GL 2020sox 201903 e PDF

Copyright © 2019 ClassNK
All rights reserved

(Guidance for onboard use of Compliant Fuel Oil with SOx regulation from 2020)
Foreword
In order to prevent adverse effects on human health and air pollution caused by ship’ exhaust
gas, regulation 14 of Annex VI of the International Convention for the Prevention of Pollution
from Ships (MARPOL 73/78) sets forth control measures to reduce emissions of Sulphur Oxides
(SOx) and Particulate Matter (PM) from ships. From January 1st, 2020, any fuel oil used on board
ships will be tightened from the current requirement of 3.50% m/m to 0.50% m/m outside
emission control areas (ECAs).
In order to ensure sufficient supply of fuel oil that complied with the 0.50% m/m sulphur limit
from 2020, it is assumed that such compliant fuel oils will include various low-sulphur
blendstocks, more than ever, in addition to light distillates.
In such compliant fuel oils, the ratio of blendstocks may vary widely among continents or
regions compared to current heavy fuel oil. Therefore, the potential needs for further implications
for the safe use onboard of the variety of fuel oil are already recognized by IMO and CIMAC.
In order to address the safe use of such compliant fuel oils, ClassNK identified five properties
of fuel oil, that is, Compatibility, Low viscosity, Cold flow properties, Cat-fines, and
Ignition/Combustion quality. This guidance explains possible future changes on fuel oil and
potential safety implications associated with these five properties and also provides technical
advice on mitigation measures against these implications.
Chapter 1 outlines an overview of relevant regulations, Chapter 2 provides a general
explanation of the method for producing the compatible oil and the five related properties, and
Chapter 3 identifies mitigation measures for the use of compliant fuel oil. As Chapter 2 includes
specialized contents, such as relevant terminologies and reported troubles, it is recommended to
refer this chapter, as necessary.
ClassNK trusts that this guidance supports common understandings of compliant fuel oil and
contributes to the safe use of such fuel oil among the stakeholders.
This guidance was prepared under the current situation where the five properties of compliant
fuel oil were not sufficiently and quantitatively clear, and it is expected that the implications and
relevant mitigation measures will be more apparent after 2020 when compliant fuel oil is widely
used. ClassNK will follow up on this situation, and provide feedback to relevant stakeholders as
appropriate.
March 2019
Nippon Kaiji Kyokai (ClassNK)
Correction/Revision Record
Version Date Part Details

Ver.1.0 March 2019 - -
Ver.1.1 April 2019 Chapter 2 Correction and Review of contents
Technical Documents New addition
CONTENTS
Chapter 1 Outline of SOx regulations applied from 2020 .....................................................1

1.1 Outline of SOx regulations applied from 2020 .....................................................................1
1.2 Background for issuing this guidance ...................................................................................2
Chapter 2 Compliant Fuel Oil from 2020 ...............................................................................4

2.1 Classification and production process of compliant fuel oil with SOx regulation ................4
2.2 Compliant fuel oil properties estimated in the supply simulation of IMO study ..................6
2.3 Scope of this guidance ..........................................................................................................6
2.4 Paraffin and Aromatics..........................................................................................................6
2.5 Five fuel properties, which need potential safety implications .............................................7
2.5.1 Compatibility ................................................................................................................7
2.5.2 Low viscosity ................................................................................................................8
2.5.3 Cold flow properties......................................................................................................9
2.5.4 Cat-fines (contents of Aluminium and Silicon)........................................................... 11
2.5.5 Ignition and combustion quality .................................................................................13
2.5.6 The other potential safety implications identified in the IMO draft guideline ............15
Chapter 3 How to use compliant fuel oil on board in safe ...................................................16

3.1 General ................................................................................................................................16
3.1.1 General mitigation measures to use low sulphur fuel oil ............................................16
3.1.2 General mitigation measures to use the wide variation of compliant fuel oil .............16
3.2 Mitigation measures for five potential implications ...........................................................16
3.2.1 Compatibility ..............................................................................................................16
3.2.2 Low viscosity ..............................................................................................................17
3.2.3 Cold flow Properties ...................................................................................................19
3.2.4 Cat-fines (contents of Aluminium and Silicon)...........................................................20
3.2.5 Ignition and combustion quality .................................................................................21
3.2.6 The other potential safety implications identified in the IMO draft guideline ............22
References ................................................................................................................................24
Technical Documents
－i－
Chapter 1 Outline of SOx regulations applied from 2020
1.1 Outline of SOx regulations applied from 2020
As the amount of Sulphur Oxides (SOx) emissions from diesel engines, boilers and other fuel oil combustion
machineries are caused by the sulphur content in the fuel oil, the SOx regulations required in Regulation 14 of
the original Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL
73/78)—which entered into force on 19th May, 2005—set the limits of the sulphur content of fuel oil, and these
sulphur limits are applied to any fuel oil used by all ships including existing ships. During discussions on
amendments to the original Annex VI undertaken from MEPC 53 (July 2005) to MEPC 58 (October 2008), the
needs for introduction of a new regulation on Particulate Matter (PM) in exhaust gases were assessed. The PM
consists of the micrometre-size particulates of carbon soot, condensates of unburned fuel, and sulphates. In
general, PM emitted from heavy fuel oil burned in diesel engines is primarily composed of sulphates produced
from sulphur content in the fuel oil. Therefore, the reduction of the sulphur content in fuel oil is considered as
an effective measure to reduce PM emission to the air column. For this reason, in the revised Annex VI adopted
at MEPC 58, the title of regulation 14 was amended from regulation for ‘sulphur oxides (SOx)’ to regulation for
‘SOx and PM’.
Regulation 14 of the revised Annex VI stipulated that sulphur content are subject to a series of step reduction
over the phases as illustrated below (Figure 1.1). For each phase, the following maximum limits of mass
concentrations (m/m) of sulphur should be applied. Hereinafter, sulphur concentrations represent mass
concentrations (% m/m).
(1) Outside ECAs
(a) 4.50% m/m from May 19, 2005
(b) 3.50% m/m from January 1, 2012
(c) 0.50% m/m from January 1, 2020
(2) Inside ECAs
(a) 1.50% m/m from May 19, 2005
(b) 1.00% m/m from July 1, 2010
(c) 0.10% m/m from January 1, 2015
Figure 1.1 Sulphur content limits prescribed under revised Annex VI
At present, the following sea areas are established as ECAs for SOx and PM.
(1) Baltic Sea area (Figure 1.2)
(2) North Sea area (Figure 1.2)
(3) Sea area within 200 nautical miles of the United States and Canadian coasts (Figure 1.3)
(4) The United States Caribbean Sea area (Figure 1.3)
－1－
Figure 1.2 Baltic Sea and North Sea ECAs
Figure 1.3 US/Canadian Coast and Caribbean Sea ECAs
In addition to limiting the sulphur content of marine fuel oil in Regulation 14 as described above, Regulation
4 allows the use of an equivalent means as long as the reduction by the method is evaluated as to be equivalent
to the required reduction of SOx in the regulation 14. Ships wishing to adopt a SOx scrubber as an equivalent
means must receive approval from their respective Flag Administrations following the requirements in the
regulation 4.
1.2 Background for issuing this guidance

According to the Final report on the Assessment of Fuel Oil Availability (hereinafter, the IMO study)[1],
which was carried out by IMO, it would not be possible to supply sufficient amount of distillate fuel oil and
desulphurized residual fuel oil to correspond SOx global cap in 2020. Therefore, the IMO study assumed that
most of fuel oil compliant with SOx global cap (hereinafter, compliant fuel oil) would consist of blended oil (a
blend of various intermediate materials with <0.50% sulphur content). Also, compliant fuel oil to be supplied
after 2020 is expected to consist of various low-sulphur blendstocks other than light distillates more than
current heavy fuel oil, and the ratio of blendstocks in fuel oil may vary widely among the region compared to
－2－
current heavy fuel oil.

According to the various blend ratios of such lower sulphur blendstocks, it is expected that the range of
properties of the fuel oil would be more widely spread than that of the current fuel oil. It is pointed out by IMO
and CIMAC that further mitigation measures and implications will be needed to mitigate such varied properties.
Under this circumstance, ClassNK reviewed the current mitigation measures and implications when using
compliant fuel oil from 2020. Among the properties, IMO and CIMAC indicated its safety implications on the
use, ClassNK focused on the five fuel properties, that is, Compatibility, Low viscosity, Cold flow properties,
Cat-fines, and Ignition/Combustion quality. Even though the values of the five properties are in the range
required by ISO 8217:2017, the more variation will be expected among continents/regions/ports, fuel providers,
and fuel lots. ClassNK considers that it is crucial to review the needs for further mitigation measures than those
currently used. To mitigate the potential safety implications for the use of the fuel, ClassNK further considers
that it is important for the review to take into account the possible future changes on the blending for the
compliant fuel and the changes in the properties.
－3－
Chapter 2 Compliant Fuel Oil from 2020
2.1 Classification and production process of compliant fuel oil with SOx regulation
ISO 8217:2017 specified the properties of marine fuels, in the standard the marine fuel is classified as shown
in Table 2.1 1. As classification in the table is not directly link to the sulphur contents, the compliant fuel oil
after 2020 is defined in Table 2.2. The definition in Table 2.2 is consistent with the draft guideline 2 (Draft 2019
Guidelines for consistent implementation of the 0.50% sulphur limit under MARPOL Annex VI; hereinafter the
IMO draft guideline) currently being addressed in IMO.
Table 2.1 Classification of marine fuel oil in ISO 8217:2017

Abbreviation Classification of marine Description
fuel
DM Distillate Marine Fuels Fuel oils which the specifications of Distillate Oil required in
ISO 8217:2017 are applied to (e.g. DMX, DMA, DMZ, DMB)
RM Residual Marine Fuels Fuel oils which specifications of Residual Oil required in ISO
8217:2017 are applied to (e.g. RMD80, RMG180)
Table 2.2 Fuel oil defined in accordance with their sulphur contents
Abbreviation Generic term Description
ULSFO Ultra-Low Sulphur Fuel oils compliant with 0.10% sulphur limit required inside
Fuel Oil ECAs.
It is subdivided into ULSFO-DM and ULSFO-RM depending
on the production process.
VLSFO Very Low Sulphur Fuel oils compliant with 0.50% sulphur limit required outside
Fuel Oil of ECAs.
It is subdivided into VLSFO-DM and VLSFO-RM depending
on the production process.
HSHFO High Sulphur Fuel oils with a sulphur content of more than 0.50%.
Heavy Fuel Oil Ships which do not install SOx scrubber are prohibited to use
such fuel oil from January 1, 2020. Furthermore, these ships
should not carry such fuel oil from March 1, 2020.
Note 1: A new term and their definition may be given for ULSFO and VLSFO in the revised ISO standards after
2020.
Note 2: Fuel oils generally referred to Marine Gas Oil (MGO) or Marine Diesel Oil (MDO) are classified
as ULSFO-DM or VLSFO-DM in Table 2.2.
Figure 2.1 shows the possible blending process to produce marine fuel oils (include compliant fuel oil). The
compliant fuel oil may mainly consist of light distillates as low-sulphur blendstocks (for example, process 5 and
6 in the figure), but ClassNK considered that the supply capability of such fuel is limited from an economic
perspective. In other words, the use of VLSFO-DM is an option for some ships to comply with the regulation.
However, ClassNK expected that most ships will use VLSFO-RM, which contains some amount of residuals.
With respect to methods for producing VLSFO-RM, three representative methods are expected; these three
are shown as 7a, 7b and 7c in Figure 2.1. Regarding 7a, the supply amount will be limited by the low sulphur
crude oil production. Regarding 7b, the supply amount will be limited by the insufficient capacity of
1
Classification of the marine fuel in ISO 8217:2017 is defined in ISO 8216-1:2017.
2 This draft guideline has been agreed at the sixth session of the Sub-Committee on Pollution Prevention and Response
(PPR 6) held by IMO. Also, and it is expected that the draft guideline will be finalized and then adopted as a resolution
at the 74th session of Marine Environmental Protection Committee (MEPC 74) held in May 2019.
－4－
desulphurization process in some refineries. Therefore, ClassNK considers that the major source of VLSFO-RM
should be 7c.
1) LPG
Crude Oil
Atmospheric
4) Light Oil for Automobile
Distillation
Process
2) Gasoline, Naphtha
3) Kerosene Light Crude Distillate Desulphurized Light Oil
DMX
Desulphurization 5) ULSFO-DM
DMA
Process (VLSFO-DM)* DMZ
Un-desulphurized Light Oil
Hydrocracking 6) ULSFO-DM
7a) VLSFO-RM Process
DMB
Hydrocracked Light Oil VLSFO-DM
If the sulphur content of
crude oil is low
Distillation
Vacuum
Process
Vacuum Heavy Distillate

7c) VLSFO-RM
7b) VLSFO-RM (ULSFO-RM)*
1) 2) 3) 4)
High-Boiling Point
Vacuum Light Desulphurized LCO
Distillate Desulphurization Residual Oil Fluid Catalytic Cracking
CLO
Process (FCC) Process
8) HSHFO
means that the blendstock alone under this arrow may be supplied as VLSFO-RM
* means that the type of fuel oil in the parentheses may be produced depending on the blending ratio
Figure 2.1 The possible blending process to produce marine fuel oils
(Dotted lines show possible blending process for VLSFO-RM after 2020)
ClassNK considers that candidates for low sulphur blendstocks for 7c are light cycle oil (LCO) and clarified
oil (CLO). LCO is one of the products from fluid catalytic cracking (FCC) process, and CLO is made up from
by removing Cat-fines from slurry oil, which is also one of the FCC productions. FCC is an important
reforming process in current refineries, and is widely used to increase the yield of lighter components such as
gasoline and gas oil from crude oil. Since the lighter products (the process 1 and 2 in Figure 2.1) which contain
many paraffinic hydrocarbons (straight-chained hydrocarbon) are produced from distillation after FCC process,
the residual component, that is LCO and CLO, contains rich aromatics hydrocarbons. Details are described later
(see 2.4). The FCC process requires low-sulphur materials, such as desulphurized vacuum gas oil,
desulphurized atmospheric residue and vacuum residue without desulphurization (if the fewer sulphur contents
in crude oil), as a result, the sulphur content of both LCO and CLO are much lower than that of crude oil.
Therefore, ClassNK considered that these two blendstocks would be more blended than in current HSHFO. It
should be noted that the mixing ratio among the 4 possible blendstocks would be widely varied depends on the
varied capacity of FCC process among refineries, and on the properties of the Crude Oil, they use.
Assuming that compliant fuel oil that has undergone the producing process shown in Figure 2.1 will be
commercially available in the market, the required fuel oil inside and outside ECAs after January 1, 2020, are
shown in Table 2.3.
For readers’ information, ISO/TC28/SC4/WG6 will issue Publicly Available Specification (PAS) 23263 in
2019 as supplemental information on ISO 8217:2017.
Table 2.3 Possible fuel oil types used after January 1, 2020
Sulphur contents limit possible fuel oil for use
Outside 0.50% Marine fuel oil of 0.5% or less sulphur content
ECAs (VLSFO-DM, VLSFO-RM)
HSHFO, if ship installs and uses a SOx scrubber
Inside 0.10% Marine fuel oil of 0.1% or less sulphur content
ECAs (ULSFO-DM, ULSFO-RM)
HSHFO, if ship installs and uses a SOx scrubber
－5－
2.2 Compliant fuel oil properties estimated in the supply simulation of IMO study
As described in 1.2, as VLSFO-RM is expected to blend more low-sulphur blendstocks than current HSHFO,
it is probable that the properties of VLSFO-RM are significantly varied from those of HSHFO. In addition, the
IMO study concluded that the blendstocks and their blending ratios in VLSFO-RM for each region are varied
widely, because the composition of refining facilities in each region is different.
The IMO study has estimated the averaged values of kinematic viscosity, density, CCAI and flash point
of VLSFO-RM among seven regions [2]. Table 2.4 shows the results.
The kinetic viscosity averages of VLSFO-RM in the seven regions are all expected to be significantly smaller;
from the current range of 380 - 500 cSt to 10 - 180 cSt. Furthermore, differences in the averages of kinetic
viscosity are very large among regions where fuel oil is refined. In addition, the density is expected to be 908 -
934 kg/m3, CCAI is expected to be 797 - 833, the flash point is expected to be 94 - 118 °C. However, according
to specification in ISO 8217:2017, all of them are still classified as residual marine fuels (RM).
Table 2.4 Regional variation in properties of compliant fuel oils expected in 2020
(amended from the original table from the reference document [2])
Viscosity at 50 °C, Density at 15 °C, Flash point,
Region CCAI
(cSt) (kg/m3) (°C)
Africa 10 911 828 97
Asia 110.7 926 801 111
North America 14.7 925 833 110
Latin America 52.1 911 797 97
Middle East 180 934 803 118
Europe 17.2 908 813 94
Russia 66.4 932 814 116
Note: all the values are assumed by simulation.
2.3 Scope of this guidance

As mentioned in 2.1, the production process of compliant fuel oil is expected to be widely varied, however,
the fuel can be classified into two types: VLSFO-DM and VLSFO-RM. ClassNK considered that from the
perspective of stable supply and economics, the use of VLSFO-RM would be dominant for the longer-term
supply.
In addition, ClassNK considered that the properties of VLSFO-DM would be similar to those of ULSFO-DM.
As ULSFO-DM has been already partially used inside 0.10% ECAs, some knowledge how to use it in safe has
already been accumulated including preliminary mitigation measures. On the other hand, VLSFO-RM will be
newly supplied only after 2020, and the actual range of properties would be broader than current HSHFO as
described in 1.2. To ensure the safe use of the compliant fuel onboard, ClassNK considers that it is important to
take into account the possible future changes on the blending for the compliant fuel, and the changes in the
properties.
In this guidance, based on the current knowledge, ClassNK reviews the needs for further mitigation measures
than those currently used, when using VLSFO-RM even though it meets the specification required in ISO
8217:2017.
Regarding on-board use of HSHFO, it is premised to use equivalent measures such as SOx scrubber. The use
of HSHFO is not covered in this guidance as sufficient knowledge about using such conventional fuel oil has
already been accumulated in the stakeholders.
2.4 Paraffin and Aromatics

Hydrocarbons contained in the heavy fuel oil are classified into two types; paraffin and polycyclic aromatic.
With the variation of the process for producing VLSFO-RM described in 2.1, it is expected that both
－6－
paraffin-rich fuel oil and polycyclic-aromatic-rich fuel oil are commercially supplied after 2020. Both types of
fuel oil are considered to have contrasting properties as shown in Table 2.5. As shown in Table 2.5, paraffin
generally means a model of long straight-chain hydrocarbons (in marine heavy fuel oil, the actual number in
carbon chains is 20 or more). In the combustion chamber of the diesel engine, where air temperature and
pressure is high, and oxygen are present, the intramolecular C-C bond is easily disjointed. This property means
that their molecules have good ignition quality and burn quickly.
On the other hand, polycyclic aromatics have multiple benzene rings (actually 2 to 6 rings) in the molecule as
shown in Table 2.5. Since some of the carbon electrons in their molecules form delocalized resonance bonds in
the benzene ring, they are more stable and are not easily decomposed compared to paraffin, where air
temperature and pressure are high, and oxygen is present. Consequently, these molecules have poor ignition
quality and take time to full combustion. Therefore, the calculated carbon aromaticity index (CCAI), that is, the
calculated value indicating the degree of aromaticity is used as a representative index of the ignition quality.
Long straight-chain Paraffin tends to crystalize under lower temperature. Therefore, if a large amount of
paraffinic hydrocarbon is contained in the fuel oil, the cold flow properties generally degrade. On the other hand,
if the polycyclic aromatics that have the same molecular weight or the same boiling point as paraffin, they are
less likely to form wax than paraffin.
Table 2.5 Characteristics of paraffin-rich fuel oil and Polycyclic-aromatic-rich fuel oil
Paraffin-rich Polycyclic-aromatic-rich
Typical molecular Icosane

structure (an alkene whose number
of carbon atoms is 20) Naphthalene
Ignition and
Good Poor
combustion quality
Cold flow properties Poor Good
Compatibility Poor if these two types are mixed
2.5 Five fuel properties, which need potential safety implications

In this guidance, among the potential safety implications of compliant fuel oil, which are identified in the
relevant documents by IMO and CIMAC, ClassNK extracted five fuel properties, that is, compatibility, low
viscosity, cold flow properties, cat-fines and ignition/combustion quality. This section provides general
explanation of the terms related to these five implications.
2.5.1 Compatibility
1 What is fuel compatibility?
In general, when two different fuel oils are mixed, the stability of fuel that was maintained degrades, and
asphaltene sludge and/or other substances may deposit. The capacity of fuel oil resists its deposition is generally
defined as fuel compatibility. However, it is not specified in ISO 8217:2017, which specify the properties for
marine fuel oil. Also, although the IMO study predicted the wider variation of the ratio of the blendstock mixed
among the area where the fuel oil is refined, it did not evaluate the risk of compatibility.
2 Asphaltene sludge
Asphaltene is a high molecular weight hydrocarbon compound containing polycyclic aromatics in its
molecule, and is insoluble either in water, lower paraffin liquid and alcohols. Asphaltene in heavy fuel oil forms
stable micelle after adsorbing aromatic polymer from maltene (continuous phase) in multiple layers as shown
in Figure 2.2, and is dispersed in a colloidal state in maltene formed from hydrocarbon in a liquid state [3]. The
colloidal state is called the state in which very small particles do not precipitate each other, and not deposit by
gravity but stand still, for a long period.
－7－
Asphaltene
micelle
Asphaltene(C/H
ratio is the highest)
resin(C/H ratio
decreases with to
being outside)
C/H ratio is equal to

maltene
Maltene
(continuous phase)
Figure 2.2 Schematic structure of asphaltene micelle [3]
As shown in Figure 2.2, an asphaltene micelle can be considered to have a structure in which aromatic
hydrocarbons adsorbed in the surroundings of asphaltene, therefore the C/H ratio gradually decreases from
centre to the end of the micelle C/H, the equilibrium of asphaltene dispersed efficiently in the colloidal state is
lost when the fuel is mixed with other fuel oils, and/or by thermal shock or when the fuel is oxidised. When the
discontinuous changes in the C/H ratio from asphaltene to maltene, asphaltene will start to aggregate, and the
particles will grow from fine to coarse, and finally will deposit as asphaltene sludge.
In general, when a fuel containing a large amount of aromatic hydrocarbon and another fuel containing a
large amount of paraffinic hydrocarbon are mixed with, it changes the C/H ratio of the maltene containing
asphaltene, and then asphaltene starts to aggregate.
3 Sludge dispersant
Sludge dispersant (also known as asphaltene dispersant/stabilizers) may be used to prevent asphaltene sludge
deposition. Sludge dispersant has a similar polar affinity of natural resins against asphaltene, and thereby may
maintain stability/compatibility of the fuel [4]. That is, it is considered that surfactants contained in the
dispersant may prevent aggregation of asphaltene by maintaining the balance of stable micelles.
2.5.2 Low viscosity

1 Background of lower viscosity in the compliant fuel
As a general producing process for HSHFO, a residue (vacuum residue) from a vacuum distillation unit with
very high viscosity is used as a main component and is partially diluted with light distillates to adjust the
viscosity to the maximum limit specified in ISO 8217:2017.
On the other hand, since the sulphur content of VLSFO is 0.50% or less, the blending ratio of the vacuum
residue, especially the vacuum residue without desulphurization, will consequently be lower than HSHFO. Also,
as described in 2.1, it is expected that LCO and CLO will be more blended as low-sulphur blendstocks, and
their viscosity compared to the vacuum residue are much lower as shown in Table 2.6. Therefore, it is predicted
that the viscosity of VLSFO-RM supplied from 2020 will be lower than current HSHFO.
It is also predicted that, similar to current HSHFO, VLSFO-RM which is mainly composed of atmospheric
residue or vacuum residue will be supplied in some regions where low-sulphur crude oil is available. In this
case, the viscosity of such VLSFO-RM is almost equal to that of current HSHFO.
Table 2.6 Example on the properties of representative blendstocks [5][6][7]

Vacuum Direct LCO CLO
residue desulphurization
residue
Density (kg/m3) 1035 943 941 1009
Sulphur content 4.80 0.70 0.21 0.46
(% m/m)
Viscosity 680000 282 2.18 36.7
at 50 °C (cSt)
－8－
2 Examples of trouble caused by using fuel oil with low viscosity

According to survey records by ClassNK, several vessels operating in the ECA experienced the malfunction
of fuel injection system components.
Trouble case example 1

Scratches on plunger and barrel in a fuel injection pump of a main engine (shown in Figure 2.3)
Figure 2.3 Scratches on the plunger and barrel in the fuel injection pump

Abnormal wear of plunger and barrel in a fuel injection pump of a main engine (shown in Figure 2.4)
Figure 2.4 Abnormal wear of plunger and barrel in the fuel injection pump

Scratches on a fuel injection valve of the main engine (shown in Figure 2.5)
Figure 2.5 Scratches on the fuel injection valve
2.5.3 Cold flow properties

1 Parameters for representing cold flow properties
The cold flow properties of fuel oil which contains a large amount of wax can make adverse effects on ship
operation. The cold flow properties of fuel oil can be evaluated through cloud point (CP), cold filter plugging
point (CFPP) and pour point (PP). The methods of measuring each three parameters are specified as below in
ISO standards or internationally recognized standards.
－9－
– Cloud Point (CP)

The cloud point is defined as the temperature when wax crystals start to be visible form in the fuel, and a
transparent fuel becomes cloudy, thereof the name (ISO 3015).
– Cold Filter Plugging Point (CFPP)
The Cold Filter Plugging Point is the lowest temperature when the fuel of a set volume, drawn, by
vacuum, through a standardized filter (45 microns) within a specified time (60 sec) still continues to
flow (ASTM D6371 3).
– Pour Point (PP)
The reported pour point is the lowest temperature at which the fuel will continue to flow when it is
cooled (ISO 3016).
However, ISO 8217:2017 specify the maximum CP limit for DMX, and the maximum PP limit for DM grade
excluding DMX, but for the other cold flow properties the required values are not specified.
It should be noted that at some categories in DM grade, CP and CFPP are required to be reported.
2 Paraffin wax
Paraffins are also known as alkanes which are long chained hydrocarbons typically consisting of 20-40
carbon chains [8]. While paraffinic hydrocarbons are known to have better ignition and combustion quality than
aromatic hydrocarbons, when the temperature of the fuel oil falls to the cloud point (CP), long paraffin
contained in the fuel oil may crystallize easily and deposit as wax.
Figure 2.6 shows the relationship between the growth process of paraffin crystallize due to temperature drop
and the relation to the three indicators of cold flow properties. The pour point (PP) is an indicator of the
temperature at which the entire fuel oil gels and become immovable to flow in the fuel oil tank. Even at a
temperature above the pour point, if the fuel containing the grown wax is transferred a filter of the fuel oil line
may be clogged. Since CFPP is evaluated by the test method using a filter, it provides an effective relative
indication for a filter clogging problem.
Figure 2.6 The relationship between the process of paraffin wax growth
and the indicators of cold flow properties
(made from a reference document [9] and a figure provided by National Maritime Research Institute)
3
This test method is equivalent to IP 309 in technical content.
－10－
The difference of temperature between CP, CFPP and PP are both generally 3 to 5 °C. Hence even in the case
CP and CFPP are not measured, when the fuel temperature is maintained at a PP + 10 °C, it is theoretically
considered that no trouble is expected to occur because the temperature generally exceeds the CP at which the
wax starts to deposit.
Paraffin wax may also be referred to as sludge, but its deposition mechanism and characteristics are different
from asphaltene sludge.
3 Cold flow improver

The cold flow improver is may be used to mitigate the risk of wax formation. Figure 2.7 shows a schematic
of the effect of the cold flow improver on wax growth process.
The structure of Paraffin, a main component of wax, is represented by a yellow circle and a zigzagged chain
in the figure. As the fuel oil temperature falls, these zigzagged paraffins start crystallizing and deposit as a wax.
Since these crystals stack up next to each other perpendicular to the plane of the crystal, their growth rate on the
lateral direction (X & Z-axes) is faster than on the longitudinal direction (Y-axis). Consequently, they grow into
plane-shaped crystals. Besides, when growing on the Y-axis direction, another component may be taken in
between these crystals.
Cold flow improver contains hydrocarbons similar in structure to paraffin. When these hydrocarbons enter
the growth surface of paraffin wax crystal, they inhibit crystal growth rate on the X & Z-axes, and reduce the
crystal size growth. On the other hand, plate-shaped crystals become easily deposit, and growth rate on the
Y-axis is accelerated. However, the attractive force on the Y-axis is weaker than on the X & Z-axes, the
elongated wax crystal is expected to pass a filter more easily than the plate-shaped crystals. Due to this
mechanism, it can be expected to lower CFPP and PP while CP, which is the temperature at which wax starts to
precipitate in fuel oil, does not lower much.
Figure 2.7 Schematic efficacy of Cold flow improver on wax growth process
(made from a figure provided by Nippon Yuka Kogyo Co., Ltd.)
2.5.4 Cat-fines (contents of Aluminium and Silicon)

1 What are catalytic fines (Cat-fines)?
Cat-fines are originated from catalyst particles used in the fluid catalytic cracking (FCC) process. In the FCC
process, these catalyst particles break up into smaller particle and can remain in the fuel cat-fines. It is a very
hard particle composed of alumina (Al 2 O 3 ) and silica (SiO 2 ) as a component.
The catalyst particles are continuously used and recycling in the FCC process, but the cat-fines remain in the
slurry oil. The slurry oil is generally not used as the blendstock for marine fuel oil. Moreover, only after
separating cat-fines from slurry oil, it can be used as CLO, but parts of the catalyst particles still may remain in
CLO.
For representing the total amount of cat-fines in fuel oil, the total mass of aluminium (Al), and silicon (Si) are
usually measured instead of directly measuring the number of alumina and silica particles. In ISO 8217:2017,
－11－
the maximum Al + Si limit is specified.

2 Adverse effect on the equipment by cat-fines
If cat-fines remain in fuel oil without being properly removed on board, they may enter into the equipment
and physically damage the sliding part. Figure 2.8 shows the status of piston ring during operation on the left
side, and the contact surface (a) between the piston ring and the cylinder liner in enlarged views on the right
side. If fuel oil which contains cat-fines is injected into the combustion chamber, these cat-fines will enter into
the lubricating oil film as shown in Figure 2.8, and abrasive wear condition occurs. If the size of these cat-fines
is larger than the thickness of the oil film and the number of particles is large, abnormal (excessive) wear occurs
on the piston rings and the cylinder liners, leading to affect these parts adversely. In the worst case, it results in
breakage of the piston ring and scuffing of the cylinder liner. Figure 2.9 and Figure 2.10 show cat-fines
embedded in the piston ring and the cylinder liner.
Cylinder liner
Lubrication oil film
Piston (Solid substance:
Cat-fines mixed)
（a）
Piston ring
〔(a) enlarged view〕
Figure 2.8 The status of piston ring during operation

(made from a reference document [10])
Figure 2.9 Cat-fines embedded in the cylinder liner and trace of abrasive wear
－12－
Figure 2.10 Cat-fines embedded in the piston ring
2.5.5 Ignition and combustion quality

1 What is ignition quality?
In this guidance, ignition and combustion quality are considered separately. The ignition quality is a
characteristic of fuel showing the ease of self-ignition and is generally expressed as time duration from the
starting injection of fuel oil into the combustion chamber to ignition (i.e. ignition delay).
The formation of the air-fuel mixture (fuel vapor and air) of a diesel engine and its ignition and combustion
processes are unsteady phenomena that occur in extremely short periods of a few tens of milliseconds
(ms). Figure.2.11 shows the atomization behavior of fuel atomized at high pressure in high-temperature and
high-pressure air divided into physical and chemical processes. Fuel oil injected into a high-pressure
environment from the fine tips of the fuel injection valve separates from the liquid column due to shear force
because of the difference in relative speeds occurring between the high-pressure air, spreads due to air
resistance, and atomizes. Atomized oil droplets receive heat from the surroundings, surface evaporation
progresses, and an air-fuel mixture of fuel vapor and air, that is, splay is formed. The physical ignition delay up
to this period is influenced by the viscosity and evaporation of the fuel as well as the fuel injection and air
conditions of the engine. Then ignition occurs at the point where the air-fuel ratio (air mass/ fuel mass) of
combustible air-fuel mixture approaches the theoretical air-fuel ratio (approximately 14 in case of diesel and
heavy fuel oil). The chemical ignition delay is up to this period, mainly depending on the ignition quality
inherent to the fuel component. The difference in the ignition quality by fuel refers to this quality.
Figure 2.11 Behavior of diesel spray [5]
Comparing the low-speed 2-stroke diesel engine with the medium or high-speed 4-stroke engine, the latter is
more sensitive to the ignition quality. That is, although the ignition delay period does not change significantly in
－13－
both engines, when considered on a crank angle, the difference in the rotation speed causes a significant
difference in influence. The ignition delay corresponding to the crank angle of 1 to 2 degrees in the former may
also correspond to 5 to 10 degrees in the latter. Assuming that the fuel injection period is approximately
20 degrees in both engines, the difference in the influence of the ignition delay can be imaged.
At medium and high-speed 4-stroke engines, at low load, the both atmospheric temperature and pressure in
cylinder at the end of compression are low, and the ignition delay is long. If the fuel-specific ignition delay is
added to this, the amount of fuel injected during the ignition delay period is significantly increased. If ignition
occurs after a long ignition delay, the phenomenon in which the fuel injected before is pre-mixed combustion at
one time will cause diesel knock. Diesel knock not only makes abnormal noise but affects engine reliability.
Furthermore, PM and black smoke emissions may increase due to space limitations, as bore diameter etc. is
smaller than large low-speed engines. In such a case, it is better to raise the load to improve the ignition
condition.
Cetane number and Cetane index are used as ignition property of diesel oil. However, these cannot be
measured or calculated for marine heavy fuel oil. Therefore, CCAI (Calculated Carbon Aromaticity Index) is
mainly used as practical indicators for evaluating ignition delay. For VLSFO-RM which contains some residue,
CCAI is expected to be used as one of the indicators for evaluating ignition delay after 2020.
CCAI is an empirical index calculated from the density and viscosity of marine residual fuel developed for
simply evaluating ignition delay. CCAI was developed in the 1980s, and the higher it is, the higher the
aromaticity is said to be. In ISO 8217:2017, the maximum CCAI limit is specified in RM grade.
𝑇𝑇 + 273
𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶 = 𝜌𝜌15 − 81 − 141 ∙ 𝑙𝑙𝑙𝑙𝑙𝑙10 [𝑙𝑙𝑙𝑙𝑙𝑙10 (𝑣𝑣 + 0.85)] − 483 ∙ 𝑙𝑙𝑙𝑙𝑙𝑙10
323
𝜌𝜌15 ： density @15 °C，kg/m3

𝑣𝑣： kinetic viscosity @T °C，mm2/s
For calculating CCAI, the two following assumption are made [11]:
a) the ignition delay of fuel is correlated with the carbon aromaticity of that fuel;
and
b) there is a correlation between carbon aromaticity and viscosity/density.
Since aromatic components have high density and low viscosity, it can be seen from the above equation that
the high density and low viscosity fuel oil has high CCAI. It should be noted that this is an empirical equation
obtained by collecting fuel samples at that time, and there is no physical meaning in the logarithms and
coefficients.
In the 1980s when CCAI was developed, general marine residual fuel oil was mainly composed of straight
run residues made by atmospheric distillation processing. Hence it was said that the lower CCAI is, the better
ignition property is. However, as a result of the diversification of the fuel refining process, it is considered that
the chemical composition of current HSHFO (e.g. the content ratio of paraffin and aromatics) is considered to
have changed from the sample at the 1980s. As a result, the correlation between CCAI calculated from density
and viscosity and ignition delay may be weaker than the 1980s.
Furthermore, as described in 1.2, after 2020 it is expected that various low sulphur blendstocks will be more
blended to VLSFO. Therefore, the correlation between CCAI and actual ignition delay may be weaker than ever.
Note that there is Estimated Cetane Number (ECN) as another indicator of ignition delay. However, it is not
specified in ISO 8217:2017.
2 What is combustion quality?
In this guidance, the combustion quality is defined as representing the extended combustion period, the flame
length and the proportion of unburned components such as black smoke and deposits in the combustion
chamber. That is, while the ignition quality represents the characteristic of the start of combustion, the
combustion quality means the characteristic from the second half to the end of combustion.
Combustion quality is not defined in ISO 8217:2017, but it is identified as a potential risk in the IMO draft
guideline.
－14－
2.5.6 The other potential safety implications identified in the IMO draft guideline
In addition to the five potential safety implications mentioned above, the IMO draft guideline touch upon the
other safety implications, namely stability, acid number, flash point, and unusual components. Regarding this
potential implication, ClassNK believes that no further mitigation measures for these safety implications should
not be needed by using a fuel oil which meets the specifications in ISO 8217:2017 at the moment.
For this reason, we did not address those implications in detail in this guidance, but briefly mentioned
in 3.2.6.
－15－
Chapter 3 How to use compliant fuel oil on board in safe
3.1 General
3.1.1 General mitigation measures to use low sulphur fuel oil
When using low sulphur fuel oil, it is necessary to use appropriate cylinder oil with BN (Base Number:
hereinafter BN 4) matched to the sulphur content of the fuel oil. The base number or the total base number
(TBN) of the cylinder lubricant oil is a measure of the ability of the cylinder oil to neutralize the acidic product
during fuel oil combustion.
If BN of cylinder oil which is higher than that for sulphur content in the fuel oil is used for an extended
period, the alkali content becomes excessive, and carbonate of alkaline earth metal (mainly Ca) for BN may
deposit on the piston crown.
In global sea area where HSHFO is currently used, cylinder oil of about 70 to 100 BN is used at 2 stroke
engines, but from 2020, it is necessary to use cylinder oil with a lower BN corresponding to fuel oil with a
sulphur content of 0.50% or less.
On the other hand, in general, cylinder oil with high BN has high cleaning dispersing ability, which disperses
incomplete combustion products, such as soot and other substances, inside the cylinder oil film. For this reason,
it needs to consider the clean dispersing ability of the cylinder oil when using fuel oil with poor combustion
quality.
Therefore, it is recommended to check with the engine manufacturer beforehand about the selection of
cylinder oil. Also, it is recommended to check with the engine manufacturer beforehand about the selection of
trunk piston engine oil.
3.1.2 General mitigation measures to use the wide variation of compliant fuel oil
As described in 1.2, VLSFO-RM after 2020 are predicted to be blended with low-sulphur blendstocks more
than current HSHFO, and their properties may also vary significantly from the current level.
However, even with VLSFO-RM meets the ISO 8217:2017 specification, the broader range of fuel properties
than current fuel oils may lead the situation that a ship should handle with VLSFO-RM with properties that have
not been used. Therefore, it is important to recognize the potential safety implications depending on the
properties of the fuel oil. To mitigate those implications, it is not necessary to prepare completely new
knowledge, but it is important to select the best mitigation measures among the existing knowledge
accumulated so far. From this point of view, this guidance addresses five notable factors related to fuel oil
properties. In this chapter, we have summarized the possible mitigation measures against all five potential
implications based on the current findings.
3.2 Mitigation measures for five potential implications

3.2.1 Compatibility
1 Potential risks
As described above, it is expected that the composition of VLSFO-RM has more variation of blendstocks
compared to that in current HSHFO. Therefore, the possibility of receiving a compliant fuel with different
composition depending on the oil-supplement site, even if the two fuel oils are clarified as the same oil
category.
In general, the mitigation measure has been already implicated that the fuel oil in each storage tank should be
used up as much as possible before bunkering. However, there are some cases which fuel oil with different
blending ratio may be bunkered and topped up in one storage tank where fuel oil is inevitably left. Even if the
storage tanks are separated, it can happen that the fuel oils having different blending ratios are mixed in the
settling tank, the service tank, or the piping lines. In these cases, for example, if aromatic VLSFO-RM and
4 BN is defined as the mass of potassium hydroxide (KOH) in milligrams equivalent to hydrochloric

acid or perchloric acid that is required to neutralize one gram of the sample.
－16－
paraffinic VLSFO-RM are mixed, it leads to deposition of the asphaltene sludge in the mixed fuel oil due to
degrade the stability of fuel oil caused by the significant change of fuel oil composition. (See 2.5.1 for more
detail).
Although it is difficult to discuss the magnitude of potential risk quantitatively under the current situation,
where there is no quantitative knowledge as to what kind of fuels differ in composition and how much mixing
ratio the asphaltene sludge tends to precipitate, mitigation measures to these risk are described as much as
possible in this guidance.
2 Potential troubles on equipment
Before discussing measures to mitigate risks and early detection of asphaltene sludge precipitation, the
potential troubles are summarized as follows:
(1) Asphaltene sludge deposition in fuel oil tanks
If different type fuels are mixed in the fuel tank, asphaltene sludge may deposit. In particular, there is a
possibility of sludge deposition in the settling or service tank, since different fuel oils are mixed at the time
of storage tank switching.
(2) Clogging of the filter in fuel oil piping
If asphaltene sludge deposited in the fuel oil tank is transferred, or asphaltene sludge is deposited in the
piping due to fuel oil mixing, relatively large asphaltene sludge may deposit on the filter.
(3) Sludge precipitation in a purifier
If clogging of the filter of the fuel oil piping is detected, precipitation of asphaltene sludge in the purifier is
also suspected. If asphaltene sludge accumulates on the separating disc in the purifier, unbalance occurs in
the mass distribution of the rotating body around the rotation axis, and abnormal vibration may occur. In
the worst case, it may lead to damage to the purifier.
3 Mitigation measures
(1) Refill new fuel oil after using up the previous fuel in a storage tank, as possible and avoid top-up.
(2) If it is unavoidable to mix fuel oil in the storage tank, add a sludge dispersant to remaining fuel oils in the
storage tank before bunkering, and use up the mixed fuel oil as soon as possible.
(3) When switching fuel oil, the risk of sludge deposition due to fuel oil mixing in the settling/service tanks
and the piping is inevitable, but the following measures can be considered to avoid the adverse effects on
the safe operation:
(a) Do not switch VLSFO-RM in areas with operational risks such as congested sea areas.
(b) In order to minimise the time duration of mixed fuel, switch VLSFO where a certain rate of fuel oil
consumption in the main engine is expected.
(c) If the sludge is frequently accumulating in the strainer in front of the purifier, shorten the sludge
discharge interval from the purifier used or lowered the fuel rate to the purifier.
(d) Add a sludge dispersant to settling tank
(4) When returning the fuel oil leaked from the fuel injection pump to the fuel tank, make sure that the fuel oil
to be mixed with the same bunker oil. If it is mixed with another type of fuel, take the same measures
mentioned above. However, considering the volume of the settling tank, the amount of leaked fuel oil to be
mixed is considered to be relatively less.
3.2.2 Low viscosity

1 Potential risks
The potential risks evaluated in this section are roughly divided into two, those caused by the decrease in
kinetic viscosity itself and those caused by the decrease in lubricity. In RM grade of ISO 8217:2017, the
maximum viscosity limit is specified for each fuel category. However, the minimum limits are not specified.
The lubricity is specified as a separated parameter than viscosity in the DM grade, but is not specified in RM.
VLSFO-RM will be mixed with low-sulphur blendstocks more than current HSHFO, in such fuel, the lower
range of viscosity will be expected.
As examples of the trouble shown in Chapter 2, when 0.10% Sulphur regulation in the ECAs started in 2015,
some adverse effects on the fuel injection system when using ECA compliant fuel oil classified as ULSFO-DM
in this guidance) were observed. If VLSFO-RM with low viscosity comes to be used instead of HSHFO, and its
－17－
viscosity becomes equal to or lower than that of ECA compliant fuel oil such as MGO (Marine Gas Oil), similar
troubles can be expected. Therefore, it is important to confirm whether the engines and equipment are suitable
for a viscosity of the fuel oil assumed to be used, and to thoroughly control the temperature to adjust the
viscosity. In this section, the potential troubles caused by low viscosity and the measures to mitigate the risk are
described.
2 Potential troubles on engines and equipment
Potential troubles are summarized for engines and equipment as follows. The similar troubles that occurred
when using ECA compliant fuel oil may occur, but the low-temperature corrosion around the fuel valve in a
four-stroke diesel engine shown in (1)(c) may be considered as a new risk.
(1) Diesel engine
(a) Sticking of the fuel injection pump (caused by lower lubricity) and start-up failure or difficulty to
increase rotational speed (load) (caused by leakage increase of the internal sliding parts)
If the viscosity of the fuel supplied to the fuel injection pump falls below the manufacturer's
recommended minimum value (some manufacturers recommend 2 cSt), the oil film may be broken,
causing sticking or abnormal wear of the plunger, barrel, etc.
(b) Difficulty to increase rotational speed (load), due to the insufficient fuel supply from the fuel supply
pump (caused by lower viscosity)
Internal leakage from the clearance between the rotating body and the casing may occur, and the fuel
supply amount may be insufficient.
(c) Low-temperature corrosion on fuel valves and including related components
A four-stroke engine which is assumed to use heated HSHFO, may have a structure that continuous
cooling function on the fuel valve. In this case, if the fuel oil is injected without heating, there is a risk
that the fuel valve may be cooled excessively to a temperature range where low-temperature corrosion
can be concerned. If the fuel oil to be used has low viscosity (as a reference, less than 20 cSt at 50 °C),
it is recommended to confirm with the engine manufacturer whether it is necessary to replace relevant
parts or not.
(2) Fuel supply pump / Fuel transfer pump / Purifier supply pump
(a) Sticking (caused by lower lubricity)
(b) Gear wear (caused by lower lubricity)
(c) Insufficient supply due to leakage of the sliding part inside the pump (caused by lower viscosity)
(d) Leakage from pump seal (caused by lower viscosity)
(e) Shortening bearing life (caused by lower lubricity)
(1) Each equipment manufacturers have already established manuals and instructions for safe use of ECA
compliant fuel oil. These measures are considered to be effective even in the case of using VLSFO-RM.
Therefore, it is recommended to confirm the related specifications of the fuel pump with the manufacturers
in advance to the actual use.
(2) The followings are examples of measures involving replacement/modification of equipment.
(a) Many engine manufacturers have set the minimum viscosity of fuel oil at the engine inlet to 2 cSt. If
the viscosity of the fuel oil to be used is low (e.g. less than 20 cSt at 50 °C), install a fuel oil cooler in
front of the engine inlet to ensure the manufacturer's recommended viscosity.
(b) As for the fuel supply pumps, when using VLSFO with a lower viscosity than the fuel oil used
currently, make sure that the viscosity of the fuel oil used is within the manufacturer's recommended
viscosity range. If it is not within the range, the following measures may be necessary:
i) Using a fuel supply pump with specifications compatible with low viscosity
ii) Replacement of the pump seal
iii) Installation of a fuel oil cooler (It is possible to adjust the viscosity by providing it upstream from
the supply pump)
(3) Since it is expected that the viscosity of VLSFO-RM has a broad range, the possibility to use VLSFO-RM
with high viscosity and high residual content is to be considered together with the possibility which the
clearances of the fuel injection system and the fuel supply pump components increase due to wear. If the
－18－
viscosity of the bunkered VLSFO-RM is extremely lower than that of the VLSFO-RM that has been
previously used, appropriate maintenance of the relevant components is to be carried out before switching
fuel oil.
(4) If the ship has a viscosity controller, the viscosity of fuel oil can be controlled within an appropriate range
in the case when the viscosity is relatively high (e.g. 100 cSt at 50 °C or higher). However, it may be
difficult to control the viscosity of whose viscosity is below the lower limit adjustable by steam heating.
(5) Examples of measures during operation are shown as follows:
(a) Fuel oil temperature is to be strictly controlled because the viscosity of the fuel oil depends largely on the
temperature. If the pour point of fuel oil is 10 °C or more lower than actual operating temperature, and the
potential risks of wax formation is low, stopping the steam trace to minimize the fuel oil temperature
increase can be considered as an effective mitigation measure.
(b) Control the fuel oil temperature to secure the manufacturer's recommended viscosity at the engine
inlet. (Several manufacturers recommend minimum viscosity as >2 cSt.)
(6) VLSFO-RM which has low viscosity (e.g. less than 20 cSt at 50 °C) and high pour point may be
commercially available. When using such VLSFO-RM, special attention should be paid to on the cold flow
properties (i.e. wax formation). In this case, crews may be forced to manage fuel oil temperature within the
narrow range, although it is unclear at present how much such VLSFO-RM are provided in the commercial
market.
(7) If the concern about the lubricity of VLSFO-RM will remain after the control of viscosity, the use of
lubricity improvers may also be an option. The lubricity improver needs to be added into the fuel oil tank
in advance.
3.2.3 Cold flow Properties

1 Potential risks
As described above, VLSFO-RM is expected to have lower kinetic viscosity than that of current HSHFO.
There is a possibility that viscosity of some VLSFO-RM will be similar to that of distillate to distribute. In this
case, fuel heating for transfer from the fuel oil tanks is not necessary.
On the other hand, some types of low sulphur blend-stocks contain a large amount of paraffin.
Hence VLSFO-RM mainly consists of these stocks may have low viscosity and a rich concentration of paraffin
(this VLSFO-RM has poor cold flow properties). In this type of fuel oil, as described in 2.5.3, when the
temperature of the fuel drops, paraffin in the fuel oil may crystallize and precipitates as wax 5. If fuel oil
containing grown wax is transferred, it will deposit on the filter placed in the fuel oil line leading to reduce the
fuel flow to the engine plant. In the worst case, the filter may be completely clogged.
Also, once wax deposited in fuel oil pipe or tanks, there is a possibility that troubles cannot be solved by fuel
heating because solid wax has poor thermal conductivity and significant thermal energy may be needed for
transform the wax back to liquid.
2 Potential troubles on equipment
Potential troubles are summarized as follows:
(1) Impossible to transfer fuel oil from the storage tank
If the temperature of the fuel oil falls below the pour point (PP), it may be impossible to transfer from the
storage tank.
(2) Filter clogging in the fuel oil piping and deposition of wax in the purifier
Even if the temperature of the fuel oil exceeds PP, if it falls below the CFPP, there is a possibility that
clogging of the filter in the piping may be caused by transferring the wax formed and grown in the storage
tank. Also, when such fuel oil is passed through the purifier, the wax may adhere to the separating discs to
reduce the separation efficiency, or may clog relevant flow pathways.
(1) Even when VLSFO-RM with a higher concentration of paraffin is used on board, the risk of wax formation
can be mitigated by heating in the same way as the current HSHFO. Therefore, proper heating of the fuel is
5
In the broad sense, wax may include mixture with asphaltene sludge, but in 3.2.3 it refers to paraffin wax.
－19－
useful as a precautionary measure.

(2) As an indicator of fuel temperature management, it is recommended that fuel temperature should be kept
approximately 10 °C above the PP reported.
(3) On the other hand, since CFPP is theoretically higher in temperature than PP, it may not be enough to
control fuel temperature based on PP only. Measurement of CFPP is specified in DM grade of ISO
8217:2017, and heating fuel above CFPP is also effective for DM grade, if possible.
(4) VLSFO-RM which has low viscosity (e.g. less than 20 cSt at 50 °C) and poor cold flow properties may be
commercially available. When using such VLSFO-RM, special attention should be paid to risks about low
viscosity. In this case, crews may be forced to manage fuel in the narrow temperature range, although it is
unclear at present how much such VLSFO-RM are provided in the commercial market.
(5) When using VLSFO-RM without heating, it is important to use it after confirming that the ambient
temperature (seawater temperature or engine room temperature) is more than PP + 10 °C in consideration
of the route and the climate. If not possible to use under such a condition, the use of cold flow improver
may also be an option.
(6) If the wax is frequently identified on the strainer placed before purifiers, then shorten the period for the
cleaning of the strainer.
3.2.4 Cat-fines (contents of Aluminium and Silicon)

1 Potential risks
Troubles caused by cat-fines have also occurred on ships using current HSHFO or ULSFO. There is a
possibility that VLSFO-RM with a rich CLO blending has total content of Al and Si close to the upper limit of
60ppm specified in ISO 8217:2017 (60ppm is specified for RMG category). When using such VLSFO-RM, there
is a risk that the burden of the purifier may increase more than now.
If cat-fines remain in fuel oil without being properly removed by onboard treatment, and if they enter into the
engines and equipment, and it may physically damage some parts of the engines and equipment, especially the
sliding part such as fuel injection valve or piston ring.
2 Potential troubles on engines and equipment
Potential troubles are set out as follows.
– Stick and wear on fuel injection parts
– Stick, wear and nozzle hole defect on the fuel injection valve
– Excessive wear and breaking on piston ring
– Excessive wear on piston ring groove
– Excessive wear and scuffing on cylinder liner
– Excessive wear, scuffing and excessive leakage on the piston rod and gland packing
– Wear and blow-by through valve seat on exhaust valve
– Damage to exhaust gas passage on T/C nozzle and turbine blade
Even if VLSFO-RM contains Al and Si at the maximum limit specified in ISO 8217:2017, content of Al and
Si can be efficiently removed at the engine inlet to the recommended value by each engine manufacturer, as
long as appropriate pre-treatment in the settling tank and maintenance of the purifier are appropriately
performed. For this reason, it is considered that further mitigation measures on the hardware are not necessary.
As stated in 2.2, VLSFO-RM is expected to have lower viscosity and density than current levels of HSHFO.
As purifier applies centrifugal separation method in which the differences in density between fuel oil and
particles/sludge are used for their separation. Hence it is considered that cat-fines in VLSFO-RM are removed
more efficiently than in HSHFO in appropriate conditions.
It is considered that the effective mitigation measure is to carry out the proper operation at the purifier and
appropriate pretreatment of VLSFO-RM in the settling tank. Specific examples are shown as follows.
(1) It is recommended to operate the purifier as follows:
(a) Suppressing the fluctuations in treating temperature as far as possible to prevent degrading separation
efficiency.
(b) To improve separation efficiency, reduce the rate of fuel oil that passes through to the value obtained
－20－
after anticipating a certain margin to the expected the fuel consumption rate. (A purifier generally can
ensure separation efficiency greater than 80% for removal of particle size greater than 10 microns.)
(c) If the ship has two or more purifiers, it is effective to improve purifying efficiency by parallel
operation. In this operation, the amount of fuel oil passing through each purifier should preferably be
the amount passing through and distributed in equal amounts during a single operation.
(2) To check whether the purifier functions properly, it is useful to take fuel oil sample measure Al + Si content
at a laboratory for every bunkering or regularly. The sample positions should be (i) ship manifold, (ii)
before and after the purifier and (iii) at engine inlet.
(3) When the fuel oil level of the settling tank is lowered, fuel oil in the bottom of the tank which contains the
higher concentration of cat-fines due to sedimentation is transferred to downstream. It is important to keep
the fuel oil level at settling tank within an appropriate range.
(4) Drain water and sludge from settling tank are to be removed, because cat-fines deposited in the settling
tank also be removed together with. If it is retained in the settling tank, it may be stirred during heavy
weather, and high concentrations of cat-fines may be sent to downstream to the engine.
(5) If cat-fines are captured by emulsified matter, apparent specific gravity is reduced, and removal efficiency
at the purifier is also reduced. For this reason, the removal and emulsification of water content in fuel oil
should be prevented as possible. The following methods are expected to be effective:
(a) Prevent mixing of water with fuel oil
(b) Prolong the settling time, and promote separation of water content
(c) Heat fuel oil tank and evaporate the water content
(d) Do not stir fuel oil upstream of the oil purifier as much as possible
(6) Do not return the backwash oil of the automatic backwash secondary filter to the settling tank and use it
outside the diesel engine, if possible.
(7) Regarding the handling of the filter in front of the engine inlet, follow the instructions of each engine
manufacturer as before. Notes on the operation are as follows:
(a) Install a filter with the same mesh size in by-pass line, as of the filter in front of engine inlet.
(b) Filter cleaning cycles are logged daily. The action is taken to improve fuel cleaning if the cleaning
cycle number increases to higher than normal.
(c) In principle, use the automatic backwashing filter side.
3.2.5 Ignition and combustion quality

1 Potential risks
As mentioned in 2.5.5, fuel oils with high aromaticity may have problems with ignition and combustion
quality. In the past, cylinder lubrication problems in low-speed two-stroke engines mainly occurred at high
engine load, and these problems were considered to be caused by poor combustion quality. Since slow steaming
is applied worldwide recently, it seems that such troubles are gradually decreased than in the past. In addition,
the improvement in the engine design is continuously performed. For example, the use of a heightened cylinder
head or a high top land piston can prevent the flame from reaching to the liner sliding surface or lubricating oil
film.
However, as mentioned above, it is also considered that LCO and CLO are blended more as low-sulphur
blendstocks in VLSFO-RM. LCO which mainly consist of 2-rings aromatics may especially give adverse effect
to ignition quality of fuel oil. Also, CLO which mainly consist of 4-rings and more polycyclic aromatics may
especially give adverse effects to combustion quality of fuel oil.
2 Potential troubles on engines
Potential troubles on the low-speed 2-stroke engine and medium or high-speed 4-stroke engine are
summarized as follows:
<Low-speed 2-stroke engine>
(1) Poor ignition performance may cause diesel knock, irregular running resulting in engine damage. It may
also cause start-up failure (includes emerging blue/white colored smoke)
(2) If the combustion quality is poor, the cylinder liner surface may be exposed to a high temperature due to
the extended the flame length and the combustion period, and/or the combustion chamber deposits due to
－21－
unburned components may increase, resulting in abnormal wear and scuffing.

(3) Typical examples of damage include the followings.
– Excessive wear and breaking on piston ring
– Excessive wear and scuffing on cylinder liner
– Excessive wear, scuffing and excessive leakage on the piston rod and gland packing due to unburnt
deposits
– Wear and burn-out of the fire-exposed surface on exhaust valve
– Stick on the exhaust valve due to unburnt deposits in the gap of the exhaust valve guide
– Blow-by and high-temperature corrosion
– Wear and burn-out of the fire-exposed surface on the piston crown
– Turbocharger problems due to unburnt deposits
<Medium or high-speed 4-stroke engine>
As described in 2.5.5, the higher the engine speed, the greater the adverse effect of the increase in ignition
delay. Due to ignition delay, especially at low load where both atmospheric temperature and pressure in cylinder
are low, irregular combustion caused by diesel knock may happen, and PM and black smoke emissions may
increase. In such a case, it is better to increase the load to improve the ignition condition. Also, it may be
considered that the engine troubles mentioned for low-speed 2-stroke engines can also occur in a medium or
high-speed 4-stroke engine.
3 Mitigation measures and how to detect the sign of potential troubles
Enhancing the engine condition monitoring as described below is mainly the mitigation measure.
(1) For 2-stroke diesel engines
– Proper maintenance of the fuel valve, securing the valve opening pressure to atomize fuel oil properly.
– Enhance engine condition monitoring. (e.g. monitoring exhaust gas temperature, rpm of the
turbocharger (surging), specific fuel consumption, the concentration of iron in drain oil sampled from
the bottom of the cylinder liner, etc.)
– Continuous monitoring on cylinder liner temperature with the sensor, if possible
– Continuous monitoring on combustion condition using cylinder pressure measured by the sensor, if
possible. If not possible, monitoring on combustion condition using mechanical indicator may be
considered as an alternative.
– Proper maintenance of the fuel valve, securing the valve opening pressure to atomize fuel oil well.
– Enhance engine condition monitoring. (e.g. monitoring exhaust gas temperature, rpm of the
turbocharger (surging), specific fuel consumption, etc.)
– To improve startability, carry out preheating of cylinder cooling water if possible.
4 Mitigation Measures after detecting the sign of troubles
When the sign of abnormal combustion is detected in the cylinder liner, piston ring, etc. during the engine
condition monitoring, the following temporary measures can be considered to mitigate potential troubles.
– Reduce engine load. By reducing engine load, thermal and mechanical loads at relevant locations may
be reduced. The measure is effective for preventing further deterioration of conditions.
– Advance the fuel injection timing if possible, mechanically. However, if the fuel injection timing is
advanced, the Pmax as well as the NOx emission, may increase. Thus, adjustments should be in the
range where the possible Pmax does not exceed the maximum value reported in the Technical File.
– Increase the engine output to medium load if possible. However, at the generator engine, it is necessary
to consider the balance between the in-vessel power demand and the number of operating engines.
– Use combustion improver.
3.2.6 The other potential safety implications identified in the IMO draft guideline
As mentioned in 2.5.6, in addition to the five potential risks described in this chapter, the IMO draft guideline
identified stability, acid number, flash point, and unusual components as potential implications for safe use.
－22－
(1) Stability
In ISO 8217:2017, minimum Total Sediment Aged limit is specified in RM grade as an index of stability of
fuel. Since distillate marine fuels contain almost no residue, that is, asphaltene, the risk of sludge
precipitation is considered to be low even if the stability is impaired. (Total Sediment Existence is
measured only for DMB if the sample is not clear and bright.) Therefore, regarding this potential
implication, no further mitigation measures should not be needed by using a fuel oil which meets the
specifications in ISO 8217:2017.
(2) Acid number
In ISO 8217:2017, maximum acid number limits are specified in DM and RM grades, respectively.
Therefore, regarding this potential implication, no further mitigation measures should not be needed by
using a fuel oil which meets the specifications in ISO 8217:2017.
(3) Flash point
In the SOLAS Convention (Chapter II-2 Regulation 4.2.1.1), the flash point of marine fuel oil is explicitly
specified. Also in ISO 8217:2017, the minimum flash point limit of marine fuel oil is consistent with
SOLAS Convention. Therefore, regarding this potential implication, no further mitigation measures should
not be needed by using a fuel oil which meets the specifications in ISO 8217:2017.
(4) Unusual components
Many reports have been issued that organic compounds that are not found in the usual fuel are detected
from the trouble fuel oil in some areas. There is no quantitative allowance of these organic components in
ISO 8217:2017 and it is said that these organic components are generally not contained in the fuel oil
products derived from crude oil.
Nevertheless, it has not been verified yet whether these organic components directly caused these troubles.
－23－
References
[1] IMO, Assessment of Fuel Oil Availability - final report, MEPC70/5/3 (Executive summary) and MEPC
70/INF.6, (2016).
[2] Faber, J., Presentation on Assessment of Fuel Oil Availability Final Report，Seminar on the Strengthened
Regulation of SOx and PM starting in 2020 (2016).
[3] Awai, N., et al., "Fuel oil for land/marine medium and large diesel engines", Sankaido, 173-176, (1994) (in
Japanese).
[4] CIMAC, CIMAC Recommendation No. 25 “Recommendations concerning the design of heavy fuel
treatment plants for diesel engines”, 43, (2006).
[5] Nippon Kaiji Kyokai, Guidance for Measures to Cope with Degraded Marine Heavy Fuels Version II Taking
into Account the Poor Combustibility of Fuels, 11-12 , (2008).
[6] Takahashi, C., Characterization of residual fuel compositions and the effect on the ignition performance -
fuel blending trends in geographical region, Journal of the Japan Institution of Marine Engineering (JIME),
48-3, 76-81, (2013) (in Japanese).
[7] Takaishi, T., et al., Verification of the effectiveness of SOx / NOx regulatory compliance technology with
marine new fuels without exhaust gas post-treatment, 2017 Third Conference by Japan Internal Combustion
Engine Federation (2018) (in Japanese).
[8] CIMAC, CIMAC Guideline “Cold flow properties of marine fuel oils”, (2015).
[9] COORDINATING RESEARCH COUNCIL, CRC Report No. 671 Diesel Fuel Low Temperature Operability
Guide, (2016).
[10] Hasegawa, S., "Marine diesel engines textbook", Seizando Shoten , 181, (2001) (in Japanese).
[11] CIMAC Recommendation, Fuel Quality Guide - Ignition and Combustion, 4-7, (2011).
－24－
Technical Documents
Introduction
In the main part of this guidance, based on the existing knowledge, ClassNK summarized the
mitigation measures for the safe use of compliant fuel oil, and we described the operational
implications as mitigation measures. This Guideline briefly mentioned the needs of selecting suitable
cylinder oil, and also described the use of the lubricity improver and cold flow improver, both would
be effective options. It is also described that proper operation of purifier is effective as a mitigation
measure against potential risks caused by Cat-fines. Furthermore, in terms of ignition and
combustion quality, it may be useful to have basic understanding in unfamiliar areas, such as those
parameters of paraffinic and aromatic fuels.
The main part emphasized that it is important to implement these mitigation measures with correct
understanding. Therefore, to promote further understanding, ClassNK asked the relevant
manufacturers as experts to provide technical documents from their respective positions.
JXTG Nippon Oil & Energy Corporation provided information about the role of lubricating oil and
the selection of suitable lubricating oil when using VLSFO.
Nippon Yuka Kogyo Co., Ltd. provided the technical paper described the role of fuel oil additives as
general mitigation measures when using current fuel oil. (Reprinted with courtesy of Narita, K., et al.
Improvement in Lubricity and Cold Flow Property of Low-Sulfur Fuel Oil with Fuel Oil Additives -
Nippon Yuka Kogyo’s Chemical Products for Low Sulfur Fuel Oil -, the Journal of the Japan
Institution of Marine Engineering Vol. 53, No. 6 (2018) p. 763-768)
Mitsubishi Kakoki Kaisha, Ltd. provided information about the role of the purifier and its
separation performance of fine particles during proper operation.
Finally, Koji Takasaki, Professor Emeritus of Kyushu University, provided the technical information
about research work on combustion quality of residual fuel oil. (Quoted from the No.090 paper of
CIMAC Congress 2019,Estimation of ignition and combustion quality of low-sulfur marine fuel
after 2020, Koji TAKASAKI et al. )
ClassNK wishes to take this opportunity to express our deep appreciation to all authors of the
technical documents.
CONTENTS
Effect on Performance of Marine Lubricants........................................................................................ 1

Improvement in Lubricity and Cold Flow Property of
Low-Sulfur Fuel Oil with Fuel Oil Additives ....................................................................... 5
Separation Performance of Fuel Oil Purifiers ..................................................................................... 13
Introduction of Research Work on Combustion Quality of Residual Fuel Oil ................................. 21
－i－
Guidelines for Use of Low Sulfur Marine Fuel Oils

(Effect on Performance of Marine Lubricants)
JXTG Nippon Oil & Energy Corporation
1. Roles and Performance Requirements of Marine Lubricants
1.1 Cylinder Oils for 2-Stroke Crosshead Engines
In low-speed 2-stroke crosshead engines, the combustion chamber and a crank chamber (crankcase) are
separated by a stuffing box. Marine cylinder oil is used exclusively in lubrication of the combustion chamber.
Unlike automotive engine oil, marine system oil, trunk piston engine oil, etc., a distinctive feature of marine
cylinder oil is one-through lubrication (total-loss lubrication). The roles of cylinder oil are 1) Provide smooth
lubrication under a fluid lubrication condition by forming an oil film between the piston ring and cylinder
liner, 2) Prevent blow-by of combustion gas and compressed gas by gas-sealing between the piston ring and
cylinder liner, 3) Prevent adhesion of sludge, deposits, etc. to the cylinder liner, piston and piston ring and 4)
Prevent corrosion by neutralizing sulfuric acid and other acid components formed by fuel combustion.
The temperature of the liner wall in general automotive diesel engines and trunk piston engines is
approximately 150°C to 180°C at most, whereas that of low-speed 2-stroke crosshead engines has a
distribution of around 100°C to approximately 280°C near the top dead center top ring, and thus is an
extremely severe lubrication condition. For this reason, the viscosity grade is set to SAE 50 (100°C
kinematic viscosity: 16.3 to 21.9 mm2/s). Because the fuel used in these engines is heavy fuel oil, which has
high sulfur content and much carbon residue, a large quantity of (overbased) metal-based detergent having an
action that neutralizes acids is blended in the cylinder oil. Moreover, because the soot and unburned fuel
(including degraded fuel components) generated by combustion of fuel that enters the cylinder oil and the
degradation products formed by degradation of the cylinder oil itself in severe use environments are
precursors of sludge and deposits, not only a detergent but also a dispersant is blended in the lubricant in
order to prevent adhesion of these substances in piston-ring grooves and other parts.
1.2 System Oils for 2-Stroke Crosshead Engines
Marine system oil provides lubrication for the crankcase and other parts of low-speed 2-stroke crosshead
engines. The roles of marine system oil are 1) Lubrication of the crosshead, piston pins, crankshaft, crankpins,
camshaft bearings, valve mechanism, gears, etc., 2) Lubrication of the PTO/PTI (Power Take Off/Power Take
In) gears, 3) Lubrication of the fuel servo pump, and 4) Piston cooling, etc.
In lubrication of bearings and similar components, a viscosity grade of SAE 30 is required because it is
necessary to operate under a fluid lubrication condition so that the bearings and shafts are separated by an oil
film and metal-to-metal contact does not occur, and engine startability deteriorates if the viscosity becomes
－1－
too high. In lubrication of the valve train, an anti-wear property and extreme pressure property are required.
An anti-wear property and extreme pressure property are also required in lubrication of the PTO and servo
pumps, and a lubricant having a certain load-carrying capacity in the FZG gear test is necessary to meet these
requirements. For piston cooling, system oil is supplied to the piston undercrown by way of the piston rod.
Because the undercrown cooling surface reaches a high temperature of 230°C or more, thermal stability is
required in the system oil, as it is necessary to limit the rise in oil viscosity in order maintain cooling
efficiency. A detergent capability is also required, as heat conduction will be hindered if deposits adhere to
the piston cooling surface, and in the worst case, this will lead to piston cracking. Formation of deposits is
also greatly affected by cylinder drip oil that leaks through the stuffing box. Cylinder drip oil contains soot
particles, cylinder oil degradation products, acid components, combustion water, unburned fuel, etc. A certain
degree of dispersibility is necessary in order to maintain cleanliness in the crankcase and storage tank.
However, if dispersibility is excessive, the purification effect of centrifugal purifier will be reduced, and filter
blockage, corrosion and other problems caused by water contained in the system oil have also been noted in
some cases. As water contamination of system oil by combustion water in the cylinder drip oil, condensation
in storage tanks, leakage of cooling water and centrifugal purifier seal water, etc., are conceivable, water
resistance and water separation properties are demanded.
1.3 Trunk Piston Engine Oils for 4-Stroke Engines
The trunk piston engine oils used in 4-stroke trunk piston engines are also called “cylinder/system dual
purpose oils” because they have functions that satisfy the requirements of both the marine cylinder oils and
system oils used with low-speed 2-stroke crosshead engines. The main roles of trunk piston engine oils are 1)
Bearing lubrication, 2) Piston cooling, 3) Cylinder lubrication and 4) Corrosion prevention. In high output
engines since 1990, leakage of fuel into the lubricating oil has increased, and so-called black sludge or black
paint (a viscous substance associated with asphaltene precipitation) has occurred in cases where the engine
oil had poor compatibility with the fuel. At present, makers are responding by using metal-based detergents
with excellent solubility for salicylates and other asphaltenes.
2. Optimal Base Number of Marine Engine Oils for Low Sulfur Fuels
After the year 2020, there are various concepts on where to set the proper base number for marine engine
oils when using low sulfur fuels with sulfur contents of 0.5%. The general thinking is that the value obtained
by discounting the base number (BN) when using the current high sulfur (2-3 %) heavy fuel oil in proportion
to the difference in the sulfur contents of the fuels is appropriate. For example, assuming a present sulfur
content of 3.5% and future content of 0.5%, the calculation for cylinder oil is 70-100BN × (0.5 / 3.5) ≒
10-20BN.
This can be considered to be the correct thinking if the priority is acid neutralization performance (function
of neutralizing acids originating from the sulfur component of the fuel, which are formed by combustion),
which is one of the roles of marine cylinder oils. However, another important function of marine cylinder oils
－2－
is cleaning performance (detergency; function of maintaining the engine in a clean condition). If detergency
is the priority, there are many cases in which the required performance does not decrease simply in
proportion to the difference in the sulfur contents of the fuels (in many cases, this trend is particularly
remarkable when the combustion quality of the fuel is not good). In these cases, it is desirable to use an oil
with a higher BN than that calculated as shown above. The details of the engines oils used with each type of
engine and each fuel are presented in the following.
3. Influence of Low Sulfur Fuel Use on Marine Engine Oil Performance
3.1 Cylinder Oils for 2-Stroke Crosshead Engines
1) Low sulfur heavy fuel oil

Low sulfur heavy fuel oil is a low sulfur fuel that contains residue components (asphaltene and polycyclic
aromatic components). It is manufactured by the following methods:
(a) Refining from low sulfur crude oil (S = 0.3 to 0.8%).
(b) Desulfurization of heavy fuel oil.
(c) Mixing distillates and high sulfur heavy fuel oil.
Although the above-mentioned methods are all conceivable, c) is thought to have the highest feasibility,
considering the limited crude oil producing regions and quantities for method a) and high refining costs for
method b).
While there are few actual results of the use of this type of fuel in 2-stroke engines (hereinafter, 2T engine),
a base number on the order of 40 mgKOH/g (abbreviated 40BN in the following) is considered appropriate
for cylinder oils. There are already numerous results of use in 4-stroke engines (4T engines). Although a
sulfur content of 0.5% is a significantly lower level than 2.5%, which is the average sulfur content of current
marine fuels, acid neutralization is still necessary. It is considered possible to use trunk piston engine oil
(abbreviated TPEO), which is an engine oil having asphaltene dispersion performance with a base number in
the range of 12 to 40BN.
2) Distillates
Distillates are fuels that do not contain an asphaltene component and also correspond to ULSFO
(Ultra-Low Sulfur Fuel Oil; sulfur content < 0.1%). Although application of this type of fuel to 2T engines is
currently limited (action for ECA areas), engine makers recommend a 17 to 25BN oil as the application
cylinder oil. Numerous actual results already exist for 4T engines, and TPEO with BN of 12 to 20 is used.
Because the fuel does not contain an asphaltene component, asphaltene dispersion performance is
unnecessary, but increased oil consumption due to liner lacquering and deterioration of combustion
characteristics associated with decreased fuel quality (aromatic content and evaporation characteristics) have
occurred in rare cases. TPEO formulated with a low BN or Mg-based detergent is sometimes recommended,
but conversely, there are also cases in which a TPEO with a high dispersion capability (salicylate detergent
blend or increased dispersant formulation) for aromatic components is effective.
－3－
3.2 System Oils for 2-Stroke Crosshead Engines
Because the combustion chamber and crank chamber (crankcase) of low-speed 2-stroke crosshead engines
are separated by a stuffing box, as described above, the sulfur content of the fuel has virtually no influence
on the system oil used to lubricate the crankcase.
3.3 Trunk Piston Engine Oils for 4-Stroke Engines
Many actual results of use of low sulfur fuels are already available for 4-stroke engines. Although the
sulfur content of 0.5% is a significantly lower level than that of the high sulfur heavy fuel oil (average sulfur
content of approximately 2.5%) used until now, an acid-neutralizing capability is necessary. Engine oils
which have an asphaltene dispersion capability at base numbers in the range of 12 to 40BN are used.
4. Development of Marine Engine Oils for the Future
At the 72nd meeting of the MEPC (Marine Environment Protection Committee), which is an organization
under the IMO, the GHG (Green House Gas) reduction strategy of the IMO was discussed, and as mid- to
long-term goals, a 50% reduction of GHG emissions in all marine shipping against the baseline year of 2008
by 2050 and efforts to reduce GHG emissions to zero as early as possible in this century were adopted. Based
on this result, promotion of the development of various technologies for reducing GHG, beginning with CO 2 ,
is expected in the future. Use of natural gas (LNG) can be mentioned as one such technology. Because use of
natural gas can reduce not only CO 2 , but also SOx and PM (particulate matter) in exhaust gas, it has been a
focus of interest as a marine fuel of the future. However, issues still remain, including expanded use of
LNG-fueled ships and improvement of the LNG infrastructure. JXTG Nippon Oil & Energy Corporation is
engaged in the development of a cylinder oil for LNG engines in order to encourage wide adoption of LNG
in the future. Based on this company’s propriety technology, this cylinder oil satisfies both cleaning
performance, which becomes a problem when using sulfur-free natural gas, and suppression of ash
accumulation (prevention of the accumulation of surplus ash which is not used in acid neutralization in the
pistons, and thereby preventing abnormal wear). It also imparts abnormal combustion (pre-ignition)
suppression performance, thereby preventing pre-ignition caused by LNG with a poor combustion quality
(low methane number).
In addition, “fuel efficiency” can also be mentioned as a lubricating oil technology contributing to CO 2
reduction. Although fuel-efficient engine oils are already in general use in automotive applications,
application to marine engine oils is still rare. This company is developing new fuel-efficient marine engine
oils in anticipation of stricter CO 2 regulations in the future. By utilizing knowledge in connection with
automobiles in this fuel-efficient formulation technology, we intend to realize low viscosity and low friction
performance contributing improved fuel economy, while continuing to maintain reliability, which is a priority
in ships.
－4－
Improvement in Lubricity and Cold Flow Property of Low-Sulfur Fuel Oil
with Fuel Oil Additives *
– Nippon Yuka Kogyo’s Chemical Products for Low Sulfur Fuel Oil –
Katsuya NARITA***, Atsushi TAKEDA**, Shinta SASAKI***
(2148-3 Kamiyabe-cho, Totsuka-ku, Yokohama)

1. Introduction
Marine transportation by ships plays a critical role as a

2. Fuel Oil Additives
lifeline supporting our everyday lives and industry. On the
Fuel oil additives are used for various purposes. For liquid
other hand, however, regulations on the sulfur content in
fuel oils (heavy oil, gas oil, etc.), in addition to prevention of
marine fuel oil have been strengthened by the MARPOL
trouble caused by fuel oil in engines, boilers, etc., these
Convention in order to reduce the adverse effects of SOx
include prevention of reduced engine efficiency,
(sulfur dioxides) and PM (particulate matter) in exhaust gas
improvement of the ignition and combustion properties of
from ships on human health and the environment, and the
fuel oils, including suppression of black smoke, fuel
response to those regulations has become an urgent issue.
consumption economy, etc. Although fuel oil additives are
Accompanying this type of environmental regulation,
also called combustion improvers, there are also additives
marine fuel oil formulation and production methods have
that are not necessarily used only to assist combustion, but
become more complex, and diversification of fuel oil
also for other purposes, such as emulsion breakers for
properties is foreseen.
separation of moisture in the fuel oil, mold inhibitors, etc.
Decreases in SOx and PM are expected by use of lower
The main types of fuel oil additives are sludge dispersants,
sulfur fuel oils, but due to concerns about poor compatibility
which prevent the formation of asphaltene sludge in heavy
and issues related to lubricity and the cold flow property
fuel oil C; combustion ash modifiers (vanadium attack
owing to the low sulfur content and low viscosity of fuel oils
suppressors that prevent reduction of boiler efficiency) 1) for
conforming to regulations in and after 2020, a working
prevention of damage and corrosion caused by combustion
group on revision of ISO 8217 (ISO/TC28/SC4/WG6) and
ash containing vanadium/sodium, which are found in heavy
CIMAC WG7 “Fuels” are currently conducting discussions
oil and have both a low melting point and corrosivity;
and study of items to be reviewed in the next ISO standard.
lubricity improvers 2) for prevention of abnormal wear and
Under these circumstances, manufacturers of related
sticking of fuel injection pumps and gear pumps due to the
chemical products for ships, including Nippon Yuka Kogyo,
low lubricity of low sulfur fuel oils such as distillates, etc.;
are carrying out product development of fuel additives that
cold flow property improvers, 3) which are used as a
respond to concerns regarding the properties of fuel oils, etc.
countermeasure against deterioration of fluidity due to
for safer, more efficient use of increasingly diverse marine
solidification of LSGO, MGO and other distillates at low
fuel oils.
temperatures; and PM and black smoke inhibitors 4),5) for
In summarizing the related technologies supporting the
combustion of gas oil, heavy fuel oil A and MDO. In
ship and offshore sectors in this Special Issue, among NYK's
addition to those types, fuel oil additives also include
marine chemical products developed over many years, this
emulsion breakers for separation of the water contained in
article introduces fuel oil additives.
heavy fuel oil C, mold inhibitors for suppression of the
------------------------------------------------------
growth of mold and formation of mold sludge in gas oil and
* Date received: August 29, 2018
heavy fuel oil A, etc.
** Regular Member, Japan Institute of Marine Engineering,
Nippon Yuka Kogyo Co., Ltd.
(2148-3 Kamiyabe-cho, Totsuka-ku, Yokohama)
*** Non-member Nippon Yuka Kogyo Co., Ltd.
－5－
pumps and gear pumps accompanied with decreased

Table 1 Examples of fuel oil additives for various applications lubricity, which could not have occurred in the past in
Application Example of fuel oil normal ship operation. In addition, because the fuel oil tanks
additive in which LSGO and LSDO are stored are not normally
Sludge Dispersant (for asphaltene Yunic 555D heated, growth of mold in the fuel oil due to contamination
sludge inhibition and dispersion) by dew condensation water, etc. is also a concern.
Combustion Ash Modifier Yunic 600S Series The fuel oil additive Yunic 750LS-F was developed for
(suppression of vanadium attack to the purposes of lubricity improvement and mold inhibition.
prevent decreased boiler efficiency) It is possible to realize both of the effects of lubricity
Lubricity Improver Yunic 700LS improvement and prevention of mold sludge growth by
Lubricity Improver & Mold Inhibitor Yunic 750LS-F adding this additive to LSGO, LSDO, and heavy fuel oil A,
Cold Flow Property Improver Wax Breaker as described below.
PM, Black Smoke Inhibitor Econofree A
Emulsion Breaker Yunic 300 3.2 Improvement of Lubricity
Mold Inhibitor Destol F The lubricity of fuel oil is generally considered to
display a correlation with factors such as the kinematic
As a result of reduction of the allowable sulfur content of viscosity, sulfur content, etc. of the fuel oil (Table 2). As a
marine fuel oils under the stricter environmental regulations method for evaluating the lubricity of fuel oils, ISO 8217:
of recent years, it is thought that the production methods for 2012 provides HFRR (High Frequency Reciprocating Rig,
marine fuel oils will become more diverse than at present, Fig. 1) method, in which lubricity is evaluated by the
and accompanying this, the properties of fuel oils will also diameter of the wear scar on a test steel ball (wear scar
become more diverse. However, there is concern that new diameter of 520 μm or less with DMA or DMB grades).
characteristics of fuels which had not existed until now may When Yunic 750LS-F was added to LSGO supplied in
cause trouble in conventional engines and other equipment. various regions of the world and its lubricity improvement
This Special Issue presents a commentary on the effect was investigated, improvement (reduction) of the
applications, effects, etc. of two types of fuel oil additives for HFRR wear scar diameter was confirmed in all samples, and
which heightened needs are expected in the future: a in any case, the wear scar diameter was improved to 460 μm
lubricity improver & mold inhibitor and a cold flow or less (EN590 (European gas oil standard), ISO 12156-2),
property improver. as recommended by the respective engine makers, with the
dosing rate of 1/2500 (standard dosing in case of sulfur
content of 0.10 % or less). Tables 2 and 3 show the HFRR
3. Lubricity Improver & Mold Inhibitor
(Yunic 750LS-F) test results for dosing of Yunic 750LS-F to LSGO.
3.1 Application 3.3 Mechanism of Lubricity Improvement

Beginning on January 1, 2015, much of the fuel used in Regarding the lubricity improvement effect, because
Emission Control Areas (ECA) changed from low sulfur Yunic 750LS-F comprises an oil soluble base whose main
fuel oil (LSFO) with a sulfur content of 1 % or less to low ingredient forms an oil film and a polar group which is
sulfur gas oil (LSGO) or low sulfur heavy fuel oil A (LSDO) adsorbed on the metal surface, it is thought that this additive
both with a sulfur content of no more than 0.10 %. prevents metal-to-metal contact by forming a strong oil film
Moreover, consumption of LSGO and LSDO is also on the metal surfaces of sliding parts and fitted parts such as
expected to increase in the future, since it has been decided fuel pumps, gears, etc., and that effect improves (increases)
that the sulfur content in marine fuel oil used in all areas lubricity and reduces wear, as shown in Fig. 2 and Fig. 3.
others than ECAs will be limited to no more than 0.50 %
Table 2 Factors related to lubricity
from January 1, 2020. Because the lubricity of the
distillate-based fuel oils called LSGO and LSDO is Lubricity Good ⇔ Poor
sometimes poor, various types of equipment problems are HFRR wear scar Small ⇔ Large
feared, such as abnormal wear and sticking of fuel injection diameter
－6－
Sulfur content High ⇔ Low

HFRR test results
Kinematic viscosity High ⇔ Low
Fuel oil temperature High ⇔ Low
Test device
Load
1mm
reciprocation
Fuel oil
distance,
No additive Dosing with Yunic 750SLS-F
50 Hz
Fig. 3 Comparison of wear scar diameters on metallic steel ball

Steel ball Steel plate (Left: fuel oil with no additive, right: 1/2500 dosing with
Test device Enlarged diagram
750LS-F.)
Product performance evaluation method

3.4 Inhibition of Mold Sludge
In cases where a fuel oil tank contains water such as dew
condensation water, etc., or is contaminated with mold or
mold spores (also existing in the air) from external sources,
mold mycelia may proliferate, using the fuel oil as a nutrient,
Scar on steel ball Scar on steel ball
Large HFRR scar diameter Small HFRR scar diameter if the conditions for growth are satisfied. These mold growth
conditions are considered to be a nutrient (fuel oil), water
Poor lubricity Good lubricity
and an appropriate temperature (20 to 40°C). Mold also
Fig. 1 HFRR (High Frequency Reciprocating Rig) test device proliferates at the interface between the fuel oil and water
(A smaller wear scar indicates higher lubricity.) (Fig. 4, 5). Because fuel oil tanks containing LSGO, LSDO,
gas oil, heavy fuel oil A, etc. are not heated, owing to the
low viscosity of these fuels, these tanks offer the ideal
600 μm oil / no dosing
500 μm oil / no dosing

conditions as a growth environment when mold is present.
HFRR wear scar diameter (μm)
The mold that proliferates in fuel oil tanks using the fuel
oil as a nutrient forms mold sludge. This substance cannot
be removed easily, as it is impossible to dissolve with
cleaning agents, etc. There is concern that this fibrous
proliferated mold sludge may clog the fuel oil strainer in the
process of flowing down from the fuel oil tank to the engine
side, and as a result, serious engine trouble such as generator
engine blackout, etc. may occur.
Dosing rate of Yunic 750LS-F Dosing with Yunic 750LS-F imparts mold inhibition
Fig. 2 Effect of Yunic 750LS-F on various types of LSGO. performance to fuel oil. As a result, if dosed fuel oil is
(0 on the x-axis is the value with no dosing of the additive) present, its mold growth inhibition performance is effective
over an extended period of time, and it also has the effect of
inhibiting proliferation of mold that has already occurred.
Since existing mycelia are gradually broken up after
addition, it is possible to prevent clogging of fuel oil
strainers and fuel piping, and to prevent accumulation of
mold mycelia in fuel tanks (Fig. 6).
3.5 Confirmation of Performance and Effects

The lubricity performance of Yunic 750LS-F was
confirmed by using actual fuel oil samples, and a Statement
－7－
of Fact was received from a third-party organization in

Yunic 750LS-F, showing condition
March of 2018. In addition, a patent as a hybrid-type fuel oil
additive which satisfies both lubricity improvement and
mold sludge inhibition was granted in July 2018.
(registration No. 6371687, name of invention: Mold
inhibition and lubricity improving additive composition for
fuel oils).
Growth conditions for mold
Nutrient
Fuel oil
With no additive Dosing with Yunic 750LS-F
Appropriate temperature (20-40 °C)
Mold sludge formation zone

Fig. 6 Comparison of mold growth inhibition effect of Yunic
Accumulated water in fuel oil tank
Water
Mold sludge 750LS-F, showing condition after 2 months. (Left: Fuel oil with no
additive, right: 1/2500 dosing with Yunic 750LS-F.)
Fig. 4 Growth conditions for mold (nutrient, appropriate
temperature: 20-40°C, water) Table 3 Properties of Yunic 750LS-F and related law, etc．
Appearance Light yellow to light brown transparent liquid
Kinematic 15 to 30 cSt @ 50°C
viscosity
Density 870 to 910 kg/cm3 @ 15°C
Flash point 67°C; PM closed cup method
(Pensky-Martens closed cup method)
Main Fatty acid, nitrogen compound, petroleum
composition solvent
Standard dosing 1/2500 (400 ppm)
rate
Related law Fire Services Act: Class 4 of hazardous
materials, Class 2 Petroleum, Fire danger
rating III
4. Cold Flow Property Improver Fuel Oil Additive

（Wax Breaker）
4.1 Application
Beginning in 2015, the sulfur content of fuel oils used in
Fig. 5 Photomicrographs of mold. ECAs was lowered to 0.10 % or less, and from 2020, the
Global Cap will be strengthened to 0.50 % or less. However,
with some of the distillate-based fuel oils such as LSGO, etc.
supplied in various regions of the world in recent years, cold
flow property problems due to blockage of filters and
solidification (crystallization) of the fuel oil in fuel oil tanks
under low temperature conditions have occurred from time
to time. These problems are caused by solidification and
precipitation of the long chain normal hydrocarbons
－8－
(paraffin wax, etc.) contained in the fuel oil at low however, the analysis results showed that the trouble MGOs
temperatures, and solidification of part or all of the fuel oil, contained many normal hydrocarbons such as C20 and
resulting in a loss of fluidity. higher (melting point > 30°C). Due to their high melting
ISO 8217: 2017 sets a limit value for the pour point (PP; points, these components have the characteristic of easily
see Note 1) for the DM class (distillate grade). However, the solidifying and crystallizing at room temperature, and thus
fact that no limit value was set for the Cold Filter Plugging are one cause of cold flow property trouble. For this reason,
Point (CFPP; Note 2), which can actually be used as an there are cases in which fuel oil strainers and piping are
indicator of the occurrence of filter blockage, is also thought blocked and transfer of fuel oil becomes impossible under
to be one reason for the appearance of fuel oils with inferior conditions where the fuel oil is cooled to a low temperature.
cold flow properties in the market.
Trouble MGO ① Trouble MGO ② General MGO
“Wax Breaker” is a fuel oil additive that can improve the
MGO①
Cold Filter Plugging Point (CFPP) and Pour Point (PP). By
MGO②
dosing LSGO, MGO and other distillates in the
above-mentioned DM class with Wax Breaker, it is possible General MGO
to improve the cold flow properties of fuel oils which are a

concern during voyages in wintertime or in cold climates,
and thereby prevent situations in which it is impossible to
transfer fuel oils due to solidification of the fuel, blockage
trouble in fuel oil strainers and purifiers, and similar
Precipitation of wax component
problems.
Fig. 7 Image of GC-MS analysis results of general MGO and
Note 1: Pour Point (PP) MGOs that caused strainer blockage (trouble MGO)
Corresponding test standards: ISO 3016, ASTM D97, JIS K
2269 4.3 Improvement of CFPP and PP
Defined as the lowest temperature at which a specimen Because fuel oil with a high Cold Filter Plugging Point
flows when a specimen in a test tube is heated to 45°C and (CFPP) tends to have a high content of hydrocarbons and
then cooled by the prescribed method without stirring. (In other high melting point substances (e.g. paraffin wax, etc.),
ISO 3016 and JIS K 2269, PP is defined as the temperature the wax component that precipitates when the oil is used at a
calculated by adding +2.5°C to the temperature at which low temperature causes strainer and piping blockage, and
absolutely no movement of the specimen is observed.) the possibility of trouble such as generator engine blackout,
etc. is a concern.
Note 2: Cold Filter Plugging Point (CFPP) The results of a verification of the cold flow property
Corresponding test standards: IP 309 or IP 612, JIS K 2288 improvement effect of Wax Breaker are shown in Fig. 8.
Defined as the temperature at which the filtration time The Wax Breaker dosing rates for MGO and LSGO were
for 20 mL of a specimen exceeds 60 s or the temperature at 1/2000, 1/1000 and 1/500. (The standard dosing rate is
which the specimen no longer passes through a wire mesh 1/2000; this is the dosing rate assuming a use condition with
filter, when a specimen in a test tube is vacuum-filtered a minimum temperature of 5°C in the engine room.) The
through a wire mesh having an opening size of 45 μm. results confirmed that the Cold Filter Plugging Point (CFPP)
was improved (reduced) to +5°C or less. (In almost all cases,
4.2 Causes of Cold Flow Property Trouble improvement (reduction) to +5°C or less is possible with a
Figure 7 shows an image of the distribution of chain dosing rate of 1/2000. However, improvement to +5°C or
length of hydrocarbons detected by GC-MS (Gas less is also possible with some high CFPP fuel oils by using
Chromatograph Mass Spectrometry) analysis for a general a dosing rate of 1/500.)
gas oil (MGO) and gas oil (trouble MGO) with which cold Regarding improvement of the Pour Point (PP), the
flow property trouble (strainer blockage) occurred. In many results confirmed that addition of Wax Breaker to MGO and
cases, general MGO shows a chromatograph with a LSGO at a dosing rate of 1/2000 improves (reduces) PP to
distribution containing a large number of normal -10°C or less
hydrocarbons in the range of C13 to C18. On the other hand,
－9－
No dosing.
Relationship of fuel oil Pour Point and dosing rate Wax crystals
Y growth is delayed.
Crystals grow to large
i
X growth is fast.
Z growth is fast.
Crystal refinement and improvement of the cold flow property
Dosing with Wax Breaker.
Relationship of fuel oil Cold Filter Plugging Point and dosing rate Accelerates Y growth..
Crystal size is small.
Suppresses X growth.
Suppresses Z growth.
Fig. 9 Image of cold flow property improvement
4.5 Notes on Use of Cold Flow Property Improvers

Fig. 8 Examples of improvement effect of Wax Breaker for fuel As one point to note when using a fuel oil additive for
oils with high Pour Point (PP) and Cold Filter Plugging Point the purpose of improving cold flow properties (CFPP and
(CFPP). (Top: PP improvement effect, bottom: CFPP improvement PP), the effect of the additive is controlled by its
effect.) compatibility with the fuel oil. The PP and CFPP
improvement effects of the fuel oil additives of various
4.4 Principle of Improvement of Cold Flow Property companies are compared in Fig. 10 and Fig. 11, respectively.
Figure 9 shows an image of crystal refinement of the The additives produced by all companies were effective
wax component and improvement of the cold flow property. for improving (reducing) the Pour Point (PP) when used at
At temperatures below the melting point of wax, the wax small dosing rates, but in some cases, the CFPP
component contained in normal hydrocarbons in fuel oil improvement effect could not be considered adequate.
grows in the form of laminar crystals as the molecules align Moreover, if the dosing rate is increased, the improvement
in a regular order. In Fig. 9, when an additive is not used at (reduction) effect is not necessarily in proportion to the
+5°C, complete solidification occurred, and the crystallized increase. Where this is concerned, the length of the carbon
wax has grown to a large size. In contrast, with advance chain that forms the molecular skeleton of the fuel oil
dosing of Wax Breaker, the active ingredient of the additive additive composition and the carbon chain length and
prevents alignment (crystallization) of the wax molecules skeleton of the hydrocarbons contained in the fuel oil must
and inhibits and limits crystal growth. Because crystals are be similar, and as a feature of additives, the effect of the
limited to a small size, solidification does not occur and the additive will differ depending on the balance of those
flow property of the fuel oil is maintained. components. Accordingly, when a fuel oil additive is to be
used for improvement of cold flow properties (particularly
Cold Filter Plugging Point, CFPP, which is related to filter
blockage), it is desirable to confirm the properties of the
hydrocarbons (length and distribution of carbon chains)
contained in the object fuel oil by a GC-MS analysis, and
select a fuel oil additive with good compatibility. (It may be
noted that Wax Breaker was designed with the optimum
composition for effectiveness with recent MGO and LSGO
fuels.)
－10－
Table 3 Properties of Wax Breaker and related law, etc.

Appearance Light yellow (transparent to slightly cloudy)
liquid
Kinematic 20 to 30 cSt @ 50°C
viscosity
Density 890 to 920 kg/cm3 @ 15°C
Flash point 66°C; PM closed cup method
Main Surfactant, polymer material, petroleum
Company A. additive.
Company B additive composition solvent

Standard dosing 1/2000 (500 ppm)
rate
Related law Fire Services Act: Class 4 of hazardous
Fig. 10 Comparison of Pour Point (PP) improvement effect materials, Class 2 Petroleum, Fire danger
rating III
5. Conclusion
In this Special Issue (Chemical Products Among Related

Technologies Supporting Ship and Offshore Sectors), two
recently-developed fuel oil additives were introduced.
However, concerns such as the compatibility, ignitability, etc.
Company A. additive.
of fuel oils with lower sulfur contents are expected after
Company B additive 2020, when the Global Cap on sulfur contents takes effect.
In order to respond to the needs of users, Nippon Yuka
Kogyo will continue to develop and supply environment-
friendly products in the future so as to contribute to
Fig. 11 Comparison of Cold Filter Plugging Point (CFPP) preventing ship trouble, minimizing reduced efficiency, etc.
improvement effect
References
4.6 Confirmation of Performance and Effects
Verification of the cold flow property improvement 1) Iijima et al., Journal of the Japan Institute of Marine
effect of Wax Breaker was conducted by a third-party Engineering (JIME), 42-3(2007-3), 366-371.
organization in March 2018, and a Statement of Fact was 2) https://www.nyk.com/release/787/NE_100603.html
obtained. Improvement of the Pour Point (PP) and Cold 3) https://www.nyk.com/news/2017/1189256_1521.html
Filter Plugging Point (CFPP) by dosing with Wax Breaker 4) Miyano et al., Journal of JIME, 39-4 (2004-4), 244-249.
was confirmed for the actual fuel oil samples (MGO and 5) Takeda et al., Journal of JIME, 43-1 (2008-1), 21-26.
LSGO) used in the verification.
－11－
Separation Performance of Fuel Oil Purifiers

Mitsubishi Kakoki Kaisha, Ltd.
1. Separation Theory
Multiple truncated cone-shaped separating plates

called “discs” are installed in the bowl to improve
separation efficiency (see Fig. 1). The action of the
discs is as follows.
The oil being treated flows through the distributor
as shown by the arrow in Fig. 1. Particles are
separated and captured in the spaces between the
discs, and the purified oil is discharged from the
system through the purified oil outlet. The separated
water accumulates outside of the oil and is
discharged from the heavy liquid impeller through
the space between the top disc and the bowl hood.
The solid fraction accumulates in the sludge space
in the peripheral part of the bowl and is discharged at
appropriate times by valve discharge operation.
In Fig. 2, particles mixed in the liquid are subjected to the action of centrifugal force at point a and the force
generated by the liquid flow.
In the X direction, the particles have a speed that reduces the X direction component of the settling velocity
due to the centrifugal force from the flow velocity of
Purified oil
the liquid, and in the Y direction, they have the speed outlet
of the Y direction component of the settling velocity. Disk

Therefore, the particles reach the disc back surface a’
by the trajectory shown by the dotted line. Fluid
a’ velocity
On the other hand, because the fluid is a laminar
flow between the discs, the fluid velocity in the X
a
direction becomes 0 at the back surface of the disc.
Y
X
The particles at a’ are subjected only to the action of
centrifugal force, and as a result, those particles slide Fig. 2 Particle motion between discs
along the back surface of the disc and are transferred
Axis of rotation
in the direction of the sludge space, where they are Fig. 1 Section drawing of Mitsubishi Selfjector bowl
separated and removed. and flow of oil
－13－
The gap between the discs (distance in the Y direction) is extremely small in Mitsubishi Selfjectors, being no
more than 1 mm. In other words, particles are separated and removed if they are transferred across the very short
distance in the Y direction between the discs.
The separation effect of a fuel oil purifier is improved by reducing throughput, and by reducing the viscosity and
density of the liquid. This is because the transfer distance a → a’ is shortened by the decrease in the action of the
force generated by the liquid flow in the X direction due to the lower treatment flow rate and the lower viscosity
of the liquid. Moreover, the difference in the specific gravities of the particles and the liquid is increased by
decreasing the density of the liquid, and this acts in the direction of improved separation performance.
Conversely, in the case of higher flow rate and higher viscosity, the action of the force due to the liquid flow in
the X direction increases, and the transfer distance a → a’ becomes longer. This results in an increase in the
number of particles that flow out from the purified oil outlet and a decrease in separation efficiency.
With high density liquids, the difference in the specific gravities of the liquid and the particles decreases, and
this acts in the direction that deteriorates separation performance (see Fig. 3).
Low flow rate High flow rate

Low viscosity Disk
Disk High viscosity
Low density High density
a’
High efficiency Low efficiency

a’
a a
Y Y
X Low viscosity X
High viscosity
liquid liquid
Fig. 3 Relationship between flow rate-viscosity-density and particle motion
2. Fuel Oil Purifier Operation Methods
When selecting a fuel oil purifier, a model that enables treatment with one unit is generally selected, but an
additional unit of the same model is also installed as a stand-by unit.
When the properties of replenished fuel oil are lower in quality than the planned fuel oil (higher viscosity and
increased content of FCC catalyst (fluid catalytic cracking: cat fines), the spare unit is also used. Parallel operation
with the main unit is recommended, with the oil flow-through rate of each unit set to 50 % of the planned
flow-through rate (see Fig. 4).
In addition to parallel operation, series operation is also possible. In this method, the fuel oil treated by one of
the two Selfjectors units in the first stage (primary purifier) undergoes further purification by the other Selfjector
in the second stage (secondary purifier; see Fig. 5).
－14－
Fig. 4 Flow diagram of parallel operation.
Fig. 5 Flow diagram of series operation.
3. Separation Performance with Actual Fuel Oil
3.1 Treatment Flow Rate and Cat Fine Separation Efficiency
In section 1, it was noted that the separation effect of a fuel oil purifier is improved by reducing the
flow-through rate. In order to confirm the separation performance for cat fines when the flow-through rate is
reduced, a separation performance test was carried out using sample fuel oils with three different cat fine
－15－
concentration levels, in which the formulation of the base oil, cutter stock oil, etc. were varied. The test was
conducted with the cooperation of an oil manufacturer. The flow-through rate was compared under the four
conditions of 100 %, 75 %, 50 % and 25 % of capacity with respect to the sample oils (380 mm2/s @ 50 °C).
【Test conditions】
Purifier type and rated

SJ35H 3,900 l/h (380 mm2/s at 50 °C)
treatment capacity
Operation method Clarifier operation
Flow rate conditions 3,900 L/h (100 %) 2,925 L/h (75 %) 1,950 L/h (50 %) 975 L/h (25 %)
S-2 (concentration corresponding S-3 (approximately
Fuel oil sample No S-1 (out-of-spec)
to standard value) 1/2 of standard value)
Al+Si concentration
130 mg/kg 52 mg/kg 36 mg/kg
before purification
Kinematic viscosity
92 mm2/s 265 mm2/s 426 mm2/s
(50 °C)
Oil flow-through
Temperature at which viscosity of each sample fuel oil becomes 35 mm2/s. *1
temperature during test
Density (15 °C) 0.998 g/cm3 0.997 g/cm3 0.989 g/cm3
Water content 0.01 vol% or less *2
(1) FCC catalyst (Al, Si) concentration: ICP emission spectroscopy (ISO 10478)
Analysis method (2) Particle distribution of insoluble fraction of xylene: Particle counter for liquids
(ISO 11171 calibration)
*1 The viscosity of the high FCC samples decreased due to the increased blending of slurry oil (density also increased). In order to meet the
treatment viscosity condition in the oil purifier, the treatment temperature during the test was adjusted so that fuel oil having viscosity of
380 mm2/s at 50°C satisfied “35 mm2/s” at 98°C.
*2 In this test, the test was performed at a low water concentration so that there would be no difference in the test results due to the water
content or emulsions.
Table 1 Test conditions
【Test Results】
 The cat fine separation efficiency of the three fuel oil samples was generally on the order of 80 % (see
Graph 1).
 Looking at the particle size distribution and the separation efficiency by particle size distribution for
sample No. S-2, a separation efficiency improvement effect by reducing the flow-through rate was also
confirmed. The separation efficiency improvement effect when flow-through rate was reduced was
particularly remarkable in the case of fine particles with a size of 2-5 μm (see Graph 2, Graph 3).
－16－
150
135 130 Purifier Inlet
CAT Fine concentration
120 3,900 l/h(100%)

105 2,925 l/h(75%)
1,950 l/h(50%)
90
(mg/kg)
975 l/h(25%)
75
60 52
45 90.0% 84.6% 36 77.8%
93.1% 93.1% 86.5% 90.4% 83.3% 83.3%
30 94.6% 92.3% 88.9%
13 9 9 8 8
15 7 7 5 4 6 6 4
0
S-1 S-2 S-3
Sample No,
Graph 1 Treatment flow rate of SJ35H purifier and cat fine concentration
1,000,000
Purifier inlet
3,900 l/h(100%)
100,000 2,925 l/h(75%)
1,950 L/h(50%)
975 l/h(25%)
Q'ty of particles (Per 1g of oil)
10,000
1,000
100
10
1
2～5μm 5～10μm 10～15μm 15～20μm 20～25μm 25～30μm
Particle size range
Graph 2 Treatment flow rate of SJ35H purifier and particle size distribution (Sample No. S-2, insoluble xylene)
－17－
100.0%
95.0%
Separation efficiency (%)
90.0%
85.0%
80.0%
3,900 l/h(100%)
75.0%
2,925 l/h(75%)
70.0%
1,950 l/h(50%)
65.0% 975 l/h(25%)
60.0%
2～5μm 5～10μm 10～15μm 15～20μm 20～25μm 25～30μm
Particle size range
Graph 3 Treatment flow rate of SJ35H purifier and separation efficiency by particle size distribution
(Sample No. S-2, insoluble xylene)
3.2 Operation Method and Separation 20

CAT Fine concentration
Performance
15
(mg/kg)
10 8
Using sample oil No. S-2 (cat fine concentration: 7
5
52 ppm), a test was performed to confirm the 5
difference in the separation effects of parallel 0

Purifier Outlet Primary Secondary
operation (50 % of rated flow-through rate: 1,950 purifier outlet purifier outlet
l/h) and series operation (series operation at rated 1,950 l/h Parallel 3,900 l/h Series operation
operation
flow-through rate: 3,900 l/h).
In the case of series operation, the separation
Graph 4 Cat fine separation efficiency by parallel
effect of the secondary purifier was slight (see Graph
and series operation of SJ35H (Sample No. S-2)
4). As the result of an analysis of the cat fine
concentration, it was found that parallel operation
had a higher purification effect than series operation,
and also had higher separation efficiency by particle
size distribution (see Graphs 5 and 6).
－18－
1,000,000
Purifier inlet
Parallel operation
100,000
Series operation Primary purifier
Series operation Secondary purifier

Q'ty of particles (Per 1g of oil)
10,000
1,000
100
10
1
2～5μm 5～10μm 10～15μm 15～20μm 20～25μm 25～30μm
Particle size range
Graph 5 Particle size distribution by parallel and series operations SJ35H (Sample No. S-2, insoluble xylene).
100.0%
95.0%
Separation efficiency (%)
90.0%
85.0%
80.0%
75.0% Parallel operation
70.0% Series operation - Primary purifier
65.0% Series operation - Secondary purifier
60.0%
2～5μm 5～10μm 10～15μm 15～20μm 20～25μm 25～30μm
Particle size range
Graph 5 Separation efficiency by particle size distribution in parallel and series operations of SJ35H
(Sample No. S-2, insoluble xylene)
－19－
4. Conclusion
 From the results of these tests, it was demonstrated by actual tests separation efficiency is improved by
operating at a lower flow-through rate than the theoretical rate. In particular, reducing flow-through rate
made a large contribution to improvement of the separation performance of fine particles with sizes of
5 μm and smaller, i.e., particles with small masses.
 In a comparison of parallel operation and series operation, the results showed that higher separation
efficiency can be obtained with parallel operation. As reason for this difference, it is inferred that almost
none of the particles that the primary purifier failed to capture can be captured by the secondary purifier
because series operation is performed with both units in operation at 2 times the flow-through rate in
parallel operation.
 In these tests, the effect of reduced separation efficiency due to water and emulsions was not considered.
Moreover, although separation efficiency is controlled by many factors, beginning with the fuel oil
refining method, it is possible to obtain high separation efficiency by applying a combination of
countermeasures, including proper handling of the fuel oil, operation of filters and tanks, use of additives,
etc.
－20－
Introduction of research work on combustion quality of residual fuel oil
Koji Takasaki
As mentioned in the guidance, In the case that

1. Introduction VLSFO is produced by heavy blending of sub-
products of FCC process, like LCO (Light Cycle
As already mentioned in the guidance itself, Oil) and CLO (Clarified Oil), it becomes high-
VSLFO is categorized as Residual fuel in ISO aromatic and would be hard to ignite and hard to
8217. It is predicted that the properties of VLSFO burn well.
in some areas will drastically change from
conventional HFO (Heavy Fuel Oil) and some 2. Examples of past studies on combustion
potential problems are expected. Figure 1 is quality of high-aromatic fuels1) ～4)
quoted from CIMAC Circle at SMM 2018.
According to the figure, the following properties of
ClassNK ever investigated the engine troubles
VLSFO should be cared by users.
caused by poor combustion quality of some kind
Items ⅰ .‘Stability’ and ⅱ .‘Compatibility’ in the of low sulphur bunker fuel. The process of
figure are related to problems that happen before investigation and some results were reported in
fuel enters into engine. Residual portion in VLSFO detail in the "Guidance for Measures to Cope with
contains asphaltenes. Both itemsⅰ. and ⅱ.are Degraded Marine Heavy Fuels, Version II" issued
related to the sludge formation by asphaltenes by ClassNK in 2008.
deposition. If VLSFOs are divided into three
groups depending on their main chemical Origin of the study was as follows. Around 2000,
components as high-paraffinic, high-aromatic and main engines of ocean-going ships that bunkered
intermediate, the high-paraffinic fuels have lower at certain ports in the US West Coast suffered the
stability and compatibility. On the other hand, troubles, mainly tribological like abnormal wear of
aromatic hydrocarbons reduce the risk of sludge piston ring and cylinder liner scuffing.
formation.
Two causes for such problems were considered.
Items, ⅲ .‘Ignition -knocking’ and ⅳ .‘Burn out - One was ‘FCC cat-fines’, Al and Si particles
deposits’ are connected with troubles that occur in remaining in the fuel. However, it was estimated
engine itself. In contrast to the above-mentioned that the cause of troubles was not cat-fines as
itemsⅰ. and ⅱ., the high-aromatic fuels cause content of it in the troubled fuels was small
enough.
more problems related to the items ⅲ. and ⅳ.
than the high-paraffinic ones. One more possible reason was some poor
combustion. At that time, as many trouble-making
Itemⅲ. refers to diesel-knock caused by a poor fuels showed unusual distribution of distillation
ignition quality especially at low-load of high- and temperature and a high rate of aromatic
medium-speed four-stroke engines. Item ⅳ. ‘Burn hydrocarbons, combustion characteristics of such
out -deposits’ would be most difficult to fuels were mainly examined.
understand for VLSFO users. This appendix
explains this item in detail, i.e. troubles by As a start of the long-term research , the table
1) 2)
deposits of accumulated unburned fuel portion and photos in Figure 2 are referred to in detail.
caused by poor combustion. Low-speed main engines burning a fuel named
BFO-A suffered from abnormally heavy wear of
the piston ring and cylinder liner (including
scuffing) in a short time, whereas the same
engines had not experienced any problems
burning another fuel, BFO-S at all. As BFO-A
contained only a small amount of Al+Si, it was
assumed that the trouble was not caused by the
cat-fines but by some sort of the poor combustion.
According to the properties in the table, there

were only a few differences between the two fuels.
The sulfur content of BFO-A (1.3%) was much
Figure 1. Items of Fuel and Lube test plan by MAN lower than BFO-S (3.5%). BFO-A contained a
shown in CIMAC Circle at SMM 2018 smaller percentage of asphaltene than BFO-S.
－21－
The CCAI value was almost the same for the both Concerning the abovementioned damage to the
and lower than 870 of ISO limit. (The real cylinder lubrication oil caused by unburned fuel
aromaticity was much higher for BFO-A than BFO- portion mixing, experiments using HTT: Hot Tube
2)
S according to the chromatograph analysis, Test was referred to at CIMAC 2004 Kyoto . The
though it was not reported in the table.) data is reviewed now using Figure 4.
To find a reason for the troubles caused by using HTT was originally developed to check the
BFO-A, visual experiments using the VCVCC, detergency of lubricating oil (LO) at a high
Visual Constant Volume Combustion Chamber temperature. As seen in the figure, the principle of
were carried out. Function of VCVCC is explained HTT is based on the thin film oxidation of LO in a
in section 4.. The results, demonstrating a big heated glass capillary tube. High-temperature
difference between the two fuels, are shown in the stability of LO can be evaluated by the degree of
series of photos in Figure 2. BFO-A burned deteriorating inside the glass tube.
forming a longer more luminous flame than BFO-
S, not only during fuel injection duration (until 24.1 In this study, the situation that a small amount of
ms) but also during the after-burning period unburned fuel was mixed to LO film on cylinder
following the end of injection (after 25.2 ms). The liner surface was simulated. 10 % of each fuel
duration of after-burning was also much longer for was mixed to cylinder LO (TBN #70) and heated
BFO-A. to 200℃, almost equal to the cylinder liner surface
temperature, in the tube for 8 hours.
Based on the above-mentioned data, a
mechanism for the tribological troubles was Photos in Figure 4 show the results. The top tube
conceived as shown in Figure 3. It was supposed contained only LO and it remained transparent
that the long flame would approach or touch the after the test. However, other 11 tubes
lubrication oil (abbreviated to LO) film on the commanded great interest as state of the same
cylinder. This would occur at a rather late time LO after the test was different each other
point in the after-burning period when the piston depending on the mixed bunker fuel.
position was lowered to some degree and the
lubrication oil film became exposed to the burning
space.
One type of damage would be deterioration of the

lubrication oil due to some unburned fuel fraction,
like soot or PM (Particulate Matter), being mixed
into the oil film. The key-word ‘flame’ in this study
refers to the luminous yellow part in the total
burning area, where the luminous color is emitted
as carbon particles (soot) are formed and Figure 3. A model of long flame and its
reburned. This means that the luminous flame is a bad effect on cylinder lubricating oil film
fuel-rich zone and contains a greater unburned during after-burning time
fraction.
Figure 2. Visual Combustion Chamber (VCVCC) and an example of photographed flames
－22－
is not perfect. In the figure, it is clear that the fuels

with a CCAI under 840 are safe. However, many
trouble-making fuels are overlapping with non-
trouble ones in the range of 840 to 860 of CCAI
(870 is ISO limit).
Figure 5. Distribution of trouble-making fuels in

relation between CCAI and measured ignition delay
by FCA (Most of troubles were tribological for
cylinder)
4. Relation between fuel components and

2) combustion quality (Revival test using
Figure 4. Hot tube test results
VCVCC)
The skull-marked fuels mixed to LO were sampled The visual combustion chamber equipped with an
from really troubled ships. In summary, it was electronically controlled fuel injection system
found that the detergency of LO was reduced in already shown in Figure 2 is used again to
the cases where trouble-making fuels were added visualize a single spray/flame and to examine its
to it. These results hinted the presence of ‘reactive spatial flame-length and combustion duration.
sludge precursor’ in those fuels. However,
mechanism on the deterioration of LO has not
The single fuel spray is injected into the chamber
been verified yet.
in which air at a pressure of 4.5 MPa and a
3. Effectiveness of CCAI temperature of 550℃, is charged. As the distance
from the injection nozzle to the chamber bottom is
CCAI (Calculated Carbon Aromaticity Index) is about 300 mm, a relatively long free flame can be
adopted as a standard to represent both ignition observed. Photos of flame are taken through a
and combustion qualities in ISO 8217, based on glass window fitted on the side of the chamber.
that the higher-aromatic fuel has the longer Heated sample fuels are injected at a pressure of
ignition delay and poorer combustion 55 MPa during just 25 ms.
characteristics. CCAI is calculated using an
experimental formula whose factors are only In this study, by blending the conventional five
5)
density and viscosity of the fuel . According to the stocks, LCO, CLO, Straight Asphalt (SA =
formula, the higher density and lower viscosity Vacuum Residue), a low-aromatic HFO and gas
make the CCAI higher. oil for automobile (GO), typical fuel samples have
been made and tested using the VCVCC. Some of
Figure 5 shows the distribution of trouble-making these simulate VLSFOs that will likely appear after
fuels (red x marks) and non-trouble ones (blue 2020. The properties of the LCO, CLO and SA
circle marks) in a graph where CCAI and FCA used in this experiment are listed in Table 1, 2 and
6)
ignition delay are related. According to the figure, 3 respectively.
accuracy of CCAI in identifying problematic fuels
－23－
Table 1. Properties of LCO
Table 2. Properties of CLO
Table 3. Properties of
Straight Asphalt (SA)
Figure 6. Fuel components and flame length
－24－
According to Table 1, the LCO for this study mentioned, mixing only LCO and CLO results in
contains no less than 73% aromatic hydrocarbons an off-spec CCAI value. However, it is possible to
and its CCAI is 918, much higher than the ISO reduce the CCAI by adding a lower aromatic
regulation. As low-molecular 1- and 2-ring portion. In the case of (C), the CCAI is lowered to
aromatics are main components of LCO, its an on-spec value, 854, thanks to the addition of
viscosity is similar to that of normal gas oil 25% low-aromatic HFO.
whereas its density is higher.
It has not been investigated if marine fuel can be
On the other hand, the CLO in Table 2 is produced actually by such a combination or not.
categorized as a residual and has much higher Theoretically, if the low aromatic HFO would be a
density and viscosity than LCO, because it is desulfurized one to 0.5%, sulfur % of the mixture
composed of mainly multi-ring aromatics including can be counted as lower than 0.5%, applying the
3-, 4- and 5-ring ones. This CLO contains only mean sulfur % of each component (LCO: 0.2%,
0.38% sulfur, while most CLOs have around 0.8% CLO: 0.8%).
sulfur. However, when comparing the flame photos, case
(C) looks more troublesome than case (B). Its
The cheapest way to make a 0.5% sulfur fuel is to flame and after-burning duration are the longest
mix LCO and CLO. However, considering that the among the four cases. To make matters worse,
CCAI value for the both exceeds 900, it is certain the flame becomes longer especially during the
that the CCAI for the mixture will not be on-spec. later stages of after-burning.
Table 3 shows the properties of a Straight Asphalt These data demonstrate the possibility of poor
(SA), normally called Vacuum Residue. It is the combustion caused by excessive CLO mixing,
heaviest residual portion from refineries and looks and it would be difficult to detect such a fuel by
like a solid at room temperature. only the CCAI investigation as aforementioned
using Figure 5.
Figure 6 shows visual data from four series of
flames in the VCVCC. As with the afore- 4.3 Comparison between (C) and (D)
mentioned photo series in Figure 2, the luminous
flames during and after fuel injection are In the (D) case, though it is not realistic that such
photographed directly through a glass window a high-quality portion like GO is mixed with HFO
fitted to the lower part of the chamber. as a cutter-stock, the 50% LCO of (C) is replaced
with GO whereas the residual portion is kept the
4.1 Comparison between (A) and (B) same as in (C). CCAI of (D) is as surprisingly low
as 795.
Series (A) is the base for comparison, the case of
a pure LCO spray burning. This LCO has a similar (D) shows a clearly shorter flame length and after-
viscosity as gas oil (GO) but its CCAI is 918, much burning duration than (C). This appears that
higher than 860 or 870, the limit in ISO 8217. For mixing of an extremely easy-to-burn light portion
that reason, it is impossible that pure LCO is used like GO can recover the poor combustion of the
as it is. LCO will be mixed to residual portion as a multi-ring aromatics in CLO to some extent.
cutter stocks to reduce the viscosity and to reduce
the sulphur % from 2020. 5. Summary
In this appendix, some studies on combustion
(B) series consists of data for the mixture of LCO quality of high-aromatic fuels using a Visual
50% + SA 50% (vol.%), which simulates so-called Constant Volume Combustion Chamber (VCVCC)
‘Gap fuel’. The ability of LCO to reduce viscosity is are introduced. It must be understood that the
so remarkable that this mixture (B) has a viscosity difference of combustion phenomena is
of only 24 cSt. emphasized in the VCVCC compared with in the
combustion chamber of real engines.
It is not unexpected that such a combination of the
heaviest residue and highly aromatic LCO would According to the data, it is clear that the fuel into
7)
be hard-to-burn in the combustion stage . As which much CLO that contains high percentage of
seen in the flame of (B), both the spatial flame multi-ring aromatics is mixed needs longer time to
length and after-burning duration are longer for burn up.
this fuel mixture than those of pure LCO in (A).
In the former "Guidance 2008” by ClassNK, the
4.2 Comparison between (B) and (C) mechanism by which high-aromatic fuels cause
(C) is the case of a mixture of LCO 50% + CLO tribological troubles for cylinders of low-speed
25% + low-aromatic HFO 25%. As already
－25－
two-stroke engines was imaged like Figure 3 in

this appendix.
At that time, most of the troubles happened at

high engine load where the conditions of
combustion and cylinder lubrication were severe.
That means the ‘slow speed operation’ equal to
the low-load running for the main engine recently
popular for the most of ocean-going ships would
be also a way to avoid the troubles after 2020.
Moreover, the design of combustion chamber

parts, for example, cylinder head height and
piston top-ring position, has been well modified
last 10 years to avoid the troubles.
However, it is possible that it would become more

difficult to estimate the combustion quality by
CCAI from 2020, it will be important to gather the
combustion data, for example, utilizing the
monitoring system on board.
REFERENCES AND BIBLIOGRAPHY

1) Takasaki, K., et al. 2001. Combustion
Characteristics of Trouble-making Bunker Fuel Oil,
CIMAC Congress 2001 Hamburg: 620-629.
2) Takasaki, K., et al. 2004. How to Detect
Trouble-making Bunker Fuel Oil, CIMAC
Congress 2004 Kyoto, Paper No. 24.
3) Takasaki, K., et al. 2007. Problems in the near
future – Low sulfur and low-grade bunker fuel,
CIMAC Congress 2007 Wien, Paper No. 74.
4) Takasaki, K., et al. 2010. A step to reduce SOx
emission from ships – Improvement in combustion
of high-aromatic and low-sulfur distillate fuel,
CIMAC Congress 2010 Bergen, Paper No. 31.
5) Zeelenberg, A.P., et al. 1983. Analysis, The
ignition performance of fuel oils in marine diesel
engines, CIMAC Congress 1983 Paris.
6) Takeda, A., et al. 2010. Combustion Quality of
Marine Residual Fuel - Trend, Control, Effect on
Engine, CIMAC Congress 2010 Bergen, Paper No.
84.
7) Struckmeier, D., et al. 2010. New Application
and Modelling of Low Ignitability Fuel for Marine
Engines, CIMAC Congress 2010 Bergen, Paper
No. 117.
－26－
For information on this guidance, please contact the following:
NIPPON KAIJI KYOKAI

Research Institute
3-3, Kioi-cho, Chiyoda-ku, Tokyo, 102-0094, Japan
Phone： +81-3-5226-2737
FAX： +81-3-5226-2736
E-mail: ri@classnk.or.jp

GL 2020sox 201903 e PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

GL 2020sox 201903 e PDF

Uploaded by

Copyright:

Available Formats

Copyright © 2019 ClassNK

All rights reserved

Version Date Part Details

Chapter 1 Outline of SOx regulations applied from 2020 .....................................................1

Chapter 2 Compliant Fuel Oil from 2020 ...............................................................................4

Chapter 3 How to use compliant fuel oil on board in safe ...................................................16

Chapter 1 Outline of SOx regulations applied from 2020

1.1 Outline of SOx regulations applied from 2020

Figure 1.1 Sulphur content limits prescribed under revised Annex VI

Figure 1.2 Baltic Sea and North Sea ECAs

Figure 1.3 US/Canadian Coast and Caribbean Sea ECAs

1.2 Background for issuing this guidance

current heavy fuel oil.

Chapter 2 Compliant Fuel Oil from 2020

Table 2.1 Classification of marine fuel oil in ISO 8217:2017

Vacuum Heavy Distillate

2.3 Scope of this guidance

2.4 Paraffin and Aromatics

Typical molecular Icosane

2.5 Five fuel properties, which need potential safety implications

C/H ratio is equal to

Figure 2.2 Schematic structure of asphaltene micelle [3]

2.5.2 Low viscosity

Table 2.6 Example on the properties of representative blendstocks [5][6][7]

2 Examples of trouble caused by using fuel oil with low viscosity

Trouble case example 1

Trouble case example 2

Trouble case example 2

Figure 2.5 Scratches on the fuel injection valve

2.5.3 Cold flow properties

– Cloud Point (CP)

3 Cold flow improver

2.5.4 Cat-fines (contents of Aluminium and Silicon)

the maximum Al + Si limit is specified.

Figure 2.8 The status of piston ring during operation

Figure 2.10 Cat-fines embedded in the piston ring

2.5.5 Ignition and combustion quality

Figure 2.11 Behavior of diesel spray [5]

𝜌𝜌15 ： density @15 °C，kg/m3

Chapter 3 How to use compliant fuel oil on board in safe

3.2 Mitigation measures for five potential implications

4 BN is defined as the mass of potassium hydroxide (KOH) in milligrams equivalent to hydrochloric

3.2.2 Low viscosity

3.2.3 Cold flow Properties

useful as a precautionary measure.

3.2.4 Cat-fines (contents of Aluminium and Silicon)

3.2.5 Ignition and combustion quality

unburned components may increase, resulting in abnormal wear and scuffing.

Effect on Performance of Marine Lubricants........................................................................................ 1

Guidelines for Use of Low Sulfur Marine Fuel Oils

1. Roles and Performance Requirements of Marine Lubricants

1.1 Cylinder Oils for 2-Stroke Crosshead Engines

1.2 System Oils for 2-Stroke Crosshead Engines

1.3 Trunk Piston Engine Oils for 4-Stroke Engines

3. Influence of Low Sulfur Fuel Use on Marine Engine Oil Performance

3.1 Cylinder Oils for 2-Stroke Crosshead Engines

1) Low sulfur heavy fuel oil

3.2 System Oils for 2-Stroke Crosshead Engines

3.3 Trunk Piston Engine Oils for 4-Stroke Engines

4. Development of Marine Engine Oils for the Future

Improvement in Lubricity and Cold Flow Property of Low-Sulfur Fuel Oil

with Fuel Oil Additives *

(2148-3 Kamiyabe-cho, Totsuka-ku, Yokohama)