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Kokarakis - Challenges assoc.2015.SYMP PDF
Kokarakis - Challenges assoc.2015.SYMP PDF
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hydrodynamic lubrication. Viscosity of low sulfur MGO
varies from 1.5-3.0 cSt. In that case the protective fuel
film between the surfaces of the barrel and plunger
becomes dangerously thinner resulting in increased
metal to metal contact even if fuel viscosity is increased
through chilling or cooling. The difference between
boundary and hydrodynamic lubrication is depicted in
Fig. 2.
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Unfortunately the IMO regulation only regulates the
sulphur content and no other fuel specifications are
addressed. Low sulphur fuel with good lubricity
characteristics is expected to be more expensive.
Owners should not opt for less expensive fuel qualities,
which will result in wear of fuel pump and injection
components, bad combustion and engine wear and
damages.
3. Fuel Stability
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fill the clearances of the pump resulting in a higher High Total Base Number (TBN) lube oil in combination
volumetric efficiency. This effect is depicted in Figure with low-sulphur fuel increases the risk of scuffing on
6. the cylinder liner. The deposits are more solid when less
oil TBN additives are neutralized by sulphuric acid.
Therefore careful monitoring of the cylinder liner
condition when operating on low sulphur fuel oil, and if
necessary change to low TBN cylinder oil or reduce the
feed rate in accordance with the engine makers
recommendations will be required.
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Consider the fuel storage, settling and service tank the combustion process that may even cause the main
arrangement. This will determine if fuel switching can engines to stop.
be done by segregating or by blending fuels.
Segregating fuels is the preferred method as it allows Heat provided to HFO might cause vapor lock of MGO
much quicker switching and there is less potential for during change-over due to vaporization of the more
compatibility issues. Segregation can be carried out on volatile low sulphur fuel. In order to prevent this kind of
ships that have separate fuel storage, settling and service troubles, it is important to establish an appropriate
tanks. Most ships built after 1 July 1998, because of changeover procedure between HFO and low sulphur
SOLAS requirements, have double service tanks and fuels. Gas oil has a cleaning effect on systems normally
more than two storage tanks, so the possibility for run on HFO. This may clear accumulated sludge
segregation exists. Some owners are installing an materials within the system, with the possibility of fuel
additional set of service and settling tanks for low filter fouling or fuel injection equipment faults.
sulphur fuel oils. Additional storage tanks are installed Additionally seals and joints may leak. This is
for the same reasons. Segregated tanks will simplify compounded by the reduced temperature of operation.
changeover procedures and bunker management. The
Ships using separate fuel oils are required when entering
differences in cost between low and high sulphur heavy
or leaving an ECA to carry a written procedure showing
fuel oils as well as between heavy fuel oils and low
how the fuel oil change-over is to be done, allowing
sulphur diesel oils, has led some owners to consider
sufficient time for the fuel oil service system to be fully
separating fuel treatment and service piping systems.
flushed. Before fuel switching, it is generally
Blending high density fuel oil with low density fuel recommended to reduce ship power to 30%-70% of
gives the highest risk of incompatibility, while blending Maximum Continuous Rating.
two low density fuel oils represents the lowest risk. The
Avoiding thermal shock to the fuel system is one of the
blending ratio should in any case be as small as
critical elements in a fuel switching procedure. Engine
possible.
manufacturers normally offer guidance on the maximum
The blending of Fatty Acid Methyl Ester, FAME shall allowed rate of temperature change in fuel systems,
not be allowed. Ship owners and operators must be such as the commonly used rate of 2°C/minute. If a ship
aware that there is the possibility that this kind of fuel is using HFO heated to about 150°C prior to switching
may be provided in areas where low sulphur marine fuel to MGO at 40°C, the temperature difference is 110°C.
supplies are limited. In such cases it should be Under these conditions and considering a 2°C/minute
established with the supplier as to the allowed FAME permitted rate of change, the fuel switching process
content before ordering. should take a minimum of 55 minutes to complete
safely. Incidents of loss of propulsion off the coast of
Fuel tanks should comply with the following California can be attributed to the switch over from hot
regulations: residual heavy fuel oil to comparatively cool gas oil
with occurrence of «thermal shock" to the engines. Loss
-Regulation II-1/26.11 of SOLAS (Capacity & of power in coastal areas can have dire consequences.
Arrangement). Marine Information Safety Bulletin 14-01 addresses the
issue of fuel switch-over..
-IACS Unified Interpretation SC 123: Machinery
installation – Service Tank Arrangements. Purifiers should be adjusted to suit the new fuel. Make
sure the suction and return pipes go to the correct tanks.
Due to the lower density of gas oil, the actual quantity
If operating on MGO, a separate purifier may be in
of fuel, in tons, contained within a tank will be reduced
operation. If there is fuel valve injector cooling on the
compared to HFO. This would be reflected in the
engine, this may need to be turned off or on during fuel
amount of fuel injected per fuel pump stroke resulting in
switching. After switching to MGO, fuel valve cooling
a higher fuel rack setting for a given load irrespective of
may not be needed and if this is the case it should be
the higher calorific value of the gas oil.
turned off to prevent over-cooling of the fuel. Oil fuel
8. Fuel Change-over heaters should be bypassed for the low sulphur fuel
otherwise air-locks in the fuel supply system may occur.
Switch from HFO to LSF is not a simple procedure. For
example, temperature fluctuations during the switching The lower sulphur content would make it possible to use
process in the engine can lead to short-term variations in catalysts to reduce NOx levels. This in turn makes it
viscosities, energy contents as well as fuel flows in the possible to operate at higher combustion temperatures
engine system. Potential consequences are alterations in and higher efficiency. Empirical data though indicates
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that the catalyst raises the CO2 emissions because of the It is noted that switching from colder MGO to HFO is
rise in fuel consumption. Low-sulphur fuels in the more critical with respect to potential seizures due to
future will make Selective Catalytic Reactor, SCR thermal expansion.
technology more attractive.
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(temperature, viscosity, fuel pressure) depending on the disadvantages of this generation of fuels are the
currently used type of oil fuel. incompatibility with other fuels, the high pour point,
presence of cat fines and the need to lower their
viscosity by heating as with HFO. Furthermore hybrid
fuels have much higher Cetane Numbers than MGO
increasing the risk of diesel knock. They are much
lighter than HFO and they tend to wash away residues
10. General Considerations
from HFO causing equipment/filter clogging. Their
The calorific value of low sulphur fuels is typically a lower specific gravity needs to be accounted for since it
little higher than that of HFO. In some cases, it may be is necessary to be purified due to the presence of
necessary to re-adjust the air/fuel ratio, especially for catalytic fines. Global availability of these fuels is also
steam atomizing burners. another problem. It is advisable that Operators obtain
Engine Maker’s No Objection Certificate prior to using
Only DMA grade satisfies the Sulphur limits and has hybrid fuels. Extension of insurance coverage for these
flash point over 60 oC. The majority of marine fuel oils fuels as well as strict quality control will open the door
meeting the 0.10% limit would be expected to be for wider utilization. Charterers favor hybrid fuels
categorized as DMA grade. In order to prevent because they reduce their fuel bills by about 50 USD per
bunkering of fuels with a flashpoint lower than 60 ºC, it metric ton. A critical issue is their acceptability in the
is necessary to confirm in the Bunker Delivery Note that California ECA which requires the utilization of
the flashpoint of the fuel oil is 60 ºC or above. The distillate fuels (CARB, 2011). It must be remembered
possibility of automotive type fuels with extremely low that in the US there can be local state legislation which
sulphur contents being supplied exists. These road fuels is more stringent than equivalent federal legislation.
may not meet the minimum marine fuel oil flash point
limit of 60oC thus raising statutory compliance issues. New ships are easy to design to burn distillates alone.
Dispensing with two types of oil quality means no dual
Temperatures which would likely be experienced in system of oil tanks and pipes is necessary. Moreover, no
service need to be established. On that basis it would more oil pre-heating is required and the number of
then be possible to determine what action to take like separators can be reduced. This also means that the
installation of coolers/chillers or replacement of volumes of sludge which need to be collected and
sensitive machinery components such as the gear type disposed of are also considerably reduced. The use of
fuel supply pumps and fuel injection system distillates is also associated with permanent higher costs
components. Low sulphur fuels may have a substantial for lubricants.
wax content. Installation of coolers or chillers will
depend on the available cooling water refrigerating The costs for the low-sulphur oil strongly raise the
capacity. Attention must be given to the temperature of voyage costs. Frequently changing from HFO to
these fuels. Fuel temperature must not be reduced so distillates and the associated matching of fuel and
that solidification or wax deposit problems occur. This lubricating oils is a highly complex process which
can lead to filter blockages and fuel starvation of the requires extreme care. It demands very close
machine. Identifying the cloud point from the bunker cooperation between the ship managers and the bunker
delivery receipt for the fuel may be a good indication as suppliers who know their products best, as well as
to when this waxing may start. highly trained engine room staff. The failure to satisfy
these requirements raises the risk of mechanical shut-
11. Financial Considerations downs, mechanical damage, blocked filters, damaged
pumps, etc.
Fuel containing a maximum of 0.1% sulphur will be
more expensive. Implementation of the regulation Manufacturing a greater proportion of lower sulphur
imposes a challenge in combination with increased fuel fuels will tend to increase CO2 emissions due to
costs as well as implementation difficulties. Availability increased refinery energy use.
and affordability of low-sulphur fuels should have been
analyzed beforehand as well as the risk of a modal shift It may be necessary to fit some or all of the following:
on the basis of the densities of transport modes. In
a. new fuel pumps
response to the 0.1% limit new types of fuels other than
distillates are introduced. These fuels also known as b. fuel injector nozzles
“hybrid” fuels are created by blending with higher
viscosity value and slightly lower price. Some c. fuel line coolers
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d. new return lines demand for low sulphur fuel. As a result there is going
to be a non-uniformity in the bunker market and large
Owners are very likely to cope with low availability of differences in the quality of fuel. Harmonized fuel
low sulphur compliant fuels. This fact makes the quality standards and sampling and analysis must be
solution of scrubbers an attractive alternative. It is implemented to avoid problems.
necessary to perform a Return Of Investment, ROI,
study prior to choosing such solutions. ROI depends on
fuel price differentials, engine power as well as time
spent in the ECAs. It is critical that chartering contracts
have clear allocation of liability between owners,
charterers and bunker suppliers. Charterers for example 13. References
should bear the risk bunkering fuel which is non-
ASTM D5001, 1989, “Standard Test Method for
compliant. Owner losses including the ones from fines
Measurement of Lubricity of Aviation Turbine Fuels by
should also be included. A clause keeping the vessel on-
the Ball-on-Cylinder Lubricity Evaluator (BOCLE)”
hire in case of detention/delay due to off-spec fuel is
also to be added in the cratering contract. BIMCO Fuel ASTM D4740, 1995, “Standard Test Method for
Sulphur Content Clause (BIMCO 2005), can be used for Cleanliness and Compatibility of Residual Fuels by
guidance. Incorporation of the BIMCO Clause to the Spot Test”
contract implies that the vessel can burn fuel of the right
sulphur content for her intended trade areas. Owner is Bergström A, Berggren J., 2010, “Switching to Low-
thus responsible to make capital investments through Sulfur Fuels in the Commercial Marine Industry”,
approved retrofit plans to make the vessel compliant. http://www.colfaxfluidhandling.com/admin/modules/article_m
Equipment modifications and tank cleaning impose anager/uploads/7923-LowSulfur%20Wht%20Ppr-6.pdf
increased time delays and costs which must be
BIMCO, 2005, https://www.bimco.org
contractually accounted for. Responsibility for
complying with system of sampling , fuel segregation California Air Resources Board (CARB), 2011, 17 CCR,
and record keeping rests exclusively with the Owner. Section 93118.2, Title 17.
EN - European Norm
EU - European Union
HDS - Hydro-desulphurization (
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