srot6 No. 01-14: Prevetion of engine damage de to eat f= GARD Home ashtorrae)/ Uptesnblpse Loss Prevenon Neral Jashipdniopreveton) No. 01-14: Prevention of engine damage due to catalytic fines Gard has recently seen several examples of engine breakdowns resulting from catalytic fines/sludge having accumulated in the tanks and entered the fuel system during operation. SL i a. aanese FOR Ucn 4A OF rer SNC tea oe AOI pA RAGCANESE OF Background Irternationa legislation requiring the use of ues with aimited sulphur content has led to a steady increase inthe levels of catalytic fines (cat fines) {found in fuels. Te current global average for low sulphur fuel{LSFO)}is more than 30 ppm and this ave nreases he danger of ea fines setting tnd accumulating inthe bunker and setting tank, also increases the risk that, in roling condkions or rough weather, the fuel entering the purifiers contains eat fines ina concentration exceeding that which the puries are able vo hana, Ikappear that the majority ofthe fuel samples received and analysed by DNV Petroleum Services in 2013 were tested against the oder ISO 8217:2008 marine fue speciation instea ofthe latest SO 8217:2012 specication The new specication inrocuced stricter requirements on several fuel paramevers, and reduced the maximum parmiesible level of ext fies rom 80 ppm to 60 ppm. Taking the unscheduled and cosy engine breakdowns ito consideration, we nd itsomewhat surprising thatthe majority of operators are siltesing against the older ISO 8217-2005 specication “Theres; however, discrepancy between the maximum acceptable loves of eat ines as stated in common marine fuel speciiatons such asthe 150.8217 and those recommenced by engine manufacturers, which are typically 10-15 ppm. his therefore important that he fuel eatment plant is ‘managed and operated inthe most ecient way inorder to reduce the levels of bunke’ ca neste less than 15 ppm atthe engine inkt and hence prevent serious damage to main engine components Inthit respect, The eins Hull Committe ofthe London insurance market has issues ‘uicelinos{] on how to prevent engine damage due toca fines, We summarise below the main recommendations mace by the Commitee ints repor. Prior to bunker fuel delivery + Ensure that hore are sufficient empry tanks avalable to store the newly purchased fuel. + Be aware ofthe uel quality analjsis statstics ofthe port of supply, especialy i there ae relevant warnings issued by testing laboratories, PA CChibs and the markime pret. «+ Enaure the vestel has sufficient fuel on board to enable the testing of new bunkers prior ta usage. The vessel should avaid using newly purchased fel without obtaining and acting on the results of fuel analy The agreed ppm value of aluminium (Al) andsicon (Sin charorpatis and bunkering contracts should preferably be kept below 40 ppm (ISO 18217-2012) 0 ensure thatthe purifiers can effectively bring this value oven to loss than 15 ppm atthe erty to the engines, is recommenced that the convactual agreement aso considers the maximum density forthe separators installed in he system (Convertional versus HO}, ‘Note: if unkered oi contains more than 60 ppm of catalytic nes as expressed by the Aland Si/evels, in some instances fuel athe engine inlet has ‘had higher lvelsofcat fines than those recommended, due tothe limitations ef on bear fue treatment equipment During and immediately after bunker fuel delivery Ensure thet representative bunker samples are drawn in ie with industry guidelines and tested by a suitable independent laboratory, preferaly aginst the ISO 6217:2012 specication requirements: + Drip fuel samples shouldbe saken from each bunker source/barge/tenker during bunkering. + Expediont dispatch to ‘oll, fom bunker port laboratory fr analyst with the provision thatthe ful analysis ropor return othe vessel ag s00n as possible and in any case rior 0 using the bunkored ol Noto: in the unlikely event ofan emergency where the bunker fs! has to be used without receipt of analysis recut, contact the technical superintendent for permission, uring use of bunker fuel Regular testing ater bunker fuel purchase + Tes recommended that a proper Fuel System Check FSC! carried out by taking samples throughout he fuel system at interval of four toa ‘maximum of months. However, FSC Samples should also be taken whenever AUSI a8 burkered exceeds 40 ppm. + Subsequently the recommendation wil be to carry aut sr0pe testing of samples taken before and afr the purifiers) a well as before the tng, atthe same time. The samples should be sent to accrected laboratories for analysis, Puriiors + Whore possible, run two purer in parallel with minimum flow and keap the HFO inlet temperature at he optimal temperature of 98°C to insure offciontpurication ip www gard. neweblupdats/coriert20728984Ino-01-14-prevenion-o-engine- damage ue-to-callyte-finos 48srot6 No. 01-14: Prevetion of engine damage de to eat f= GARD «+ Ifthe vessel is equipped wit «conventional purlficaion plan, always ensure that the pues are fitted with the optimal gravity disc corresponding tothe actual fuel and the fuel test result + Purifier capacity shouldbe suicon: to cope with daly uel consumption pls 10% in order to enable some recirculation of ful inthe settling tank to ocaur Puro aiioncy tots should be cartod aut rogularly by fal special bod os Regular enecks ofthe purfiers should be made by the manufacture’ sorvce enginoers to enhance system efcioney. Fuel system fers should be regultly inspected and cleaned - not only when high differential alarms are activated, Howaver, where a ship has unkered “ry” fuels few times, tank cleaning at shorter intervals should be considered. Furthermore, itis recommended that these tanks should have sloping bottoms to prevent the buil-up of sediments and catfnesin the bottom. Fuel storage, setting and seve tanks + Now bunkers should preferably be placed in empty tanks, and blending of diferent fuels avoided. I blending is deemed necessary ansure that an adequate compatbiliy test has been perormed Froquent (doy) draining of water and ete bottom sediments rom ful storage, setng and service tanks should take place. uring calm "weather, the heavy componentsin the Heavy Fuel I (HFO), such a eat fines, wil sot inthe tank bottom, and in heavy weather those abrasive particulates canbe sted up and fed into the purifies n concentrations exceeding the maximum acceptable level, H unchecked, this can impede the efciency ofthe treatment sytem leading to large quantties of cat fines a the engine inlet + Drained ol tom automatic fuel ol backwash fiers should not be reinttoduced ito the fuel weatment system. * Clean settling and service tanks during dry dacking in ardarto desl with any lang term build-up of cat fines and sediment inthe bottom ofthe fuel oil storage tanks, Equipment maintenance + Ful reatmont heaters should be opened and cleaned regulaly to ensure thatthe optimal temperature of 96°C for purfieation is reached, + Purfors should be opened for cleaning asthe scheduled intervals recommended by the manufacturers, or more ofen# poor fuel quality suspected, Veseale should maintain the necessary spare parts on 909°. Training + There should be company Sunker Handing and Management plans provided to vessels + The operator should ensure tha: the personnel responsible ae sufiienl rained to be abe to fully and independently operate and maintain the above mentioned equipment as appropriate, both through existing qualfieations pri to employment as well as though on-going lvaining courses and markel practice updates, end where necessary. + The personne responsible shouldbe familar withthe esu0s rized in th Record keeping Crew and operator must maintain records of bunker fuel management procedures, including maintenance records and reports of mechanical or procedural fares a problem is found engine damage s thought to be due to cat fnes, experts should be instructed to confirm the presence of cat fines Such confirmation can only be obtained by replica testing ofthe affected cylinder ners and piston rings caried aut by the engine makers tachicians recommondations the presences of eat fines are confirmed, all tasks necessary to eradicate them from the fuel should be cared out immedlatly. This should include: + Cleaning of ll relevant uel tanks including fel system components, + Replacement or machining ofall affected engine components, and + Hof spec fuel isthe saver removal of contaminated fel ol rom the vesel ‘Tie wi hap 10 prevent the excalason of engine damage caused by cat fines, andl minimise delays in commercial operatons and unnecessary adeltonal costs and insurance claims ‘Options for improvement Operators are recommended to cary out an internal review of thir bunker handling and treatment procedures. Thy may also with to enhance thai planned maintenance by increasing inspections of engine ender assembly parsin order to proviée early identification af uel elated problems, Apart rom adequate aqu pment itis the acusl aperation, or rather the improper operation, that may be the main reason for insulcient rediuct.on in et Fines. mpropar operation in urs may be dus t lack ofan understanding and the attude towares proper on board uel treatment [1] Joint Hull Comitae (2013), Marine Engine Damage due to Catalytic Fines in Fuels, London Most read Insight articles ‘Annox lof Marl 73/78 Rogulaton for ha Provertin of Air Pollsion fom Ships pam ar naweblupotes/coere!3059/sanessonarp9L7370 ‘egulaionsrshe-preveron-okerpollon ont) Feeley inthe engine room (hepa gat. nene/updatneontan/S3832ireasleyintheengineseon) ip hvu garé.noweblundates/carier120728984Ino-01-14-prevenior--engine- damage due-to-callyte-inosrote No. 01-14: Prevetion of engine damage de to eatalye f= GARD Most read Loss prevention material Gard Alor: MA8O% toner -Revzed garboge dapoal egulnon (Caner!20733795/GareXZ0AlenRZOVARPOLRZOAneIOVED ‘20a eodR20garongek2OseporalkZOregubtons pe) No. 0612: Fined CO2fneeningushing mses consequences of delayed eles /Contan/20732245/6-12%20Fnad2OCO2H20Ire eeingushingz0estomsR2D 42 DconsequecesRZDoPRzOdelayec%2Oelessepel) Gard alo cy Boe Management Practice vorson 4 (BMPS) Content 19057°29/Garc POA R70-K? 0b eu20Maragement70Pacees820veror2O4 od) Most read Member circulars 1212015: ting of enti srtions under he Joint Comprehensive Pla of Acton (JCPOA){/Coner/20923043/GardMerbarCreuln 12.2018 od) 1/2011: nea New York Produce Exchange Agreamert 1996 [ar avanded September 201) (Conan! 1925406 Mem ber20Cralr2007%2020' 1820 ‘Chubszonew20von20ProduceXZOcxchangeR2Oaarernenh20"996 58 172016: an uacing PAI cover Conent/20929726”MemberCrcul_1-2016 4) Lat vasah itm rd nnoal Update isd cto Fema ht. gecdnfneorme) Jssonez ptm gedralwoapaneseinihe) Subscibe to our apd sougens nature coniGure Subsite Dechert gat eebicelsina) Cookie poy han grdnainebicock pols) Complntthipvfnm garanaMnebconarzanplitrandngrocedire) Conc nebrana(na caches) hip www gard. noweblupdates/corier120728984Ino-01-14-prevenion-o-engine- damage ue-to-calalyte-inos