INTERNATIONAL MARITIME ORGANIZATION

E
IMO

MARINE ENVIRONMENT PROTECTION MEPC 48/INF.13

COMMITTEE 2 August 2002
48th session ENGLISH ONLY
Agenda item 12

PROMOTION OF IMPLEMENTATION AND ENFORCEMENT OF MARPOL 73/78

AND RELATED INSTRUMENTS

Reduction of oil sludge formation during the fuel treatment aboard ships

Submitted by Germany

SUMMARY
Executive summary: This information introduces the homogenizing technology for the
reduction of oil sludge formation during the fuel treatment process on
board of seagoing vessels and considers also further benefits of this
technology
Action to be taken: Paragraph 2
Related documents: None

Introduction

1 This information considers a technology for sludge reduction.

Action requested of the Committee

2 The Committee is invited to take note of the information provided in the attached report.

***

For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
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ANNEX

Reduction of oil sludge formation during the fuel treatment aboard ships

The sludge reduction bases on the homogenizing technology, which can be realized by:
.1 mechanical homogenizing on the basis of a rotor/stator homogenizing system
(RSH-System),
.2 homogenizing systems on the basis of ultra-sonic influence (USH-System).

Ultra-sonic-homogenizing systems for the sludge reduction on ships are for the time being still
under development. Therefore this information relates only to the rotor/stator homogenizing
system (RSH-System) and the use of Heavy Fuel Oil (HFO) on board of seagoing vessels. The
basic principle of this homogenizing system is the utilisation of sheering forces on moving
surfaces.

Between rotor and stator there is a gap-clearance of 5 µm. The rotation of the rotor creates
acceleration and shearing forces during the homogenizing process. These forces cause a
reduction of the none-mineral and none-metallic particles in size to approx. 3 µm. The thereby
possibly existing water is also distributed in the Heavy Fuel Oil (HFO) homogeneously in very
small droplets which create a stable emulsion [1] [2].

Special consideration should be given to the treatment of the asphaltenes in the HFO which will
be explained further in detail here:

Asphaltenes are complex, high-molecular-weight compounds of very high carbon and hydrogen
(C/H) ratios, but containing, in addition, small amounts of sulphur, oxygen and nitrogen which
depend on the nature of the fuel. They are aromatic in their molecular composition, which means
that the carbon is being combined with hydrogen mainly in circular structures.

The asphaltenes are normally agglomerations. If these agglomerations are decomposed into their
single components or in smaller parts, one doesn’t speak of asphaltenes any more. This is
possible by micronizing or homogenizing treatment.

Contrary to the catfines in HFO which are silicon and aluminium combinations, asphaltenes are
not abrasive, and therefore do not cause wear. The negative influences of the asphaltenes are:
.1 delay of the internal combustion in marine diesel engines; and

.2 accelerated clogging of fuel oil filters.

the building up of the agglomerated asphaltenes is being caused by stress. Stress factors are
.1 high pressure; and

.2 high temperatures.

In the fuel transfer system on a ship there are various stress components, filters, heaters etc.,
responsible for the agglomerating of the asphaltenes.

To fulfil all recommendations for the cleanness of the HFO for the internal combustion in marine
diesel engines the combination of homogenizer and separator is necessary. The separator
eliminates the mineral and metallic components (e.g. catfines, sediments etc.) from the fuel oil.
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As a result of the homogenizer a sludge reduction, and with this a reduction of the combustible
substance in the sludge, is being achieved. That means that the before mentioned asphaltenes
agglomerations do not exist any more and the density gravity of their decomposed parts is too
small for reaching a centrifugal force effect in the separator/purifier.

Regarding the question if a homogenizer (RSH-System) should be placed before or after the
separator, one should note that the installation before the separator does not influence the level of
separating efficiency with respect to catfines, minerals, sediments etc (see figure 1 and figure 2).

This statement is also being confirmed by fuel analysis. The samples which were taken by the
separator manufacturer and a homogenizer manufacturer simultaneously from the same spot out
of a ship’s HFO system, were examined by different laboratories. The separator manufacturer as
well as the homogenizer manufacturer agreed that the separation efficiency had not been reduced
during the operation period of the homogenizer (also having considered prolonged periods
between two dislodgings). Analysis reports exist for this situation from various ships [3]. The
increase of the desludging time (purifier flush setting) does not affect the separation quality (see
figure 2) but reduces the amount of sludge & water per day substantially (see figure 3).

But also the latest improvements regarding the efficiency of centrifuges on the part of the
separator manufacturer are being welcomed, because every sludge reduction is a success with
regard to the reduction of further treatment on board as incineration or a reduced amount of
sludge that has to be discharged to the port reception facilities.

The recommendation for the RSH-System mainly bases on the following reasons:

.1 asphaltenes agglomerations in HFO (according ISO 8217) and in the sludge of

purifiers are burnable substances and can therefore be used after the homogenizing
for an improved energetic utilisation of the HFO. An improved thermal efficiency
of the combustion process may cause also a reduction in the total CO2 - emission
[4]; and

.2 according to the Unified Interpretation 8.1.1.5.1 of MARPOL 73/78 Annex I,

Regulation 17 (1) the sludge tank capacity can be reduced to 50 % on board.
Therefore Maritime Administrations and Port State Controls should accept lower
amounts of sludge if an RSH-System is installed on board;

.3 calculations have shown that the amortization period of the RSH-System can be
reached already after one year, taking into account that approximately 70 %
burnable substance are in the sludge, which can be used now for combustion
purposes so that cost savings occur for a reduced HFO purchase and a reduced
discharge of sludge to the port reception facilities [5];

.4 in the operation-manuals of some diesel engine manufacturers the use of a

homogenizer is recommended to ensure a constant fuel oil quality;

.5 an extra homogenizing unit in front of the engine (ME or DG) is able to reduce
NO x - emissions not only if the fuel oil is premixed with water and the
homogenizer is creating a stable fuel oil/water emulsion but also without the
addition of water (see figure 4). The water content in a stable emulsion will not
increase the wear and tear of the engine components (drop size Ø 3 µm) [1] [2].

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.6 the separation of catfines (Al + Si in HFO) by the purifier will be as effective as

without RSH-Systems. The separation efficiency of the purifier is not influenced
even if the homogenisation is installed before the purifier [3].

.7 there are less visible carbon deposits from incomplete combustion according to
shipowner’s and chief engineer’s reports (see also figure 4).

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Figure 1 Scheme of positioning the homogenizer in the fuel oil system

Sample ID Asphaltenes Sediments Silicon Aluminium

DIN 51595 ASTM D 473 ISO 10478 ISO 10478
[%wt] [%wt] [mg/kg] [mg/kg]
A, original Bunker 7,6 0,13 16,3 5,0
B, desludging 60 min. 6,7 0,05 4,8 2,1
C, desludging 90 min. 5,7 0,06 3,8 1,7
D, desludging 120 min. 5,1 0,03 2,3 1,0

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Figure 2 Extract from test results of Intertek Testing Services GmbH [3],
sample: HFO, IFO 380, sample ID B, C and D taken after purifier

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Figure 3 Sludge performance report of a 5800 TEU container vessel equipped with RSH–
System.

Figure 4 Reduction of NO x and smoke by the use of a RSH-System on a 5000 TEU

container vessel

Reference list:
[1] The Motor Ship, Oil and water do mix, September 1997, page 50
[2] Marine Engineers Review, January 1998, page 30
[3] Intertek Testing Services GmbH Hamburg/Germany
Report of analysis dated 12. Mai 1999
[4] The Motor Ship, Potential for improved performance, June 1997, page 78 - 80
[5] Lloyd´s List, Shipbuilding & Technology, 26. October 2000
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