Approbation program & method for measuring of fuel saving at an vessel or ship operation by using the hyperionized fuels, special body surface finishing (or|and paints) as well ship engines’ recovery

The concept of the proposal:

  1. treatment (hyper–ionizing) of marine fuels (IFO30, IFO180, IFO380 but also diesels as well) using the equipment and/or POWERfuelTM should ensure ionizing at the expense of fuel and its small particles (1 to 10µm) savings in specific consumption as the main engine (ME) and the auxiliary engines and engine generators, presumably – at least 5% (in common cases up to 10–12%).

  2. special finishing of the ship/vessel’s under–water body part by applying of:
    • special finishing process "SelfClean" ;
    • special long–service life paints; for whole ship/vessel’s body, that don’t need re–painting for at least 10 years;
    • special finishing process for the vessel’s propeller screw.

  3. ENGINE UPGRADING or ReCovery process to improve the ship’s engines efficiency and life–span.

All this technologies are compatible with each–other and may be applied all together or one–by–one — the using of the technologies together will increase the fuel saving effect up to 20/30% and higher !

The tests are offered in order to obtain confirmation of this assumption. The basis for this assumption are our experiences in operation of a number of diesel generators with the power of 5kW to 200kW (diesel power–plants), as well for numerous actual results to save specific consumption for the boilers truck and vessel engines (fuel oil and other fuels).

1. General provisions.

Tests performed to determine the facts and the magnitude of savings in fuel consumption using the device type POWERfuelTM ionizer, engine’ recovery (PowerCodingTM ) and fuel hyperionization production by STORM’s Research Labs. (Germany) and the associated partnership «TEE SIEW MARINE PROJECT» (Malaysia) .

The Tests will be performed on/at ______________________________________________

(Specify please the type, name and owner of the vessel)

2. The main characteristics of the vessel – Table 1:

Rate Value Note
Length, m
Width, m
Sediment loaded, m
Full displacement, tonn
Main engine:
– the type of the engine
– power, kW
– fuel
– specific consumption at the passport, kg/nm
– the same as kg/kWh
– actual specific consumption, kg/nm
– the same as kg/kWh
Booster Engine
– Type
– Power, kW
– Fuel


It is offered that the processing of fuel by using the Hyperionizer POWERfuelTM should reduce the specific fuel consumption for the main and auxiliary engines, presumably by 5–10%, and not less than 3%.
We just assume that in case of saving is 3%–only: – then the test result is found to be positive. Tests carried out on absolutely the same fuel that is used and usually, no any fuel additives are added (at THE FIRST TEST’ STAGE), — water to fuel will be not added as well.

Adding of water in an amount up to 1% may be done as a separate test to test the alternative efficiency of diesel engines running on water–fuel–mix.
If there is not one, but two main engines, and not one but two or more auxiliary engines, the tests performed on both the principal and one, optionally, an auxiliary engine, and, if technically possible, the results for each of the main engines are taken into account calculation separately.


4.1. Tests on the auxiliary engine. Presumably – for marine power–plants flow capacity of the engine is filled with standard fuel, the engine operates normally with the measurement of fuel consumption and electricity generation by means of regular meter and electric meter. In the absence of flow meter or meter may be used as a fact of desolation flow capacity and the meter is connected to an external measurement time. After working out the fuel tank or the expenditure of at least 10 hours of recorded fuel flow meter in kg and power generation in kWh.
After that day tank is filled with the same fuel but hyperionized and processed by the Hyperionizer, – POWERfuelTM
When processing is allowed to use the energy of the same plant, metering is not carried out (transitional regime). After processing the measured flow rate and power output, the data are recorded in Table 2.

Table 2

Rate for standard fuel after using POWERfuelTM
Fuel consumption, – in liters
Same in kg
Generated electric power, – kWh
Specific fuel consumption, kg/kWh
Fuel savings (–) or over (+)kg/kWh%


4.2.1. Tests for power generation.
If the main propulsion system of the vessel is working on a generator (ship–diesel–generator), and it allows to measure the amount of generated electric power at/by the main engine, – the measurements produced by the method of 4.1, or – according to the method below.

4.2.2 Mooring tests.
Specific fuel consumption is tested at moorings in the permissible speed of rotation of propeller shaft on a standard fuel tank of the expenditure.
Then the service tank is replenished with the same fuel and the fuel is processed by Hyperionizer POWERfuelTM.
Then performed tests specific consumption at exactly the same speed.
Given the low accuracy of the speed of propeller shaft, must take into account the number of revolutions (RPM), but not frequency.
The data are reduced in Table 3.

Table 3

Ratefor standard fuel after use POWERfuelTM
Traction on the mooring, in KN
Number of revolutions of the propeller shaft (RPM)
Frequency, rev/min
Fuel consumption, – in liters
Same in kg
Specific fuel consumption, kg/rev.
Specific fuel consumption, kg/(kN*h)
Fuel savings (–) or overuse(+) kg/kN*h %
Savings (–) or overuse (+) kg/rev.%

4.2.3. Sea trials:

The complexity of a sea–trial can not reliably determine the cost of specific consumption, so the test runs are not recommended for use as a major. However, for peer review save specific consumption experience is very valuable. The records are useful for indicate of fuel consumption for a typical voyage (load, output port, the port of arrival, distance traveled, elapsed fuel, weather along the route – wind, wave, water temperature and air).
All fuel is processed by Hyperionizer POWERfuelTM before entering the trevel – and then processing/recordering the data on fuel consumption similarly represented in the form of Table 4.

The table is recomended to be filled/complete at the place/location of the available data.

Table 4

Ratefor standard fuel after use POWERfuelTM
Specific fuel consumption, tons/(ton deadweight*nautical mile)
Savings or over–use

4.2.4. Paragraphs 4.2.2–4.2.3 techniques whenever possible to conduct tests on how it is useful to 4.2.1 anyway, just give them more status.


Table 5
ENGINES Typ / Brand



engines volume in "CC" #1


engines’ lubricant oil vol. in liters #1


Oil Type and Brand #1


consumption by engine in L/100h. #1


oil change interval in working hours #1


Transmission oil volume in Liters
Trans. oil change interval in work.hours
Vessel’s Body Surface Area in qm
needed paint in kg / liters
painting intervals
now using paint brand & color


    1: __________ Chairman of the commission from the company

    2: __________ Co–Chairman of the Register of _____________________

    3: __________ Datuk Tee Siew – CEO by associated partnership «TEE SIEW MARINE PROJECT» (Malaysia)

    4: _________ Shipmaster _____________________

    5: _________ Chief engineer of the vessel

    6: _________ Superintendent

    7: _________ Fuel company representative (if needed)

    8: _________ Ingo Storm – engineer/R&D.

    Date and place of ______________________

Compiled by Jack Storm, Skype, E–mail

approbation location

Batam – Indonesia