Yesterday, we came together at VPS for our Annual Integrity and Impartiality Training 2026 — a day dedicated to reinforcing the principles that define who we are as an organization.

Integrity is the core of our culture. It shapes how we make decisions, how we treat one another, and how we take responsibility for the work we do. The VPS Integrity Day gives us the space to pause, reflect, and recommit to the standards that define us. It’s a reminder that doing the right thing isn’t a slogan, it’s a daily practice.

This year’s sessions were held across the globe, in The Netherlands, United Kingdom, Greece, Germany, Norway, Singapore, Fujairah, Japan, China and the United States, bringing colleagues together with a shared focus on strengthening our commitment to doing the right thing.

Throughout the sessions, we explored what integrity and impartiality truly mean in practice, how they connect to our VPS values, and why they are essential to maintaining trust, independence, and the high standards our customers expect. Through open discussions and real workplace scenarios, we reflected on how these principles guide our decisions every day — even in challenging situations.

A big thank you to everyone who participated, contributed, and shared their perspectives. Your engagement is what makes these sessions meaningful and impactful.

Today, the Singapore Standards Development Organization have released a caselet covering the TR140:2025, which is a technical reference specification for marine biofuels. 

TR140 closely aligns with the VPS thinking and approach relating to the quality control requirements for the use of Biofuels as a marine fuel. As such, VPS fully supports the adoption of TR140 and the additional benefits it brings in overcoming challenges in maritime decarbonization.

Key benefits of TR140:

Ensure the quality of marine biofuel by applying globally recognised test methods.

Provide guidance on the use of marine biofuel, e.g. storage handling, fuel consumption, engine performance, maintenance, and operation.

Support regulatory compliance with the use of marine biofuels, and by lowering carbon intensity and minimising contamination.

Reduce environmental impact and strengthen sustainability.

The caselet can be read here: https://scic.sg/sdoscic/index.php/resources 
 

Bad Bunkers – Are Bunker Tests Good Enough?

VPS Group Marketing & Strategic Projects Director, Steve Bee, will be joining the Marine Insurance Greece event to be held at The Eugenides Foundation, Athens, 6th-7th May 2026.

Steve will participate in a Panel Discussion entitled: Bad Bunkers – Are Bunker Tests Good Enough?, where he will join industry experts, Simon Jackson, Partner - DAC Beachcroft, Gillian Stanton, FD&D Claims Director – Greece, North Standard, Alex Gullen, Senior Claims Handler & Adjuster Oslo – Norwegian Hull Club.

Join this insightful panel session at 16:40 on 6th May 2026: https://marineinsurancegreece.com/agenda/ 

Stanley George – VPS Group Technical & Science Manager
Steve Bee – VPS Group Marketing & Strategic Projects Director

VPS has seen an increase in the levels of shale oil components in marine fuels bunkered recently in Singapore. Although we have received no reports of problems, from vessels using these fuels, we do recommend caution as detailed below:

Over the course of February and March 2026, VPS  testing identified 90,000mt of delivered VLSFO bunkers containing compounds consistent with an Estonian Shale Oil derived stream. Estonian Shale Oil has and is, often used as a blend component in bunker fuel, but has also been known to de-stabilise fuel, producing sludges and blocking ships filters.

Estonian Shale Oil contains high-boiling phenolic compounds such as, resorcinol and alkyl benzenediols, which can give rise to high acid numbers, often above the ISO8217 specification limit of 2.5 KOH/g.

The recent VLSFO samples bunkered in Singapore, contained resorcinol and alkyl benzenediol concentrations between 4,000ppm-13,200ppm and elevated acid numbers ranging from 1.98KOH/g-2.34 KOH/g.

Despite these findings, no operational issues have been reported so far from vessels that are consuming these fuels.

Yet, while shale oil derived components may be incorporated into marine fuel blends permitted under ISO 8217,  when present in marine fuel blends, it can still present operational challenges depending upon blend stability and composition. The presence of phenols, resorcinols, fatty acids, and related oxygenated compounds is not typical of conventionally refined marine fuels. Any observed elevated acid numbers may indicate, unusual blend components resulting in potential instability risks.

Based on our experience and industry data, resorcinol and alkyl benzenediols present within marine fuels may initially show such fuels as compliant to the ISO8217 specifications. However, over time there can be a risk of delayed operational issues, including, sludge formation, filter and purifier fouling/blockages, plus possible impacts on fuel injection equipment cleanliness and performance. Therefore, regarding the latest VLSFO fuels delivered in Singapore, the absence of issues at this stage does not preclude delayed effects, particularly with, storage stability, long-term use, or system cleanliness.

Consequently VPS would recommend the following precautionary measures when handling such fuels:

To undertake enhanced monitoring of the fuel treatment plant (purifiers and filters), differential pressures and sludge discharge rates and injection system performance.

Regarding Fuel Management, avoid unnecessary co-mingling with other fuels, unless compatibility is confirmed. Maintain optimal settling and purification practices, such as regular draining of settling tanks, while the correct purifier inlet temperatures and minimum feed rates are maintained.

Record-Keeping should continue to maintain detailed engine logbook entries, including tank sounding records with details of all fuel transfers, fuel consumption periods, plus any abnormalities in system performance.

Sampling and Testing should include the retention of additional samples from, before-purifiers and engine-inlets, plus checking the quality of the fuel entering the engine by monitoring, sediment, stability, and acid number trends.

The vessel should seek clarification from the suppliers regarding the blend components used, plus the source of any elevated acid number and any use of alternative feedstocks (e.g. shale-derived streams).

Following these recent cases of elevated acid numbers and the presence of phenolic and oxygenated compounds, VPS have contacted each of the vessels who received these fuels. All have confirmed they have not experienced any operational issues to date, when burning the fuel.

However, based on both VPS experience and industry findings, these fuels require close operational monitoring and cautious handling, particularly with respect to fuel stability and cleanliness of the fuel treatment system.

VPS will continue to monitor the situation and provide updates as further operational feedback becomes available.

If you experience any operational issues relating to those highlighted in this article, please seek assistance from VPS by contacting: stanley.george@vpsveritas.com

Paul Hoather – VPS UK Sales Manager

Distillate Price Volatility Makes B100 (FAME) a Viable Option
The 2026 Middle East conflict, including the closure of the Strait of Hormuz, through which 25% of the world’s oil & 20% of LNG flows, has triggered one of the largest global energy supply disruptions in modern history. This narrow waterway is the world’s most critical energy chokepoint, with over 80% of its oil and natural gas shipments bound for Asia.

The closure of the Strait has caused supply shortages and transport paralysis with tanker traffic nearly halted. Although the Middle East conflict situation remains fluid, if this continues to worsen, then commentators have suggested that crude oil could reach record levels.

Marine Distillates are particularly exposed, with roughly 1.15 million b/d of middle distillates being impacted by the Hormuz disruption, coupled with further price drivers such as insurance premiums making distillate supply a premium.

With distillates now at historically high levels, this has given rise to attractively priced alternative Marine Fuel sources, which are not as directly affected by Middle East crude disruptions. As Biodiesel pricing is driven in part by agricultural feedstocks, the pricing gap between B100 FAME and distillates has reduced. Thus, even if B100’s nominal price per tonne remains slightly higher than distillate, the effective cost per voyage is now materially lower or near-parity. The added environmental and legislative benefits of CO2 reduction by using B100 also leads to reduced carbon taxation due to emissions pooling under FuelEU maritime regulation.

Effectively Shipowners now see a smaller economic penalty – and in some cases a net benefit for switching to B100.

Recommended Approach for Introducing B100 FAME
VPS is seeing an increase in B100 FAME usage, although fossil fuels remain the dominant marine fuels. The use of B100 has however increased in response to the aforementioned dynamics. As the standard blend configuration, we see Bio-blends in the form of B30 being used with 70% fossil fuels, such as distillate, very low sulphur fuel oil (VLSFO) and heavy fuel oil (HSFO). These fuel blends present limited risk in terms of operational use and handling. However, Biofuels including B100, require specific fuel management considerations, which VPS has highlighted in past articles available at: Articles | VPS.

These challenges include: 

• Lower energy value compared to fossil fuels. 
• Susceptibility to Oxidation, making prolonged storage unsuitable and future condition uncertain. 
• Oxidation can also result in increased Acid Number which increases the risk of corrosion within the fuel system, including components such as fuel pumps and injectors, in addition to potential storage tank corrosion.
• B100 FAME, has a natural hygroscopic tendency which can increase water absorption. This, in turn provides a suitable breeding ground for Microbial growth.
• A final point of consideration is the  behaviour of B100 FAME in fuel/lubricant interaction. While distillate fuels generally have a lower viscosity than FAME, FAME is less volatile due to its heavier molecular structure and higher boiling range (typically around 272°C compared to approximately 170°C for distillates). As a result where fuel ingress occurs due to leakage or incomplete combustion, B100 is more likely to remain in the lubricating oil rather than evaporate. This can lead to dilution of the lubricating oil, particularly in 4-stroke engines, resulting in a reduction in oil viscosity and potential operational problems.

That said, B100 (FAME) is already in use by many clients, and we have seen very few technical issues. This indicates that with appropriate fuel management and handling practices, B100 can be successfully used as a drop-in fuel.

To support successful implementation and operation, VPS recommends the following:

Ideally, B100 should be introduced after tanks have been drained and flushed to minimise the presence of water that could promote, fuel instability and microbial activity. Where possible thorough tank cleaning is recommended, as there is a likelihood that tanks may contain unpumpable residues from previous fossil fuel bunkers. These residues can become mobilised due to the relatively high solvency properties of FAME, lifting tank-bottom deposits when first introduced and potentially overloading purifiers during the initial stages.

Where possible, VPS recommends compatibility (spot) analysis prior to use. Onboard blending is not recommended. However, if operationally unavoidable, B100 should be bunkered and stored in a separate tank, blended in small portions, with performance and fuel quality being evaluated before progressing to higher ratios.

Verify compatibility of the fuel system components, including seals, gaskets, hoses & coatings. Pay particular attention to elastomers and painted surfaces. Confirm suitability with the OEM for main and auxiliary engines. Ensure any required changes are reflected in the Ship Technical File (SEEMP).

When B100 must be bunkered directly into tanks containing existing MGO, the following guidance should be followed:

Operational Guidance for Changeover from MGO to B100 (100% FAME)

• Monitor engine performance: B100 (FAME) has a lower calorific value than MGO, so adjustments will be required to maintain power output. This can be noticed through elevated exhaust gas temperatures, requiring the fuel rack to be adjusted.
• Minimise water in fuel tanks: Drain tanks regularly, especially considering condensation from weather variations. Water promotes microbial growth.
• If fuel is not consumed within 3-4 months: take a representative tank sample for a quality assessment including Oxidation Stability, Iodine Value, Total Acid Number, Water Content, Cloud Point and Bacteria, Yeast and Fungi. 
• Carryout the VPS recommended APS-FAME test suite, as it covers the key analyses required to assess FAME quality in line with EN14214, which is referenced under ISO8217:2024. A summary of the APS key test parameters is discussed later in this paper.
• Monitor for fuel degradation. As a bio derived product, B100 degrades faster than MGO which can oxidise quickly resulting in increasing Acid Number & Iodine value over time which is a common indicator. Where possible, check gaskets and O rings for signs of wear.
• Continuous operation on B100 may increase the likelihood of fuel dilution in the used engine oil, due to fuel ingress that remains entrained in the lubricating oil, particularly in four-stroke engines. This may result in reduction in engine oil viscosity and premature degradation of the oil, leading to reduced running hours between oil changes.
• Avoid excessive heating of fuel. Ensure fuel is suitable for ambient conditions (cold flow considerations). 
• Operate separators and filters as per normal procedures. During initial use, increase monitoring of filter condition and differential pressure and separator performance.

VPS Support through Additional Protection Service - APS-FAME

VPS additional protection service was established to provide greater understanding and insight of marine biofuel quality. Whilst the introduction of ISO8217:2024 now caters for Biofuel & Bio-blends, it is still not an all-encompassing test slate, as it places the onus on suppliers to ensure that the FAME component used for blending, or supplied as B100, complies with EN14214 or ASTM D6751. APS-FAME is therefore recommended to provide a more comprehensive assessment of fuel quality.

APS-FAME – Key Analytical Parameters Overview for B100/FAME

APS-FAME provides deeper insight beyond the ISO8217:2024 specification with respect to the quality, stability, and suitability of FAME-based marine biofuels through the following parameters:

• Corrosion @ 50°C (Steel)
  Assesses the corrosive potential of the fuel system on metallic components such as fuel pumps & fuel injectors at elevated temperatures. This helps to spot early signs of corrosivity
• Iodine Value
  Indicates the level of unsaturation (double bonds) in fatty acid chains.  A higher iodine value reflects greater unsaturation, which can reduce fuel stability and affect storage behaviour. 
• Oxidation Stability
  FAME can break down overtime; this test evaluates how resistant the fuel is to degradation during onboard storage.
• Net Heat of Combustion
  For blends greater 10% FAME, the D240 method provides the only means to accurately determine the fuel’s energy content.
• Total Contamination (Particulates)
  Measures particulate levels that may lead to:
  o    Filter plugging
  o    Injector wear
  o    System fouling
• Bacteria, Yeast, and Fungi
  A crucial parameter for FAME, due to its affinity to water, which creates favourable conditions for microbial growth.

The ongoing Middle East conflict is giving rise to serious concerns for many shipowner-operators. The significant volatility in Marine Gas Oil and Distillate pricing, as well as a potential impact on product availability, are factors driving vessel operators to seek alternative solutions.

In this environment, the commercial case for B100/FAME is expected to strengthen. Supported by a narrowing fuel price differential, plus a positive contribution towards both emerging and existing regulatory requirements, this drop-in fuel is gaining momentum as a viable marine fuel option.

While the use of B100/FAME requires more cautious fuel handling and operational considerations in order to mitigate operational risks, customers can rely upon VPS  to provide insightful support throughout this transition. Our market-leading experience and expertise in marine fuel testing provides detailed fuel quality analysis, supported by sound scientific and marine engineering advice. All of this will help our customers make more informed decisions and operate with more confidence.

For further information on B100/FAME fuel management, please contact your local VPS Account Manager, or marketing@vpsveritas.com 

A common concern of maritime chief engineers, regarding vessel engine damages, is the presence of highly abrasive “catfines” within marine fuel. To fully understand the seriousness of this issue, we first need to understand the source of the problem.

Oil refineries use catalysts in their Fluid Catalytic Cracking Units (FCCU) or “Cat Plants” to process crude oils in the production of numerous products from the source crude. These catalysts are high in aluminium silicate (Al+Si) content and over time and repeated use, can breakdown and fragment into smaller particles, or catalytic fines. These catalytic fines, known throughout the industry as “Catfines” can eventually find their way into the heavier refining streams and consequently the HSFO and VLSFO fuels being burnt onboard vessels. Higher levels of catfines within the fuel can be extremely abrasive and damaging to ships engines.

It is critical to note the ISO8217 specification limit for Al+Si for residual fuels delivered to the ship, is 60 mg/Kg for all revisions post-2005. This level is significantly greater than the OEM engine inlet limit of 15mg/Kg and therefore the fuel requires efficient onboard purification, monitored via a frequent fuel-system-check, process in order to avoid potentially catastrophic engine damages.

From a recent review of more than 3,000 Fuel System Check samples taken before-purifier and after-purifier, VPS found 16% of the fuels after-purifier catfine concentrations were above the 15mg/Kg OEM limit. This indicates that some 480 vessels had purifiers failing to operate to their optimum efficiency in order to protect the engine.

At this time of the Middle East military conflict, one might suspect that refinery output around the wider region to have been impacted by crude availability, thus reducing the ultimate throughput of any refinery. However, under certain refinery operating conditions, reduced throughput may lead to higher relative concentrations of catfines in heavier streams. Thus these catfines can potentially end up in marine fuel supply chains.

In 2-stroke crosshead engines, ineffective removal of catfines can result in their entry into the combustion chamber, where they cause abrasive wear between piston rings and cylinder liners. Conversely, medium speed engines tend to be generally more tolerant, due to continuous oil circulation and filtration, but still vulnerable if catfine levels are excessive.

Another consideration within this equation is that cylinder oil (used exclusively in 2 stroke engines) is “single use” and exhausted after first use. Thus it’s overuse, in any attempt to combat catfines and minimise wear can be commercially punitive, unnecessary and in some cases contribute to damages, exacerbating the “grinding paste” effect occurring within the cylinder liners.

Cylinder lubricants are primarily a base oil, plus an additive “pack” (a combination of carefully selected compounds focused on providing various qualities e.g. Base Number (BN) to combat fuel sulphur and detergency to clean etc). However, inappropriate cylinder oil selection, or excessive feed rates may contribute to deposit formation on piston crowns and ring zones. 

Over-lubrication is not an effective mitigation strategy as it may increase deposit formation and will certainly increase operating costs.

A first step to prevention of catfine damage would be in the selection of a reputable supplier, known for delivering low-catfine fuel. Data in relation to this is highlighted in the VPS PortStats application. However, its recognized on numerous occasions, the owner/operator of the ship dealing with sub-standard fuel is not the entity who purchased the fuel. Therefore, further practical considerations should also be made including, appropriate tank cleaning, circulation and movement to avoid catfine settling and concentration at much higher levels than the original test results obtained from the vessel manifold sample.

In the case of managing catfine levels above OEM engine entry limits, effective purification remains key. Statistically, a vessel will suffer one to two instances of main engine damage over the course of her operational lifetime. These costs can reach millions of dollars, far more than the average main engine damage costs of $650K highlighted in the Swedish Club paper “Engine Damage”. https://www.swedishclub.com/uploads/2023/12/TSC-Engine-Damage-WEB2023.pdf

Monitoring and Quality Control – Fuel System Checks (FSC)
It is essential that fuel samples are taken both before and after purifier. This should be carried out at regular intervals (on a quarterly basis), with increased frequency when high catfine levels are identified. In addition, whenever VPS see a vessel manifold sample with a catfine level >40kg/Kg, an alert is automatically sent to the vessel, with the instruction to take additional before and after purifier samples, as a cautionary procedure.

There are numerous reasons why regular fuel system checks are critical:
•    Help identify potential risks & operational issues before major damage occurs.
•    Confirm that the system’s flow rate, temperatures, discharge cycles are properly adjusted to handle the specific fuel that is being treated
•    Verify that the fuel treatment system is properly maintained
•    Reduce operating cost and increase lifecycles of critical components
•    Identify presence of unusual components that can enter fuel post- delivery.

Periodic sampling from the fuel treatment system will also identify problems such as water ingress from ballast systems, leaking heating coils and cargo contamination. 

Core Operating Conditions
In addition to the FSC programme it is key to undertake the following practices:

Maintain the correct inlet temperatures as purifiers rely on centrifugal separation, enhanced by density differences. The fuel must be heated to the manufacturer-specified temperature for optimal separation and reduced carry-over.

Ensure the separator is correctly configured and operated (e.g. gravity disc selection in conventional units or proper control settings in automated systems) to avoid reduced separation efficiency, which could allow water or catfines to pass through to the engine.

Keep the feed-rate of fuel slow and steady. Running purifiers in parallel at minimum feed-rate improves separation and reduces carryover.

Match settings to oil density. Density changes with fuel grade, so adjusting settings ensures proper bowl separation.

Maintenance Practices that Directly Improve Efficiency
Clean filters and heaters regularly. Blocked filters or fouled heaters reduce flow and temperature stability, lowering purification quality.

Clean fuel tanks at scheduled intervals. This prevents high sediment and catfine concentrations from overwhelming the purifier.

Avoid by-passing any fuel-treatment equipment. By-passing risks engine damage and eliminates the purifier’s protective function.

Ensure adequate spare parts are onboard. Worn seals, gaskets, or disc stacks, reduce bowl pressure and separation efficiency.

Follow the vessel’s preventative maintenance schedule and manufacturer’s intervals. Planned maintenance ensures consistent cleaning, inspection and overhaul cycles.

Summary
So, with the recent survey by VPS finding 16% of fuels after-purifier catfine concentrations were above 15ppm, this highlights the fact, these purifiers are failing to operate to their optimum efficiency and their primary function to protect the engine.

All the above, monitoring, quality control and operational steps, are key to ensure a vessel’s engine is protected from the abrasive wear catfines can cause. Plus, by following this advice, the vessel will see an improvement in combustion efficiency due to burning cleaner fuel. This will all result in reduced downtime and repair costs, avoiding purifier failures which can lead to major engine issues.

For more information on VPS FSC service, Oil Condition Monitoring (OCM) PortStats, MySeparators and MyLubes applications, please contact: marketing@vpsveritas.com

Advance Your Expertise in Marine Fuel Management
Ready to deepen your knowledge and lead with greater fuel intelligence?

Apply now for the VPS Fuel Management Course in USA, Houston. An in-depth programme designed for marine professionals looking to strengthen their expertise across every critical aspect of fuel management. Participants will also enjoy an exclusive guided tour of the VPS laboratory, offering valuable behind-the-scenes insight into fuel testing and analysis.

Submit your application today to secure your place and take the next step in advancing your marine fuel expertise: Houston@vpsveritas.com

Advance Your Expertise in Marine Fuel Management

Looking to sharpen your skills and make more informed fuel decisions?

Join the VPS Fuel Management Course in Singapore — a comprehensive programme tailored for marine professionals aiming to elevate their understanding of fuel management across all key areas. As part of the experience, participants will gain exclusive access to a guided tour of the VPS laboratory, offering unique, behind-the-scenes insight into fuel testing and analysis.

Apply now to secure your spot and take the next step in enhancing your marine fuel expertise: support.sng@vpsveritas.com

Round Table Meeting – Miami 2026
Commercial Advantage Through Efficiency and Carbon Reduction

VPS is pleased to announce its upcoming Round Table Meeting in Miami, Florida, taking place on 3 June 2026, bringing together industry professionals to discuss the future of operational efficiency and carbon reduction in shipping.

In line with our ongoing commitment to delivering the highest levels of technical support and the latest industry insights, this event will focus on the key priorities shaping today’s maritime sector — greater operational efficiency, cost savings, and environmental compliance.

Our expert guest speakers will also share valuable perspectives on fuel additives and marine engine innovations, addressing today’s complex industry challenges.

🎤 Speakers:
Steve Bee – Group Marketing & Strategic Projects Director, VPS
Joseph Star – Strategic Accounts Manager, VPS
Matias Sich – Account Manager Americas, VPS Digital
Guilherme Cirino – Account Manager Americas, VPS
Ricardo Opperman – Managing Director North America, Wärtsilä
Stuart Hall – Head of Technical Sales (Marine), SulNOx Group

👉 For inquiries or to register: miami2026@vpsveritas.com

We look forward to welcoming industry professionals for an engaging and insightful session in Miami.

Steve Bee – VPS Group Marketing & Strategic Projects Director
Emilian Buksak – VPS Decarbonisation Advisor

The recent International Maritime Organisation’s (IMO), Maritime Environmental Protection Committee (MEPC) meeting in London, had its main focus on setting binding greenhouse gas emission reduction targets for the global shipping sector. In keeping with the Committee’s continuing drive to decarbonise shipping and reduce the pollutant emissions from the global fleet, one major outcome from the MEPC-84 meeting was the approval of a new emission control area (ECA) covering the North East Atlantic Ocean, with agreements reached on adopted amendments to MARPOL Annex VI.

This new ECA, which will become the world’s largest emission control area, will be implemented on 1st September 2027, with the ECA requirements taking effect on 1st September 2028. It will cover the territorial seas and exclusive economic zones of Greenland, Iceland, the Faroe Islands, Ireland, the United Kingdom, France, Spain and Portugal, extending up to 200 nautical miles from their baselines:

A key advantage of the new NE Atlantic ECA is that it will close the gap between the existing ECAs in the North and Baltic Sea, plus the Mediterranean, creating an almost continuous zone of reduced shipping emissions. It will also connect to the newly approved ECAs in the Canadian Arctic and Norwegian Sea, which are scheduled for implementation in 2026 and 2027 respectively. Together these ECAs will cover almost half of all Arctic coastal waters, improving air quality, by reducing SOx, NOx and Particulate Matter (PM), protecting  public health, and reducing the environmental impacts from shipping.

The sulphur limit for the marine fuels allowed to be burnt within this new ECA will reduce from the current 0.50% to 0.10%. This will force vessels to use either effective abatement technology (scrubbers), or alternatively burn marine distillates, ultra-low-sulphur fuels (ULSFOs), or biofuels with a sulphur content of less than 0.10%.

Without doubt this new ECA will cause a significant change to the current fuel mix, probably on an even greater scale than was witnessed with the introduction of the Mediterranean ECA back in May 2025.  The fuel mix in the Mediterranean Pre-ECA implementation was,  53% VLSFO, 28% HSFO, 16% MGO, 2% ULSFO and 1% Biofuels. But from the 1st May 2025, the fuel mix changed to, 30% VLSFO, 29% HSFO, 30% MGO, 8% ULSFO and 4% Biofuels.  

So, in terms of actual tonnage, the Mediterranean ECA witnessed a decrease in VLSFOs by 23%, whilst MGO usage increased by 107%. At the same time, ULSFO and biofuels supply increased 4-fold.

Regarding fuel quality within the Mediterranean post-ECA implementation, MGO off-specification rates increased to 4%. However, the most worrying off-specification rates were for ULSFOs which saw a 10-times increase from 2% to 20% from the start of the ECA, with the main off-specification parameters being pour point, sulphur, TSP, CCAI, water and viscosity.

Therefore, it is fair to assume we’ll witness a similar dramatic fuel mix change upon the implementation of the NE Atlantic ECA, with possibly similar fuel off-specification issues, highlighting the continuing need for proactive fuel testing to protect vessels, crew and the environment.

Whilst the focus on fuel quality is essential, the multi-pollutant nature of this new ECA, covering SOx, PM and NOx, also brings the role of continuous emissions monitoring increasingly to the fore. Therefore, a further consideration relating to the impact of this new ECA relates to vessel newbuilds and the stricter NOx Tier III requirements. For newbuilds subject to the stricter NOx Tier III requirements, compliance depends not only on engine certification at delivery, but on demonstrating that exhaust after-treatment systems, typically Selective Catalytic Reduction (SCR) or Exhaust Gas Recirculation (EGR), continue to perform as designed throughout the service life of the vessel.

For scrubber-equipped ships, real-time SO₂ measurement provides the operational evidence of equivalency that Port State Control inspections increasingly expect to see. Plus, for vessels operating under multiple overlapping regulatory regimes, including the new NE Atlantic ECA, EU MRV, EU ETS and FuelEU Maritime, continuous emissions monitoring via the VPS EMSYS CEM system delivers a single, verified source of emissions data that can be applied across all of them.

As noted by DNV in their MEPC 84 technical and regulatory update, the newly adopted IMO measurement guidelines can also be used for determining actual methane and nitrous oxide under the EU ETS and FuelEU Maritime, confirming the direct route from IMO-recognised measurement to EU compliance reporting.

At an operational level, the new ECA will introduce considerable complexity in the way fuel consumption is attributed across voyage segments, with VLSFOs burnt outside the zone and compliant fuels inside, all of which carry implications for consumption reporting, charterparty allocation and EU MRV alignment. VPS Maress can provide the underlying fuel and energy data into one auditable platform, helping crews manage the operational complexity that the new ECA introduces, including voyage segmentation, fuel changeover and emissions accounting, plus providing the consolidated data foundation that feeds existing EU MRV and IMO DCS reporting obligations. 

VPS PortStats via the VPS Verisphere eco-system, (VeriSphere | VPS), further supports bunker procurement planning with port-by-port intelligence on compliant fuel availability and price spreads. Such intelligence and insights, will prove particularly valuable in the months immediately following 1st September 2028, when the supply pressure on 0.10% sulphur fuels is likely to peak.

Regarding the more strategic decisions ahead, including Tier III engine selection for newbuilds, retrofit feasibility for existing tonnage, and charterparty clauses allocating the ECA fuel cost premium between owners and charterers, VPS Advisory Services can provide the integrated commercial and technical perspective needed to navigate this transition with confidence.

Therefore, its clear the impact of this new ECA, will not only affect the choice of fuel to be burnt onboard and its subsequent quality testing, but it will also require a review of, voyage planning, bunker procurement, scrubber strategy, engine certification, compliance documentation and charterparty exposure.

For more information on how VPS can support you in regard to vessel operations and compliance challenges the new ECA will raise, please contact: steve.bee@vpsveritas.com

Advance Your Expertise in Marine Fuel Management

Ready to strengthen your expertise and stay ahead in marine fuel management?

Join the VPS Fuel Management Course in Rotterdam, The Netherlands — an in-depth training programme designed for marine professionals seeking to deepen their knowledge of fuel management, fuel quality, and operational best practices. Participants will also enjoy an exclusive guided tour of the VPS laboratory, providing valuable behind-the-scenes insight into advanced fuel testing and analysis processes.

Reserve your place today and invest in the skills that support smarter fuel decisions and stronger operational performance: fmc.europe@vpsveritas.com

 

 

 

By Thomas Schmidt – VPS Customer Account Manager

In today’s rapidly evolving marine fuel landscape, fast turnaround times for bunker fuel analysis have never been more critical.

Stricter environmental regulations and wider use of alternative fuels has generated increasingly complex marine fuel types and chemistries. In combination with volatile global supply chains and ongoing geopolitical instability, the need for ship operators and technical managers to have rapid and reliable fuel quality intelligence is increasingly important to protect their vessels, crew, operations, and commercial interests.

Following the introduction of IMO 2020, followed by further global and regional environmental legislation geared towards IMO2030/50, there has been a continuous development of lower-sulphur and low-carbon marine fuels, resulting in fuel quality variability across the global bunker market. Different blend components, cutter stocks, additives and bio-components can result in highly variable fuel behaviour and operational compatibility challenges.

At the same time, geopolitical developments continue to reshape global energy and bunker supply chains. Traditional product flows and refinery sourcing routes are changing, creating additional uncertainty around bunker fuel composition and quality consistency. Notably in 2026, the off-specification rate of fuels to relevant ISO8217 standards increased to 8.5%, from 6.8% during 2025.

Against this backdrop, timely fuel quality testing by an accredited laboratory is essential and remains one of the most effective tools available to ship operators, as advised by all major P&I Clubs. This helps to mitigate operational and financial risk by validating against ISO8217 specifications and providing operational guidance to onboard crew for effective handing and use.

Importance of Speedy Results
Fast turnaround time is critical for several reasons:

• To assess fuel quality before the fuel is fully consumed onboard. Current fuel off-specification levels are 8.5% i.e. one in every twelve fuels has at least one off-specification parameter.
• To identify potentially problematic fuels at an early stage.
• Support fuel segregation, purification, compatibility and handling decisions.
• Preserve contractual and claim-related rights, including applicable notification and potential time-bar requirements.
• To reduce the risk of machinery damage, operational interruptions, delays, off-hire situations and costly troubleshooting cases. The Swedish P&I Club stated the average cost of a single marine fuel-related issue is >$330K.

The total turnaround time of a bunker sample is driven by a number of processes beginning with fuel delivery to the vessel and involves multiple critical stages:
1.    Ensuring the taking of a representative fuel sample, (via a VPS manual drip sampler fitted at the vessel manifold).
2.    Transfer of the sample to the local agent.
3.    Sample Transfer via Courier to the laboratory.
4.    Sample registration and laboratory analysis according to ISO8217 and additional testing requirements.
5.    Technical review, interpretation and operational advice.
6.    Report test results and advisory comments.

In many cases, the transportation phase alone may consume several days before the sample even arrives at the laboratory. 

How VPS Ensures Faster Turnaround Times
VPS has developed a fully integrated global fuel testing and advisory infrastructure, which currently boasts 93% of samples are reported within one working day from receipt in the laboratory.

SampLogic – Accelerating Sample Logistics to speed up transfer of sample to Lab
The VPS SampLogic platform is an online logistics and tracking solution designed specifically for marine fuel sample transportation, which is free for VPS customers and can save at least one full day on sample transportation. VPS Samplogic

SampLogic enables:

• Online booking of bunker sample collection.
• Automated generation of shipping documentation.
• Shipment tracking and milestone visibility.
• Faster coordination between vessel, agent, courier and laboratory.

By reducing manual processes and improving shipment transparency, SampLogic helps minimise transportation delays and accelerates the overall testing process.

Strategic Global Laboratory Network
VPS operates a global network of wholly-owned, ISO17025 accredited, marine fuel testing laboratories strategically located across the world’s major bunkering hubs in order to support the needs of our shipping customers.
The laboratories positioning further reduces sample transfer times whilst also providing important operational resilience and redundancy. During periods of geopolitical disruption, natural disasters, strikes or unexpected regional events, samples can be redirected within the VPS laboratory network to maintain continuity and avoid delays.

Technical Advisory Support
Analytical results alone are not sufficient in terms of assessing fuel-related operational requirements, fuel management and handling, or environmental compliance. It is the expert and experienced interpretation and advisory guidance which is where the major added-value is delivered to vessels from any fuel testing service.

VPS technical advisors and marine engineers located across the global laboratory network support customers with:

• Troubleshooting.
• Fuel management recommendations.
• Risk assessments.
• Operational guidance.
• Dispute and claims support.

Where urgent fuel quality concerns are identified, VPS technical teams proactively contact customers to support immediate operational decision-making, with samples and results able to be progressed at pace, with VPS having supported numerous vessels in providing urgent results in the same working day to meet operational needs.

24/7 Digital Access Through VeriSphere
Through the VPS VeriSphere digital ecosystem, customers have continuous access to:

• Analytical reports.
• Fuel quality trends.
• Historical fuel data.
• Market intelligence.
• Digital fuel management tools.
• Operational insights.

This provides technical managers and vessel operators with rapid access to critical information anytime and anywhere.

In addition, the unique VPS PortStats, MyFuels and MySeparators, on-line applications within Verisphere, can provide deeper insights into global and regional fuel quality and key procurement indicators, plus operational and purifier performance improvements.

Conclusion
In the current climate, bunker fuel analysis is no longer simply a compliance exercise - it is an essential operational and procurement risk management tool.

As marine fuels continue to evolve and global supply chains become increasingly dynamic and unpredictable, rapid and reliable fuel quality intelligence is critical to protecting vessels, machinery, operations and commercial performance.

Minimising the total turnaround time from bunker sampling through to technical advisory support is therefore essential. Through its integrated logistics systems, strategic laboratory network, technical expertise and digital solutions, VPS continues to support the industry with fast, resilient and operationally focused fuel quality services.

For further information as to how VPS can assist you in ensuring the rapid turnaround of your marine fuel samples please contact: steve.bee@vpsveritas.com