Objectives: To enhance Senior Engineers awareness on the effects and troubles on machinery that may occur due to fuel

l being off-specification. To be familiar with the different NYK manuals and guidelines relating to Fuel Oil Management.

To be able to identify the counter measures to prevent machinery damage relating to Fuel Oil Management onboard.
Rev 3.0 01/12/2010

Introduction

According to reports, the quality of marine fuel principally based on residual oil has deteriorated and as a result, the number of engine failures has increased. NYK recognizes that proper fuel oil management is the key factor in preventing or eliminating the effects of off-specification fuel on machinery. Thus, vessels downtime will also be eliminated.

Rev 3.0 01/12/2010

Troubles Occurred Due to Off-Specification of Fuel Oil:

Corrosion due to High Sulfur content

Troubles Occurred Due to Off-Specification of Fuel Oil:

Breakdown of Exhaust Valve Spindle

Troubles Occurred Due to Off-Specification of Fuel Oil:

Abnormal Wear of Cylinder Liner

Troubles Occurred Due to Off-Specification of Fuel Oil:

Breakdown of Piston Ring

Comparison of F.O. Specification

Properties Unit Limit NYK Shipping Co. A NK Guidance ISO 8217 :1996 RMG 35 ISO8217*1 RMG 380 Recent*2 Average

Density @ 15C

Kg/m3

Max

990 or 1008

990

991 Order 10%

991 35 @ 100 C 60 30 1.0 5.0 18 0.10 0.15

991 380 60 30 0.5 4.5 18 0.10 0.15

978.9 0.28 2.91 13.1 0.02 0.04

Kinematic Viscosity @50C Flash Point Pour Point Water Sulfur Micro Carbon Residue Total Sediment Existen (TSE) Total Sediment Potential (TSP) Ash

mm2/s cSt C C % v/v % m/m % m/m % m/m % m/m % m/m Min Max Max Max Max Max Max Max. 62 15 0.5 3.5 15 0.05 0.05 62 15 0.5 3.5 15 0.05 0.05

61 0.5 3.5 15 0.05 0.05

Properties

Unit

Limit

NYK

Shipping Co. A

NK Guidance

ISO 8217 :1996 RMG 35 -

ISO821 7*1 RMG 380 -

Recent*2 Average 843

Asphaltene CCAI

% m/m -

Max. Max.

8 860 LSE 850 MSE 100 30 30 Prohibi t 10 5 5

6.5 850

8 850

Vanadium Sodium Aluminum + Silicon Used Lubricating Oil To be free of Used Lubricati ng Oil Calcium Zinc Phophorous

mg/kg (ppm) mg/kg (ppm mg/kg (ppm mg/kg (ppm) mg/kg (ppm mg/kg (ppm

Max. Max. Max. Max. Max. Max.

100 30 30 Prohibit -

143 30 30

300 80 Prohibi t

300 80 Prohibi t 30 15 15

92 24 16 5.9 1.3 -

Fuel Oil Analysis System (NYK Requirement)

Sampling shall be carried-out every bunkering

Indicate Sampling point!!!

Sample Taken from the Vessels Manifold

Fuel Oil Analysis System (NYK Requirement)

Sampling shall be carried-out every bunkering

Ship send F.O. sample to the nearest DNV laboratory.

Except from the following Bunkering Places:

Japan
Taiwan Australia

New Zealand
South Korea

Fuel Oil Analysis System (NYK Requirement)

DNV analyze sample and send results to NYK Fuel Team

NYK check results and indicate instructions for treatment of fuel oil

Results of the analysis to be sent to the vessel and ship management company
Shipmanagement Company

Vessel to implement pre-treatment procedure before usage to engine

Counter measures for Fuel Oil Off-Specification

??? Guidance for Marine Fuel Oil Management, NYK Line, 2003 Safety Management Manual, NYK Shipmanagement (Singapore) PTE. Ltd.

Number of FO sample and their designated purpose

Total=5+1
1-IMO Sample ( ships bunker manifold in accordance with IMO guidelines)

2-Spare sample ( taken as above, the purpose being unexpected case such as to settle disputes
with supplier about quality)

3-Suppliers Sample ( submitted by supplier as reqd in the annex,also Japanese

regulations require that this sample be taken

4-Retained Sample ( A traditional sample based on commercial custom )

5-Analysis sample( For LAB use for quality check ) 6-Surveyors Sample( A sample given to the surveyor if a quantity surveyor is attending )

Fuel Oil Off-Specification High Vanadium Content

Vanadium (Metal) Vanadium exists as a metal element in crude oil and is largely dependent on the origin of the oil. When V content is high, abnormalities high temperature corrosion on fire-exposed surface of piston crowns and blow-by of exhaust valves are predicted.
SMS Manual

Actual Result of Onboard Test for Fuel Oil Pre-Treatment System (Vanadium)
Arrangement of Pre-Treatment System in Vessel A:
1
Transfer Pump Purifier
SETT TANK

SERV.
TANK

Feed Pump

Buffer Tank

Circ. Pump Filter

FO TANK
V 200 190 180 170 160 150
1

Vanadium

Counter measures for High Vanadium Content

Apply Ash Modifiers/Combustion Improver (1/2000 YUNIC 600S) when vanadium content exceeds 200 ppm or more.
Ash Modifier Additives
Transfer Pump Sett. Tank Stor. Tank

Purifier Serv. Tank

Main Engine

Ash Modifier Additives

Counter measures for High Vanadium Content

Avoid operating engine with exhaust temperature exceeding 500 to prevent high temperature corrosion.

Fuel Oil Off-Specification High Aluminium + Silicon Content

Al + Si (Metal) Al-Si, also referred to as FCC catalyst fines, are small particles arising from the catalytic cracking process in the refinery or the mixture of sand. Under microscope observation of 50 to 100 magnifications FCC catalyst fines are usually globular in shape; while particles in the form of sand are irregular in shape. These catalyst fines are very abrasive and cause accelerated wear.
SMS Manual

Counter measures for Fuel Oil Off-Specification

High Aluminium + Silicon Content
Engine manufacturers recommend value of Al+Si in fuel oil at engine inlets be 7 -15 ppm. Fuel oil with high Al+Si content, respond to pre-treatment system. 1) Reduce the flow rate as low as possible and set the purifiers in parallel operation. 2) When Al+Si content exceeds 50 to 60 ppm, set two or more separators in series, or store the treated fuel oil in tanks for a while and have it pass through the separator again before supplying to the engine. 3) FCC fines tend to accumulate at the bottom of tanks, so it is desirable that tank cleaning be carried out. 4) Check separation efficiency by comparing with a retained sample and a sample at engine inlet.

Actual Result of Onboard Test for Fuel Oil Pre-Treatment System (Aluminium + Silicon)
Arrangement of Pre-Treatment System in Vessel A:
1
Transfer Pump Purifier
SETT TANK

SERV.
TANK

Feed Pump

Buffer Tank

Circ. Pump Filter

FO TANK

Aluminum + Silicon
Al+Si 50.00 40.00 30.00 20.00 10.00 0.00
4 5 6 1 2 3

Fuel Oil Off-Specification

High Water Content

Water is generally introduced into fuels by negligence or intentionally by suppliers. Leakage from heating coils in the fuel tanks; ingress of seawater through cracks in ballast tanks; water discharged with clean oil due to improper control of the fuel/water interface in the purifier are some of the reasons.
SMS Manual

Actual Result of Onboard Test for Fuel Oil Pre-Treatment System (Water)
Arrangement of Pre-Treatment System in Vessel A:
1
Transfer Pump Purifier
SETT TANK

SERV.
TANK

Feed Pump

Buffer Tank

Circ. Pump Filter

FO TANK

Water
WTR. 0.50 0.40 0.30 0.20 0.10 0.00
4 5 6

2
3

Counter measures for Fuel Oil Off-Specification High Water Content

Measures to be taken differ for seawater and for fresh water. When water content is high; handle fuel oil through a pretreatment system by application of an additive (emulsion breaker). 1) Verify whether the water is seawater or freshwater. 2) Drain the water in the settling / service tanks, and reduce flow rates as low as possible. 3) Apply an additive when water content is 0.5% or more. 4) When water content exceeds 1.5% v/v, de-bunkering may have to be considered because an additive will not be very effective in the removal of water.

5) When de-bunkering is not possible, drain water in the settling tank and operate purifiers in

parallel, throttling the flow rate as low as possible.

6) When seawater contamination is found, water removal should not be performed by

evaporation. Do not raise the heating temperature excessively in the settling tank and/or service tank. Allow the fuel oil to settle and separate in the tank, extending the settling time to ensure sufficient separation of water, and draining off water. (Sodium chloride may remain in the fuel oil and is likely to cause deposit adhesion on turbochargers). 7) In case of sea water contamination, apply an additive (ash modifier).

Fuel Oil Off-Specification

High Sodium Content

Sodium is generally found in fuel oil due to an ingress of seawater or remaining sodium hydroxide (NaOH) in the refining process. With fuel oil of approximately 100 ppm Na content, the exhaust temperature is liable to increase 20 to 40 in a few days and surging tends to occur within several days. The melting point temperature drops to the lowest (330 ) when the vanadium to sodium ratio is approximately 3:1, and promotes high temperature corrosion.
SMS Manual

Actual Result of Onboard Test for Fuel Oil Pre-Treatment System (Sodium)
Arrangement of Pre-Treatment System in Vessel A:
1
Transfer Pump Purifier
SETT TANK

SERV.
TANK

Feed Pump

Buffer Tank

Circ. Pump Filter

FO TANK
Na

Sodium
30. 00 25. 00 20. 00 15. 00 10. 00 5. 00
0.00
4 5

Counter measures for Fuel Oil Off-Specification Large Sodium Content

The following measures are to be taken when high sodium content is found; 1) Apply ash modifiers (1/2000 YUNIC 600S) when sodium content exceeds 50 ppm or more.
2) Avoid operating engine with exhaust gas temperature exceeding 500.

3) If sodium contamination is due to seawater. Water removal should not be performed by evaporation. Drain water from tanks and throttle flow rates of separators. Apply an additive (emulsion breaker) for fuel oil when water contamination exceeds 0.5%.

Fuel Oil Chemical Additives (NYK Requirement)

Emulsion Breaker YUNIC 300) Oil/water separator that enhances the effectiveness of draining water in the settling tank. Ash Modifier/Combustion Improver YUNIC600S) Inhibits high temperature corrosion by increasing the melting point of the burnt products, modifies burnt ash for easy removal and improves combustion

 Sludge Dispersant YUNIC 555D) Reduce total sludge output, improve combustion and lower overall fuel consumption.
Non Add

Without Additive

With Additive

Source: NIPPON YUKA KOGYO

Minimum Storage Onboard (F.O. Chemical Additives)

Dosing Ratio X Maximum bunkering quantity / time

Example:
1 2

Bunker Required / time = 1000 MT

Dosing Ratio= 1/4000 -1/8000
(Sludge Dispersant-YUNIC 555D)

Therefore: Required Minimum Stored F.O. Additive (Sludge Dispersant-YUNIC 555D) onboard is 125 250 liters before bunkering.

Short Bunker Incidents (>1% 0r >10MT)

Note:
If supplier refuses to sign the bunker protest, dont argue!
Bunker Shortage

Report to NYK Fuel Team any quantity dispute, as soon as possible.

no
>1% or10MT

Sign Receipt/ Bunkering Complete

yes

Claim Procedure: Lodge a Letter of Protest Report to NYK Fuel Team

Prevention of Fuel Oil Mixing

Sludge can be divided into two categories; Sludge originating from asphaltene and wax which are composition of fuel oil, and sludge entering the fuel oil from outside (such as sand, catalytic fines, water, mould). Avoid Mixing of different types of Fuel Oil in the storage tank. If mixing is inevitable, increase or decrease the blending ratio (80% or more OR 20% or less). 3Conduct a spot test to determine the compatibility of the fuel oil. Increase the dosing ratio of fuel additives Use the blended fuel oil as quickly as possible.

 Spot Test Results

Fuel oil can be used in normal manner.

Fuel spot spread evenly

Incomplete inner ring

Failure of centrifugal separators and clogging of filters are anticipated.

Inside color is slight
1cm dia., darker in color and swell

Complete inner ring can be observed

Inside is slighter than outside

 Sample Results of Spot Test:

Fuel spot spread evenly Incomplete inner ring

Complete inner ring can be observed

Inside is slighter than outside

Inside color is slight

1cm dia., darker in color and swell

Results of spot test evaluation

Fuel oil can used in a normal manner when the observation is as described Stage 1 or 2.

However, if the observation is as described in Stage 3 to 6, abnormalities such as failure of the centrifugal separator and clogging the filters can be anticipated.

Dam-bell Fuel
Diluted fuel oil, of which residual oil with extremely high viscosity is mixed with cut-back oil with extremely low viscosity, is called Dam-bell fuel. More than 70% of the vessels that have used this Dam-bell fuel have experienced combustion abnormalities such as excessive wear on the cylinder liners and the piston rings. To achieve smooth combustion from light oil to heavy oil, the function of the middle component, acting as intermediary, is important. Dam-bell fuel oil contains only a small amount of intermediary component, the ignitability deteriorates and combustion time is prolonged in the fuel oil, resulting in combustion abnormalities.

SMS Manual

 Cetane number
A rating on a scale used to indicate how quickly a fuel will ignite in a diesel engine. Substance that ignites very quickly, cetane (n-hexadecane) was arbitrarily given a rating of 100, and a substance that was slow to ignite, alpha-methylnapthalene (later called 1-methylnapthalene), was assigned a rating of zero. Values on this scale were named cetane numbers. A diesel engine run on a fuel with a lower cetane number than it was designed for will be harder to start, noisier, operate roughly and have higher emissions. So a desirable property of a diesel fuel is that it ignite quickly.

SMS Manual

 (Fuel Injection Analyzer) cetane number

1). Ignitability ECN (Estimated Cetane Number) is an ignitability index of marine residue determined according to new version FIA. FIA is able to heat fuel, and it enables estimation of cetane number of residue by standard curves obtained for sample fuel oils, the cetane number of which is already known. 2).Combustibility Generally, when the combustion time is longer, a
SMS Manual

long-flame can be observed. This heats the liner face breaking lubricating oil film.

Fig. FIA-100/FCA

3). After burning period is:

The period from the time of maximum rate of heat release to end of injection. In after burning the flames exists near the liner, and it leads to a local rise in the lubrication oil film temperature. Since the L.O. film of the cylinder is only about several tens of microns, even if the un-burnt fuel is 1/1000th; the percentage is large. It means the lubricating oil film will break.
SMS Manual

Combustion problems are frequent in fuel oils with ECN below 20.