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IMAROS 2
Workpackage 2 –
Trends and
samples
Version 1.0
Table of Contents
Table of Contents ....................................................................................................................1
1. Introduction .....................................................................................................................2
2. Trends in Fuels .................................................................................................................3
2.1 Bunkerdeliveries Global ................................................................................................4
2.2 Bunkerdeliveries Europe ...............................................................................................5
Summarized.....................................................................................................................9
2.3 Fuel properties .............................................................................................................9
HSFO ...............................................................................................................................9
VLSFO............................................................................................................................ 11
ULSFO ........................................................................................................................... 13
Summarized................................................................................................................... 15
3. Samples......................................................................................................................... 17
3.1 Introduction................................................................................................................ 17
3.2 Small samples ............................................................................................................ 17
3.3 Large samples ............................................................................................................ 18
1
1. Introduction
Ship accidents may result in oil spills, causing time consuming and costly response operations at
sea, in harbours, in freshwater and on the shoreline. International regulations in recent years have
targeted emissions to air from shipping, to improve air quality. In particular, improved IMO- and EU-
regulations to limit sulphur emissions to air seems to have a considerable impact on the marine fuel
market. Within the Sulphur Emission Control Areas (SECAs) ships must use fuels with a maximum
sulphur content of 0.10%. This already applies to the Baltic- and North Sea, and from 2025 also the
Mediterranean Sea isdesignated as a SECA. Furthermore, according to IMO MARPOL Annex VI the
global limit of sulphur content in marine fuel oils decreased from 3.5% to 0.5% from
2020. Alternatively, approved abatement methods (i.e. scrubbers) must be applied. These
regulations have resulted in a range of new fuel oil products allowing ship owners to comply with the
regulations without costly modifications on existing ships. The fuels are referred to as Low Sulphur
Fuel Oils, LSFOs, further categorized into Ultra Low Sulphur Fuel Oils (ULSFO, S<0.1%) and Very Low
Sulphur Fuel Oils (VLSFO, S<0.5%).
The IMAROS project (2020-2022), funded by the EU, has significantly improved our understanding of
potential impacts and challenges for responders resulting from LSFO spills. In addition, experiences
from recent studies and incidents underlines that fuel oil composition is changing, and that this may
result in new challenges for responders. Some of the findings from the laboratory and test-basin
studies in IMAROS are also reflected in observations in the field following recent incidents, e.g., a
VLSFO spill of Gibraltar (2021) and a VLSFO spill outside Gothenburg in 2022.
The objective of WP2 in IMAROS2 is to collect data to improve our understanding of the
environmental risk from accidental spills of LSFO in Europe. The results from the IMAROS project
underlined that the fuel market has been subject to substantial changes in the past two years.
However, the picture is diverse, due to market trends and regulations. Updated information from
ports, authorities and industry will be collected and form the basis for the selection of representative
samples, based on updated information on fuels frequently encountered in European waters. Origin
of the samples may or may not be from Europe. Collection and logistics of samples from across
Europe are main tasks (see table 1) of WP2 and provides the basis for WP3, WP4 and WP5.
Table 1: Tasks in workpackage 2
[navn skjult] Task Name Description of the task and expected result Participants
Name Role
(COO,
BEN, AE,
AP,
OTHER)
T2.1 Data collection, trends Statistics and interviews with producers and RWS, All BEN, COO
and representativeness suppliers and port authorities will form the basis partners
for the selection of representative samples. The
approach and methodology will be decided by the
CPT based on the discussion in workshop 1.
T2.2 Collect small samples Collect and distribute samples for WP3 RWS, All BEN, COO
partners
T2.3 Collect large samples Collect and distribute samples for WP3, WP4 and RWS, All BEN, COO
WP5 partners
2
2. Trends in Fuels
The results from the IMAROS project underlined that the fuel market has been subject to substantial
changes in the past five years. However, the picture is diverse, due to market trends and regulations.
The objective of WP2 was to collect data to improve our understanding of the environmental risk
from accidental spills of LSFO in Europe.
The information from this chapter forms the basis for the selection of representative samples for
WP3, WP4 and WP5.
To gain a comprehensive understanding of the current marine fuel market, we sourced analytical
data from Veritas Petroleum Services (VPS) PortStats. With their permission, we utilized their bunker
fuel analysis database to examine global fuel usage trends and the specifications of fuels delivered
worldwide.
The dataset provided by VPS PortStats covers the period from 2018 to 2024 and includes results
from a wide range of global ports. Given VPS’s estimated market coverage of approximately 40%, the
dataset offers a reliable basis for analyzing the distribution and quality characteristics of various fuel
types.
Dataset Overview:
• Timeframe: 2018–2024
• Fuel Types: BIO, MGO, HSFO, VLSFO, ULSFO
• Number of Samples: 781.656
o BIO, 1.854
o MGO, 324.014
o HSFO, 195.635
o VLSFO, 239.871
o ULSFO, 20.282
• Geographic Coverage: Global
Parameters included in the VPS portstat data:
Region Ca (mg/kg) S (%)
[navn skjult] Fe (mg/kg) CCAI
[navn skjult] K (mg/kg) TSP (%)
[navn skjult] Mg (mg/kg) TSA (%)
[navn skjult] Na (mg/kg) TSE (%)
Product Type Ni (mg/kg) FAME Content
ISO Grade P (mg/kg) Net Energy (MJ/kg)
ISO Version Si (mg/kg) ASPH
[navn skjult] V (mg/kg) Bacteria
BDN Density (kg/m3) Zn (mg/kg) Yeast
BDN Quantity (MT) AlSi (mg/kg) Fungi
BDN Volume (m3) Cat Fine Category BlendTSP
BDN Volume Temp (°C) FP (°C) Seperability Nr.
BDN Viscosity (cSt) H2O (%) GC_MS_HS
BDN Sulphur (%) MCR (%) Off-Spec Flag
Vol. Unit AN Off-Spec Param
Viscosity at 50°C (cSt) PP (°C) Off-Spec Limit
Viscosity at 40°C (cSt) WAT (°C) Off-Spec Result
Density (kg/m3) CFPP Off-Spec Ver
Ash (%) CP
Al (mg/kg) WDT (°C)
3
We conducted extensive data cleansing and categorized the results based on key quality indicators
such as density, viscosity, and pour point. One key remark is that the standard test for the pour point
in HSFO stops at 24°C
The following sections detail our findings and key trends identified in the dataset.
2.1 Bunkerdeliveries Global
To analyze the distribution of bunker fuel types globally, we examined delivery trends across
different fuel categories from 2018 to 2024. Figure 1 illustrates the quarterly distribution of delivered
bunker fuels Globally, from 2018 to 2024, expressed as a percentage of total volume (in metric tons).
Figure 1: Global bunker fuel deliveries by product type (2018–2024)
A clear shift occurred at the end of 2019, with a marked decrease in the use of HSFO and a
significant rise in VLSFO. This transition aligns with the implementation of the International Maritime
Organization (IMO) global sulphur cap, which came into effect on January 1, 2020.
At the start of 2020, the global distribution of delivered fuels was approximately:
• 15% Marine Gas Oil (MGO)
• 15% HSFO
• 68% VLSFO
• 2% ULSFO
4
By the end of 2024, the composition had shifted to:
• 13% MGO
• 34% HSFO
• 50% VLSFO
• 1% ULSFO
• 2% Biofuels
MGO deliveries have remained relatively stable throughout the observed period. However, an
increase in HSFO consumption and a corresponding decrease in VLSFO use can be noted from 2020
onwards. One likely explanation is the growing adoption of exhaust gas cleaning systems (commonly
known as scrubbers) aboard vessels. This trend is supported by data from Det Norske Veritas (DNV)
shown in Figure 2, which indicates that by 2024, approximately 25% of the global fleet is equipped
with either open-loop or closed-loop scrubber systems.
Figure 2: Share of global fleet equipped with scrubbers (DNV, 2024)
In addition, biofuel deliveries have started to gain traction, particularly from 2023 onward, marking
the early stages of alternative fuel integration in the marine sector.
2.2 Bunkerdeliveries Europe
This section focuses on fuel delivery trends within the European market. Figure 3 illustrates the
quarterly distribution of delivered bunker fuels in Europe, from 2018 to 2024, expressed as a
percentage of total volume (in metric tons).
5
Figure 3: Bunker fuel deliveries in Europe by product type (2018–2024)
Between 2020 and 2024, marine fuel usage patterns showed notable shifts. MGO maintained a
steady presence, with a slight decrease from 22% to 21%. HSFO saw a strong upward trend,
rising from 10% to 29%, reflecting increased scrubber usage. In contrast, VLSFO declined
significantly, dropping from 61% to 44%. ULSFO also decreased, falling from 7% to 4%.
Meanwhile, biofuels, which entered the market after 2021, reached a 2% share by 2024, marking
a growing interest in alternative, lower-emission fuels.
When comparing Europe to the global market, the fuel mix appears relatively stable following
the introduction of the IMO 2020 sulphur cap. VLSFO remains the dominant fuel, but its share is
declining. HSFO resurgence is visible here too, likely for the same reason: growing scrubber
adoption.
One likely reason for this stability is Europe’s early adoption of stricter emission regulations.
Emission Control Areas (ECAs) had already been established in key regions such as the Baltic
Sea (since 2005) and the North Sea (since 2008) prompting earlier market adjustments and a
smoother transition to compliant fuels.
Biofuels have been present in the European market since as early as 2021, likely due to targeted
policy measures and regional initiatives supporting low-emission alternatives.
If we now further subdivide Europe based on The World Factbook (as shown in Figure 4, sourced
from Wikipedia), we observe the following:
6
Figure 4: Subregions of Europe based on the world factbook
The majority of the fuel originates from Western Europe as shown in figure 5. This region also
contains the largest ports in Europe where bunkering activities take place, namely Rotterdam and
Antwerp.
7
Figure 5: Fuel deliveries in subregions of Europe
When we examine the number of fuel bunkering operations (figure 6), it becomes clear that MGO is
by far the most frequently bunkered fuel type across all regions of Europe, as illustrated below.
Figure 6: number of bunker operations in Europe
Although the total quantity of MGO bunkered is lower compared to other fuel types, the number of
bunkering operations involving MGO is significantly higher with exception of Southwestern Europe
where VLSFO remains the largest bunkered fuel.
8
Summarized
Between 2020 and 2024, the global marine fuel market underwent significant shifts. VLSFO
declined from 68% to 50%, while HSFO rebounded from 15% to 34%, largely due to increased
adoption of scrubbers. MGO remained relatively stable, slipping slightly from 15% to 13%.
ULSFO decreased from 2% to 1%, and biofuels, introduced in 2023, reached 2% by 2024.
In Europe, trends mirrored the global picture, though with some distinctions. VLSFO use
dropped from 61% to 44%, and HSFO rose from 10% to 29%. MGO held steady (22% to 21%),
while ULSFO declined from 7% to 4%. Biofuels entered the mix after 2021, reaching a 2% share
by 2024. Europe’s early adoption of sulphur regulations meant the IMO 2020 rules had a smaller
impact, but the region is now leading in biofuel adoption.
The introduction of IMO 2020 marked a turning point, boosting VLSFO and curbing HSFO. Yet by
2024, the market partially reverted as scrubbers enabled a resurgence of HSFO. MGO continued
to serve as a dependable, regulation-compliant fuel. Meanwhile, biofuels are emerging as a
promising alternative, with Europe at the forefront.
Key Takeaways:
• IMO 2020 initially boosted VLSFO and reduced HSFO use.
• Scrubbers helped HSFO recover strongly by 2024.
• MGO remained a stable, compliant choice.
• Europe, already ahead on sulphur rules, is now leading in biofuel uptake.
• Biofuels, while still small in share, show strong growth potential.
2.3 Fuel properties
In this section, we take a closer look at the specifications of various types of fuel oil, excluding
MGO for the time period 2020-2024. The three key parameters considered are: density, viscosity
(at 50°C), and the pour point. These properties are particularly important as they strongly
influence the behavior of the oil when discharged into water.
HSFO
The density of HSFO as shown in figure 7 is, as expected, relatively high. In most cases, it
exceeds 951 kg/m³, with a viscosity of 280 cSt or higher. The pour point generally falls between
20 and 25°C, this is due to the specific test conditions. The PP is only tested until 24°C.
9
Figure 7: Distribution of density, viscosity and pour point for HSFO
Over the five-year period from 2020 to 2024, HSFO properties showed very limited variability
(figure 8). Density values consistently remained in the higher ranges, confirming the product’s
residual nature. Viscosity data across all quarters continued to cluster in the 281–380 cSt range,
with some seasonal or regional shifts into even thicker categories.
Figure 8: Time-series HSFO characteristics, density, viscosity and pour point
10
The analysis of HSFO over the 2020–2024 period reveals a fuel type with persistently high
density, extreme viscosity, and pour points mostly below 25 °C. HFSO would most likely have a
density greater than 951 kg/m3 and a viscosity of 280cSt or higher. The pourpoint for these oils
are all below 25 °C.
VLSFO
This section shows the VLSFO Properties within Europe 2020-2024 across the data collected.
The distribution of VLSFO properties - density, viscosity (at 50°C), and pour point are shown
below in figure 9.
Figure 9: Distribution of density, viscosity and pour point for VLSFO
Most of the VLSFO data fall within the 921–950 kg/m³ density range, indicating a relatively stable
and moderately heavy fuel profile. The viscosity is predominantly in the 81–180 cSt range, which
suggests manageable flow characteristics under typical operating conditions. However, the pour
point frequently peaks at 20–25 °C, highlighting potential challenges for cold flow and handling
in lower-temperature environments.
We can see how these properties evolve over time, with the time-series analysis of VLSFO
characteristics over 20 quarters (2020-2024) shown in figure 10.
11
Figure 10: Time-series VLSFO characteristics, density, viscosity and pour point
Throughout the period, both density and viscosity remained stable, with values of 921–950 kg/m³
and 81–180 cSt consistently dominating. However, the pour point exhibited a noticeable shift
toward higher values, particularly around 20–25 °C, which raises concerns about fuel handling
and flow performance during colder seasons.
The heatmap analysis in figure 11 offers insights into how different VLSFO property
combinations interact. Among fuels in the 921–950 kg/m³ density group, the majority exhibit
viscosities of 81–180 cSt and pour points between 20 and 25 °C, reflecting a fairly uniform
profile. In contrast, denser fuels within the 951–980 kg/m³ range show a marked increase in
viscosity, most commonly falling between 281 and 380 cSt, while maintaining the same high
pour point. Notably, across both density categories, fuels with low pour points are relatively rare.
Figure 11: Heatmap analysis largest 2 density categories
12
The analysis of VLSFO characteristics from 2020 to 2024 highlights a fuel that, while compliant
and operationally stable, presents increasing concerns in the context of spill response. Its
density and viscosity profiles remain largely within predictable ranges, offering reliability in
behavior and handling. However, the observable trend toward higher pour points in recent years
has implications for spill preparedness, especially in colder marine environments.
ULSFO
This chart presents the general distribution of Ultra Low Sulphur Fuel Oil (ULSFO) based on
density, viscosity (at 50°C), and pour point categories.
Figure 12: Distribution of density, viscosity and pour point for ULSFO
Most ULSFO samples fall within the 881–900 and 901–920 kg/m³ density categories, reflecting
their relatively light and distillate-like nature. The viscosity of these fuels is primarily
concentrated in the ≤20 cSt and 20–50 cSt ranges, making them more fluid compared to VLSFO
and HSFO. While the pour point distribution peaks around 25–30 °C, it also exhibits a broader
spread, with a noticeable portion of samples falling into lower categories indicating some
variability in cold flow behavior across ULSFO formulations.
13
Figure 13: Time-series ULSFO characteristics, density, viscosity and pour point
The time-series in figure 13 illustrates the evolution of ULSFO density, viscosity, and pour point
characteristics over a five-year period. Throughout this timeframe, the density remained
remarkably stable, with the 881–900 kg/m³ range consistently representing the majority of
samples. Viscosity values largely clustered within the ≤20 and 20–50 cSt ranges, reinforcing the
fuel’s fluid and easily manageable nature. Although the pour point was persistently dominated
by values between 25 and 30 °C, a considerable portion of samples also exhibited lower pour
points ranging from 0 to 15 °C highlighting the variability in cold flow performance across
different ULSFO blends.
The heatmap in figure 14 provides a detailed view of how ULSFO density, viscosity, and pour
point characteristics interact. Among fuels with a density of 881–900 kg/m³, the majority fall
within the 20–50 cSt viscosity range and have pour points between 25 and 30 °C, accounting for
approximately 37% of the samples. In the slightly denser 901–920 kg/m³ group, about 32% of
fuels also exhibit viscosities of 20–50 cSt but are characterized by lower pour points around 10–
15 °C, making them more suitable for cold environments. For fuels with densities below 880
kg/m³, the data shows a wider distribution of pour points, with many falling into colder
categories including below 0 °C suggesting a higher potential for effective use in low-
temperature operations.
14
Figure 14: Heatmap analysis largest 3 density categories
Summarized
Based on the above analysis of HSFO, VLSFO and ULSFO, representative samples for this
project would have the following characteristics as shown in table 2. For the small samples a
range of different fuel characteristics would be acceptable.
Table 2: Suggested representative large samples for Imaros 2
Sample Fuel Type Density Viscosity Pour Point Trend Context
(kg/m³) (cSt @50°C) (°C)
1 VLSFO 921–950 81–180 15–20 Stable 2020–2022 baseline
2 VLSFO 951–980 181–280 20–25 Post-2022 upward trend
3 ULSFO 881–900 20–50 20–25 Consistent across all
quarters
Sample 1 reflects the dominant and stable VLSFO profile observed consistently from 2020 to
2022. It marks the baseline before the upward pour point shift, offering a solid comparison point
for assessing how newer blends behave differently.
Sample 2 would reflect the trend shift observed after 2022 increased viscosity and pour point in
denser blends. It represents modern VLSFO formulations that behave more like residual fuels
15
and pose greater handling and cold-flow issues, aligning with the evolving product quality in the
market.
Sample 3 ULSFO showed remarkably consistent trends in density and viscosity across all
quarters. This sample captures that stability while including a moderate pour point reflecting
fuels that are operationally flexible but still exhibit some seasonal pour point sensitivity, as
highlighted in your time-series plots.
16
3. Samples
3.1 Introduction
The IMAROS project experienced many obstacles to collect the envisaged samples. This experience
has been discussed in the first workshop and taken into account for the work in WP2 trends and
samples. WP2 has provided representative samples for WP3 Characterization and impacts, WP4
Mechanical recovery and WP5 shoreline response. All project partners have joined their forces in this
work package under the leadership of RWS. The project consortium has an extensive network
enabling a successful completion of the sampling phase.
Based on the trend analyses in this project and the first IMAROS project, the desired characteristics
have been determined, mainly for the large samples. Project partners have reached out to their
network for help in obtaining both small and large samples. Appendix 1 shows the network that has
been contacted for this project. For this project information has been sent about the project
(appendix 2), as well as a questionnaire (appendix 3) and a statement of intent (appendix 4).
3.2 Small samples
After contacts with the network a total of 18 small samples was obtained. Two of them were
discarded from the collection because they were either the same as another sample or contained
the wrong type of fuel. Table 2 shows the samples that were used for WP 3, 12 of them were VLSFO
and 4 of them ULSFO.
Table 3: Small samples for Imaros2
IMAROS 2 reference Fuel Type Pour point (°C) Viscosity @ 50°C
IM-20 VLSFO +9 283
IM-21 ULSFO +27 83
IM-22 VLSFO +9 352
IM-23 ULSFO +30 78
IM-24 VLSFO no COA no CAO
IM-25 VLSFO no COA no CAO
IM-30 VLSFO -12 49,38
IM-31 VLSFO -15 34,58
IM-32 ULSFO +30 42,65
IM-33 VLSFO -6 217
IM-34 ULSFO +27 59,88
IM-36 VLSFO -6 86,82
IM-37 VLSFO 27 187
IM-38 VLSFO 6 303
IM-39 VLSFO no COA no COA
IM-40 VLSFO no COA no COA
The fuel properties with regard to pour point and viscosity varies a lot over the samples. This will give
a broad image of the low sulphur fuels that are used in Europe.
17
Figure 15 : Example of two small samples
3.3 Large samples
For WP 3, 4 and 5 three large samples were obtained. Based on the trend analyses (chapter 2) it was
shown that most probable the oil in table 1 in Europe and worldwide is VLSFO.
• 3 large samples (10 m3) for weathering and equipment testing
o 2 VLSFO with pour point between 10 and 20◦ C and > 23◦ C
o 1 ULSFO with pour point between 15 and 25◦ C
After contacting the network we have been able to obtain the samples listed in table 3. The
characteristics of the samples have been provided by the suppliers. We were able to obtain two
VLSFO samples and one ULSFO sample. The characteristics of the fuels are within the range of most
used fuels in Europe.
Table 4: Large samples obtained for Workpackage 3, 4 and 5
IMAROS 2 reference Fuel Type Pour point (°C) Viscosity @ 50°C (cSt)
IM-27 VLSFO +12 322
IM-28 VLSFO +27 124
IM-29 ULSFO +27 39
Figure 16: Large sample obtained in Malta
18
Appendices
19
Appendix 1 List of contacts
Partner Company
Netherlands European tank terminal (ETT)
Shell
VTTI / Euro Tank Terminal B.V.
FincoEnergies (goodfuels)
SGS, Natural Resources
Oil, Gas & Chemical Commodities
Port of Rotterdam
Port of Amsterdam
EOCB
Trefoil
Peninsula360
Vinotra
The Human Environment and Transport Inspectorate (IlenT)
Netherlands
BP Marine
Orim
United Bunkers
Exxon Mobile Marine
Total Energies
Vitolbunkers
t Land Service
Koseq
Saybolt
Boskalis
Denmark BunkerOne
Crossbridge Energy Fredericia (refinery)
Kalundborg refinery
Belgium Belgin Trading And Bunkering BVBA
BB Energy Belgium NV
Delta Bunkering BV (BE)
ExxonMobil Petroleum & Chemical BVBA
Lukoil Belgium
Maersk A/S - Maersk Oil Trading
Marfus BV
Marine Oil Services BVBA
Marine Support BV
Minerva NWE NV
20
Partner Company
Northstar Bunker NV
Oilchart International NV
Orim Energy
Peninsula petroleum ARA NV
Trefoil Belgium BVBA
United Bunkers BVBA
Vans Sea bunkers NV
Energia (sectororganisatie)
Sweden Stena Oil
Preem
ST1
Västkustens drivmedel och energi
J CHRISTENSSON AB
BunkerOne
Scan Ocean AB
Malta FG Ship Bunkers Ltd
CN Bunker Fuels Ltd.
Peninsula Petroleum (Malta) Ltd.
Orim Energy International Ltd.
Valletta Bunkers Ltd.
Zeta Energy Ltd
France Port of Le Havre
Bunkering company SHMPP - Le Havre
TotalEnergies
Port of Nantes - Saint Nazaire
Port of Marseille
21
Appendix 2 Information about Imaros 2
Introduction to the IMAROS 2 project and questionnaire
The aim of this document is to provide you with information about the IMAROS 2 project and an
understanding of the questionnaire you receive as part of the project.
IMAROS 2 is an EU funded project. Norwegian Coastal Administration leads the project with partner
agencies within Belgium, Denmark, France, Finland, Malta, Netherland and Sweden.
IMAROS 2 is a follow-up project to IMAROS in which it was found that some of these new generation
fuels can behave unusually when (accidently) released into the sea, and some proved to be very
difficult to combat with conventional oil recovery means (booms and skimmers; dispersants).
The following link allows you to access the results of IMAROS
(https://www.kystverket.no/en/preparedness-and-emergency-response-against-acute-
pollution/research-and-development/imaros_eng/ ) and the following video gives a good idea of the
project https://www.youtube.com/watch?v=oe0ppJcwjtI.
Next phase of the low-sulphur era
The regulations to reduce sulphur oxide emissions from ships have led to a changeover in the use of
fuels. A part of the global fleet now uses new generation fuels (low-sulphur fuels) for operations
within Emission Control Areas (0.1% sulphur limit) and globally (0.5% sulphur limit).
The new generation fuel oils represent both distillates and residual based blends. They are to some
extent manufacturer-specific products. They represent different distillation processes and
potentially additives to reach the desired characteristics for use in ship’s engines while complying
with the sulphur emission regulations. Oil spill response testing and accidental spills have indicated
significant and unforeseen variation between products in which response methods are effective.
However, experience is scarce and based on a few case studies only.
The IMAROS 2 project
To be better prepared to respond to potential accidents, the environmental and pollution response
authorities have taken on the IMAROS 2 project. IMAROS is an acronym for IMpacts And Response
Options regarding low sulphur marine fuel oil Spills
https://civil-protection-knowledge-network.europa.eu/projects/imaros-2
IMAROS 2 will address some of the challenges caused by the use of new generation low-sulphur
fuels. The aims are:
• Improve understanding of oil spill behavior of LSFOs, and consequently decision making on
all levels of response operations
• Improve capacities of mechanical recovery and shoreline response
IMAROS 2 will solely focus on environmental aspects and how to respond to potential spills. If
responders are prepared and ready to respond accordingly in given situations it will lead to a win-win
situation for all involved parties.
22
The project ends in 2025 and results from the project will be available through databases and
decision support tools for oil spill responders.
Your role in IMAROS 2
We hope you will contribute to IMAROS 2 by answering the questionnaire (annex 1) and give us the
opportunity to get samples of relevant products. Every contribution is highly appreciated. The project
consortium will purchase the oil samples and cover the costs for transportation to the test facilities
at Cedre and Norwegian Coastal Administration.
Your contribution will be highly valued and will help in understanding new generation low-sulphur
fuel characteristics and behaviour under different spill conditions for optimization of response
options.
Companies that have contributed to the project will be credited in an annex to the report.
All data and oil samples received will be treated accordingly to our statement of intent.
23
Appendix 3 Questionnaire and Data Collection
Please note the short introduction to the IMAROS project and the questionnaire.
The purpose of the questionnaire is to map and identify which marine fuel oils are delivered in
European waters and prepare for subsequent tests phase of IMAROS 2 (e.g. recovery equipment,
shoreline cleanup).
The questionnaire consists of the general questions below.
1. What types and amounts of new generation Ultra Low (0.1%) Sulphur Fuel Oils (ULSFO) and
Very Low (0.5%) Sulphur Fuel Oils (VLSFO) do you sell / trade / produce?
2. Have some of your old products been replaced by or lost market shares to new ULSFO /
VLSFO products?
3. (If yes, which products have been replaced?)
4. Are you ready to share with us the oil information sheets for the ULSFO and VLSFO you have
been selling / trading / producing?
5. What are your thoughts on how the market will develop?
6. Would your company be willing to provide product data sheets?
7. Would your company be willing to provide samples for testing?
a. For initial laboratory tests of all selected products, we need 5 litres.
b. For recovery tests, we need 10 cubic metres.
8. We will select which products to be tested and the expenses for the oil and transportation
are paid by IMAROS 2 project.
9. Do you have knowledge about tests or accidents where your normal gear or procedure has
failed due to new products or their new characteristics?
Your reply to the questions above could be delivered as free text.
Thank you for your contribution.
Link to project webpage: https://civil-protection-knowledge-network.europa.eu/projects/imaros-2
24
Appendix 4 Statement of Intent – the Imaros2 project
Purpose
The purpose of this letter of intent is to clarify the conditions of the use of data and ensure our sincere
and honest intention of using the data solely with the purpose of gaining a better understanding of the
environmental impacts of spills of low sulphur fuels, and how to respond to such spills.
Selection
The European refineries and bunker boat operators involved are selected by the national competent
authorities within environmental protection and/or within response to oil spills in the marine
environment of the partner countries.
Responsibility of the IMAROS 2 project
The data given in the questionnaire and in the project in general will only be used to achieve the
objectives of the project. The remaining volumes of LSFO samples can be used after the project but
only for scientific research purposes with the same intention as IMAROS 2.
Companies that have contributed to the project will be credited in an annex to the report. Specific test
results of company products will be shared with the company providing samples. The results will be
published in the project reports and publications.
Contribution of the provider
Delivery of data free of charge and sale of quantities to the project within the agreed deadline. Oil
samples as well as transportation costs are covered by the project.
On behalf of the project consortium,
[navn skjult]
Project manager
Norwegian Coastal Administration
Coordinator of the IMAROS project
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