Group Marketing & Strategic Projects Director &
Emilian Buksak – VPS Decarbonisation Advisor
As far back as 1981, long before the word “sustainable” was ever applied to the protection of the planet, VPS marine fuel quality testing (FQT) service was clearly focused on achieving a sustainable global shipping fleet. Even before the existence of any international marine fuel quality standard, VPS was testing fuel to ensure the protection of, vessel operations and engines, crew health & safety and the environment.
At present, global shipping is navigating its way on a voyage to decarbonisation and sustainability, with increasingly complex regulatory and legislative requirements being placed upon vessel owners and operators. In support of such requirements, digitalisation and the demand for immediate accurate data, along with the use of low-to-zero carbon fuels, are now necessities within shipping, as it strives to achieve numerous levels of compliance.
Today, VPS continues to provide market-leading testing and inspection services that support shipowners & operators to comply with and go beyond regulatory requirements, by extending the lifetime and usage of fuels and lube oils and indirectly that of the assets in which they’re employed. VPS testing and data solutions support vessel operators by providing comprehensive services that bridge the gap between complex regulations and practical, day-to-day operations.
Through fuel quality testing, VPS verifies a vessel’s fuel, be it fossil, bio-based or methanol, that it’s meeting current stringent specifications. By identifying quality issues early, operators avoid engine damage, unplanned downtime, and expensive retrofits. Even as new low-carbon fuels enter the market, VPS’s in-depth testing ensures every batch is “fit for purpose,” giving vessel operators confidence as these alternative fuels are being assessed. Through the test data generated VPS helps its customers gain the most value from their procured fuels.
Rigorous lubricant testing complements this, helping fine-tune equipment to maintain operational efficiency and reduce downtime. Additionally, VPS deploys emissions measurement equipment to gather accurate data crucial for both compliance reporting and operational insights.
Then, beyond testing and its associated data services, VPS offers decarbonisation software and advisory services spanning strategic decarbonisation planning, to vessel fuel performance optimization, including speed and power generation management, technical and operational efficiency initiatives, and even basic crew training. By pinpointing improvement areas across a vessel’s operating cycle, VPS helps reduce fuel consumption, lower emissions, and ultimately support operators’ transition to cleaner and more cost-effective operations.
But first let us look at the current legislative requirements and its challenges.
From the initial implementation of the International Maritime Organisation (IMO) MARPOL Annex VI, coming into force on 19th May 2005, shipping has witnessed numerous levels of legislation being introduced to which vessels must comply.
Decarbonisation targets, are driven in the main by the IMO and its initial strategy for a reduction in the carbon intensity of international shipping (to reduce CO2 emissions across international shipping, by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008) and that total annual GHG emissions from international shipping should be reduced by at least 50% by 2050 compared to 2008.
In 2023, IMO introduced a revision to its decarbonisation strategy, stating the carbon intensity of ships needs to decline through further improvement of the energy efficiency of new ships. Also, the need to strengthen the energy efficiency design requirements for ships, leading to a reduction in the carbon intensity of ships, so supporting the reduction of CO2 emissions by at least 40% by 2030, compared to 2008. Also, the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to increase and represent at least 5%, striving for 10%, of the energy used by international shipping by 2030 and GHG emissions from international shipping to reach net zero by or around 2050.
This strategy revision introduced Indicative Checkpoints, to monitor the progress of the reduction of the total annual GHG emissions from international shipping by at least 20%, striving for 30%, by 2030, compared to 2008 and the reduction of the total annual GHG emissions from international shipping by at least 70%, striving for 80%, by 2040, compared to 2008.
The IMO GHG strategy is supported by:
CII - Carbon Intensity Index, which determines the annual reduction factor needed to ensure continuous improvement of a ship's operational carbon intensity within a specific rating level. The ratings go from an inferior performance level – E, to the major superior level – A. Measuring the CO₂ emitted per cargo-carrying capacity per nautical mile, CII incorporates, speed optimization, biofouling management and alternative fuels usage.
Each year it becomes more difficult for a ship to improve its CII rating. But the best performing vessels are likely to trade at a premium.
Since 2024, the CII must be calculated and reported to the Data Collection System Verifier along with the previous year’s aggregated DCS data. This must include any correction factors or voyage adjustments. The deadline for DCS and CII submission is no later than 31 March each year.
The attained annual operational CII and the environmental rating (A to E) is noted on the DCS Statement of Compliance (SoC), which is required to be kept on board for five years.
In case of a D rating for three consecutive years or one E rating, the Ships Energy Efficiency Management Plan (SEEMP) Part III must be updated with a corrective action plan and verified before the SoC can be issued. The corrective action plan should consist of an analysis of why the required CII was not achieved and include a revised implementation plan.
It is worth noting at this point that the use of low-carbon fuels such as LNG, Bio-LNG, Biofuels and Methanol, offer immediate emissions reductions, which will significantly assist vessels improve their CII ratings and comply with the tightening regulations.
For over four years VPS have led the market in the understanding of marine biofuels and methanol. VPS laboratories have undertaken significant R&D work regarding innovative testing technologies and methods, to assist in improved fuel management and environmental compliance. Between 2021-2024 VPS tested samples equating to over 1.6million mt of delivered biofuels. This work has covered bio-components such as the most common FAME, plus HVO, Cashew Nut Shell Liquid (CNSL) and Tyre Pyrolysis Oil (TPO). Such experience and expertise are then passed on to VPS customers to enhance their understanding of such fuels and achieve the emissions reduction and efficiency improvements required.
EEDI - Energy Efficiency Design Ship Index, relates to new vessels, built post-2013. This sets a baseline for CO₂ emissions based on ship type and size. It is calculated as the amount of CO₂ emitted per ton of cargo transported per nautical mile, emphasizing fuel efficiency and environmental performance. Considerations are hull design, waste heat recovery and reductions in electricity consumption.
EEXI - Energy Efficiency Existing Ship Index introduced from 1st January 2023 for vessels over 400 GT. EEXI indicates a ship’s energy efficiency compared to a baseline. The attained EEXI is then compared to a required Energy Efficiency Existing Ship Index based on an applicable reduction factor expressed as a percentage relative to the Energy Efficiency Design Index (EEDI) baseline. EEXI takes into account such areas as power limitations, wind assistance and propeller optimization. Ships struggling with EEXI are likely to face difficulties with CII compliance.
VPS BOSS software application can assist in providing key deep-sea vessel operations data analytics towards CII. Monitoring engine load, fuel consumption, RPM and speed. In addition, BOSS offers proactive route optimisation taking advantage of favourable sea currents, with speed adjustments along the entire journey, considering weather, voyage costs and commercial factors like voyage priority and laycan window. This strategy enables the vessel to save 3-5% on fuel costs, reduce CO2 emissions, and improve the CII rating.
For offshore vessel efficiency improvements, the VPS Maress software offers a similar approach, in reducing fuel usage and emissions, supporting improvements to vessel CII performance. The past two summers have seen over four hundred offshore vessels join the VPS Maress Summer Campaign, a 3-month project to see how much CO2 emissions can be reduced, which has resulted in a reduction of over 17,000mt CO2. At present there are over 600 vessels using Maress to support their decarbonisation efforts.
The EU’s GHG strategy is driven mainly through:
Fit for 55 – Which includes a number of decarbonisation components:
EU ETS - The EU Emissions Trading System which is a cap-and-trade mechanism designed to reduce greenhouse gas (GHG) emissions. Basically, EU ETS is a carbon tax/trading scheme. Under this system, companies are required to purchase permits, or allowances, (EU Allowances, EUAs), that grant them the right to emit a specified amount of GHGs. One EUA allows emission of 1mt of CO2-equivalent, which need to be surrendered to a vessel’s administering authority to cover emissions from voyages to and from, plus between European Ports and port stays.
For the period 2024 – 2026, the EU ETS is a tank-to-wake based regulation which covers 100% of emissions from intra-European routes and 50% of emissions from extra-European routes to and from EU calls in neighbouring non-EU countries. Over the same period emissions from maritime transportation carried out by ships of 5,000 gross tons and above will be included, but from 2027 this will be lowered to 400 gross tons and above.
The EU ETS will be extended to cover methane (CH₄) and nitrous oxides (N₂O), not only CO₂, however until 2026, CO2 is the only greenhouse gas to which the obligations apply.
To provide accurate real-time emissions monitoring, the VPS Emsys system can provide measurement of: NOx (NO + NO2), CO2, SO2, CO, CH4, H20, NH3 & O2, via its unique and innovative cascade laser detection system, with ship-to-shore transfer of data through onboard IAS systems or direct network connection, also known as Emsys ShorLink.
Accurate emissions data is critical under the regulations CII, EU ETS, and FuelEU Maritime. With the VPS Emsys system, the streamlining of a vessel’s reporting processes and minimizing risk of costly errors can easily be achieved. Vessels will gain full transparency into their emissions profile. So, no guesswork required and actionable insights for operational adjustments achieved.
The EU ETS implementation is occurring in phases. Shipping companies will be required to surrender allowances for their verified annual emissions as follows:
2024: 40%. 2025: 70%. 2026: 100%
Applying EU ETS:
For Intra EU voyages EU ETS covers 100% of all emissions
For In/Out EU voyages EU ETS covers 50% of all emissions
Associated Fuel Carbon Factors:
HSFO 3.114 gCO2/g, VLSFO 3.151 gCO2/g, MGO 3.206 gCO2/g
e.g For a ship consuming 500mt VLSFO on an Intra EU voyage in 2025 (70% emissions) it would require:
1,102.85 EUAs at a price of €73/EUA = €80,508
If the same ship consumed 500mt of B30 (FAME/VLSFO) it would require:
772.1 EUA at a price of €73/EUA = €56,363
The overall environmental benefit of using the B30 fuel and the impact on the EU ETS cost saving of €24,145 is positive. But the price difference of between the VLSFO and the B30 may be significant, plus the lower energy content of the B30 will also be considered factors.
The laboratory measurement of the energy content of fossil, biofuels and RFNBO fuels will assist in EU ETS requirements. Along with the accurate measurement of the renewable content of biofuels. Here VPS have significantly improved the accuracy and precision of the test method, EN14078, to assist in assurances a vessel will only pay the correct level of carbon taxation.
Fuel EU Maritime which became effective on 1st January 2025, is an EU initiative aimed at promoting the adoption of sustainable fuels and alternative energy sources, with a progressively tightening cap on the greenhouse gas intensity of fuels used, hence reducing greenhouse gas (GHG) emissions from ships operating within EU ports and waters. It sets limits on the GHG intensity of energy used by ships, of >5,000 GT transporting cargo, or passengers, for commercial purposes in the EU/EEA. The requirements start with a 2% reduction in GHG intensity from 2025 to 2029, relative to the average GHG intensity in 2020. This reduction target then increases to 6% from 2030 to 2034 and further accelerates from 2035 to ultimately achieve an 80% reduction by 2050. Shipowners are presented with several flexibility mechanisms to achieve compliance, including banking, borrowing, and pooling, and penalty payments.
To help comply with Fuel EU Maritime, vessel operators have a few options:
Borrowing - Compliance deficits can borrow from the next reporting period, but this is not applicable for more than two consecutive periods. There is a 10% surcharge added to the borrowed amount and its not applicable if the amount exceeds 2% of GHG intensity limit.
Banking – A compliance surplus can be credited to the balance of the next period, but this isn’t available after the FuelEU document of compliance has been issued.
Pooling – This allows ships to merge their compliance balances of GHG and RFNBO to meet requirements. There is a separate pool for GHG and Renewable Fuel of Non-Biological Origin (RFNBO).
Consequences of Non-Compliance – TheFuelEU penalty amounts to EUR 2,400 per ton of fossil fuel exceeding the current limit
If a vessel has a deficit for two consecutive reporting periods or more, the penalty factor grows by 10%.
If a vessel fails to hold a valid FuelEU Document of Compliance for two or more consecutive periods, the vessel may be subject to an expulsion order with a refusal of entry by coastal Member States ports and also the vessel may be subject to flag detention and not allowed to leave flag Member States ports.
Through VPS PortStats platform, users will be able to gain a holistic view on their fuel procurement programmes, by combining price, quality, calorific value and CO2 footprint/costs
The above EU strategies are further supported by the Alternative Fuels Infrastructure Regulation (AFIR) which requires EU ports to develop shore power, plus the introduction of a bunkering infrastructure for low-to-zero fuels.
Staying compliant isn’t just about meeting a set of numbers; it involves ongoing monitoring, reporting, and strategic planning to ensure vessels remain efficient. Traditional approaches to compliance have grown more complex and data-intensive, requiring reliable measurements of fuel quality, emissions tracking, and transparent documentation to satisfy authorities and demonstrate operational excellence.
As part of EU “Fit for 55”, the Renewable Energy Directive (RED) does look towards low-to-zero carbon fuels usage and regarding biofuels it is key that fuel suppliers have their products certified by the likes of the International Sustainability and Carbon Certification (ISCC).
To monitor compliance performance, vessels are required to measure the following and within a specific timeline.:
All the above legislation, highlights the increasing complexity ship owners and operators are now facing in order to ensure compliance. Over the past five years VPS has improved its testing capabilities to incorporate developments in regard to fossil fuels, but more so for biofuels and RFNBO.
In addition, VPS data platforms have been developed from our world-leading databases on fuel and lubricating oil quality. Software solutions, such as BOSS for deep-sea vessel optimisation and Maress for offshore operations, offer a proactive approach to regulatory readiness. By monitoring key metrics (e.g., engine load, RPM, speed, fuel consumption) in real time, vessels can take swift action before small issues become huge compliance headaches. Over time, these tools help benchmark and continuously refine performance across an operators fleet.
To conclude, VPS offers end-to-end strategic support for maritime decarbonisation. This includes:
It's important to note that all VPS services are coming together in our new on-line, integrated decarbonisation platform, to be released this year.
As the push for maritime decarbonisation continues—alongside tightening carbon-reduction targets and broader interest in alternative fuels—VPS’s adaptable testing and digital solutions, advanced measurement capabilities, and expert guidance are becoming ever more essential. For operators seeking a competitive edge in an increasingly regulated environment, partnering with VPS goes beyond achieving compliance—it paves the way for long-term resilience and sustainability.
To discuss VPS being your maritime decarbonisation partner, please contact: marketing@vpsveritas.com
The Critical Role of Fluid Quality Testing in Electrical Asset Management
By James Robinson, VPS Power Business Manager
Introduction
Transformer oil, also known as insulating fluid, is a crucial component in the operation and maintenance of electrical assets. It serves as an insulating medium, cooling agent, and arc quencher, protecting the transformers’ internal components from damage. Over time, transformer oil can degrade due to various factors such as age, contamination, and thermal stress. Regular fluid quality testing is essential to ensure the oil's reliability and the overall health of the asset.
Why Conduct Fluid Quality Testing?
1. Early Detection of Issues:
Regular oil testing can detect issues at an early stage, allowing for timely corrective action before they escalate into major problems. This helps prevent costly downtime and asset failures.
2. Extending Transformer Life:
By identifying and addressing issues early, oil testing can help extend the life of the transformer, reducing maintenance costs and minimizing downtime.
3. Enhancing Safety:
Transformer oil testing can help identify potential safety hazards, such as the presence of contaminants, which can lead to fires or explosions.
4. Improving Reliability:
Ensuring the quality and reliability of the transformer oil through regular testing improves the overall reliability of the asset, reducing the risk of failures and improving power supply reliability.
Types of Tests Performed on Transformer Oil
1. Colour and Appearance Tests:
2. Dielectric Strength or Breakdown Voltage (BDV) Test:
3. Moisture Content Analysis:
4. Acid Number (Neutralization Number) Test:
5. Dielectric Dissipation Factor (Tan Delta) and Resistivity Tests:
6. Interfacial Tension (IFT) Test:
Additional investigative testing is also available such as particle count, corrosive sulphur and DBDS.
Benefits of Regular Fluid Quality Testing
1. Maximising Investment:
Regular maintenance through fluid analysis helps keep assets in optimal condition, this proactive approach can also save money on expensive repairs or replacements by identifying problem areas early.
2. Preventing Untimely Failures:
Routine testing provides important data on the assets condition and operational trends. This information can be used to improve the equipment’s performance and extend its working life, offering better returns on investment.
3. Ensuring Compliance:
Regular testing ensures compliance with industry standards and regulations, which is crucial for maintaining the safety and reliability of electrical systems.
Conclusion
Fluid quality testing of transformer oils is an essential practice for maintaining the health and reliability of electrical assets. By conducting regular tests, you can detect issues early, extend the lifespan of your electrical assets, enhance safety, and improve overall reliability. This proactive approach to maintenance ensures that electrical assets operate efficiently and effectively, providing a stable and reliable power supply.
Ready to protect your transformers?
Contact VPS Power today at power@vpsveritas.com to learn more about our comprehensive transformer oil testing services and how we can help you maintain a reliable power grid.
By Steve Bee, VPS Group Marketing & Strategic Projects Director
Over the past six years a number of high-profile, chemical-contamination cases relating to marine fuel have been witnessed. Hundreds of vessels have experienced costly engine damages during these events, for example, Houston (2018 and 2023), Europe (2022) and also in Singapore (2022). In addition to these highly publicised contamination events, there have been many single cases of vessel damage across the world, due to the presence of chemical contaminants within fuel. All of these cases, large or small, have shown numerous different chemical contaminants, or combinations of contaminants, which have been identified as being responsible for these damages.
VPS is at the forefront of vessel protection in relation to detecting chemical contaminants in fuel and as such, protecting its customers, assets and crew, as well as wider environmental protection. On numerous occasions, such cases result in legal action, where fuel quality testing and the resulting laboratory findings, provide key evidence in support of such claims. However, the wheels of justice turn slowly and it can be years before such claims reach a successful judicial outcome and are finally settled.
One example relating to such cases occurred back in 2023, where one claim is only just being tried in a court of law, two years later. VPS initially informed its customers via a Bunker Alert, of the presence of Dicyclopentadiene (DCPD) isomers at significantly high levels within VLSFO bunker fuel delivered in Houston. The contaminants were detected using in-house GC-MS (Gas Chromatography – Mass Spectrometer) analytical methodologies.
However, 14 vessels suffered serious levels of damage due to the presence of DCPD, in the form of:
Dihydro dicyclopentadiene (CAS No. 4488-57-7)
Tetra-hydro dicyclopentadiene (CAS No. 6004-38-2)
Whilst it’s not uncommon to find cyclopentadiene, dicyclopentadiene, dihydro-DCPD, or tetrahydro-DCPD in some fuels, as they’re known to originate from ethylene cracker residue in a refinery. However, the major contaminants in this case were hydronated DCPDs, which can polymerise and oxidise under certain conditions.
Almost 20,000 ppm (2%) was the maximum concentrations detected of combined Di & Tetra Dicyclopentadiene.
The issues reported were mainly in auxiliary engines and consisted of:
Fuel leakage in the Injection Control Unit (ICU)
Fuel pumps unable to develop the required pressure:
Purifiers unable to remove cat-fines giving rise to high cat-fines at the purifier outlet
Sludge formation and filter blockages:
VPS did not record any particular engine type being more susceptible than others.
Risks from chemical contamination of fuel can be significantly mitigated through pre-burn screening of fuels using the VPS Chemical Screening Service. This low-cost test, utilising Gas Chromatography Mass Spectrometry (GCMS) analysis, will warn of the presence of over 75% of all volatile chemicals within fuel.
Focusing specifically on this as a damage prevention service, over 20% of applicable marine fuel samples received by VPS undertake this rapid, pre-burn protection service, with an average 8% of samples tested, giving rise to a “Caution” result, indicating the presence of at least one chemical contaminant and thus the notified vessel has avoided any damages and placed the supplier on notice, within the agreed time-bar, pending further investigation. All of which saves time and money, in relation to engine damage, lost operation time, costly spares, plus the lengthy expensive, time-consuming, claims process, which can follow when having burnt contaminated fuel.
Now VPS has further improved it’s chemical screening power, by developing a unique and highly innovative GCMS-Headspace Screening method, which not only detects volatile organic chemicals (VOCs), but also, semi-volatile organic chemicals (SVOCs) and non-volatile organic chemicals (NVOCs). A further paper covering this specific new method, will follow this article.
A single GCMS-HS screening test to check for the presence of contaminating chemicals within that one fuel delivery, can equate to less than 0.01% of the cost of a 1,000mt stem of fuel. Yet this service will provide a much greater level of protection to the vessel and avoid the risks of damage claims, associated with such chemicals within marine fuel. Which raises the question, can you afford not to screen your fuel for chemicals?
For more information on how VPS can support you regarding asset protection contact, marketing@vpsveritas.com
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