Fuel Oil Treatment

7/28/2019 Fuel Oil Treatment

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Rev 3.0 01/12/2010

Objectives:

To enhance Senior Engineers awareness on theeffects and troubles on machinery that may occur

due to fuel being off-specification.

To be able to identify the counter measures toprevent machinery damage relating to Fuel OilManagement onboard.

To be familiar with the different NYK manuals andguidelines relating to Fuel Oil Management.


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Rev 3.0 01/12/2010

According to reports, the quality of marine fuelprincipally based on residual oil has deterioratedand as a result, the number of engine failures has

increased.

Introduction

NYK recognizes that proper fuel oil management isthe key factor in preventing or eliminating the

effects of off-specification fuel on machinery. Thus,vessels downtime will also be eliminated.


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Troubles Occurred Due to Off-Specification of Fuel Oil:

Corrosion due to

High Sulfur content


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Breakdown of Exhaust Valve Spindle


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Abnormal Wear of Cylinder Liner


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Breakdown of Piston Ring


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Properties Unit Limit NYKShipping

Co. ANK

Guidance

ISO 8217

:1996

RMG 35

ISO8217*1

RMG 380

Recent*2

Average

Density @ 15C Kg/m3 Max 990or

1008

990 991 991 991 978.9

Kinematic Viscosity@50C

mm2/scSt

Order

10%35 @

100 C380 -

Flash Point C Min 62 62 61 60 60 -

Pour Point C Max 15 15 - 30 30 -

Water % v/v Max 0.5 0.5 0.5 1.0 0.5 0.28

Sulfur % m/m Max 3.5 3.5 3.5 5.0 4.5 2.91Micro CarbonResidue

% m/m Max 15 15 15 18 18 13.1

Total SedimentExisten (TSE)

% m/m Max 0.05 0.05 0.05 - - -

Total SedimentPotential (TSP)

% m/m Max - - - 0.10 0.10 0.02

Ash % m/m Max. 0.05 0.05 0.05 0.15 0.15 0.04

Comparison of F.O. Specification
http://localhost/var/www/apps/conversion/tmp/scratch_9/Fuel%20Analysis%20Results.pdfhttp://localhost/var/www/apps/conversion/tmp/scratch_9/Fuel%20Analysis%20Results.pdf


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Properties Unit Limit NYKShipping

Co. ANK

Guidance

ISO8217

:1996RMG 35

ISO8217*1

RMG380

Recent*2

Average

Asphaltene %m/m

Max. 8 6.5 8 - - -

CCAI - Max. 860LSE

850

MSE

850 850 - - 843

Vanadium mg/kg(ppm)

Max. 100 100 143 300 300 92

Sodium mg/kg(ppm

Max. 30 30 30 - - 24

Aluminum + Silicon mg/kg(ppm

Max. 30 30 30 80 80 16

Used Lubricating Oil - - Prohibit Prohibit Prohibit Prohibit -

To befree ofUsedLubricating Oil

Calcium mg/kg(ppm)

Max. 10 - - - 30 5.9

Zinc mg/kg(ppm

Max. 5 - - - 15 1.3

Phophorous mg/kg(ppm

Max. 5 - - - 15 -


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Fuel Oil Analysis System (NYK Requirement)

Sampling shall becarried-out everybunkering

Sample Taken

from the VesselsManifold

Indicate Sampling

point!!!


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Sampling shall becarried-out everybunkering

Ship send F.O. sample to thenearest DNV laboratory.

Except from the following

Bunkering Places: Japan

Taiwan South Korea

New Zealand

Australia


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Shipmanagement

Company


DNV analyzesample andsend results toNYK Fuel Team NYK check resultsand indicate

instructions fortreatment of fuel oil

Results of theanalysis to be sentto the vessel and

ship managementcompany

Vessel to implementpre-treatmentprocedure beforeusage to engine


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Counter measures for Fuel Oil Off-Specification

???

Guidance for Marine Fuel OilManagement, NYK Line, 2003

Safety Management Manual, NYK

Shipmanagement (Singapore) PTE.Ltd.
http://localhost/var/www/apps/conversion/tmp/scratch_9/Guidance%20for%20Marine%20Fuel%20Oil%20Management.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/Guidance%20for%20Marine%20Fuel%20Oil%20Management.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/Guidance%20for%20Marine%20Fuel%20Oil%20Management.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/Guidance%20for%20Marine%20Fuel%20Oil%20Management.doc


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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 disputeswith supplier about quality)

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


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Fuel Oil Off-Specification

High Vanadium Content

SMS

ManualVanadium (Metal)

Vanadium exists as a metal element in crude oil andis 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.


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V

150

160

170

180

190

200

Actual Result of Onboard Test for Fuel Oil Pre-Treatment

System (Vanadium)

FO TANK

Transfer

Pump

Purifier Feed

PumpSETTTANK SERV.

TANKFilter

Circ.

Pump

Buffer

Tank

12 3 4 5 6

Arrangement of Pre-Treatment System in Vessel A:

Vanadium

1 23 4

5 6


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Stor.Tank

Sett.Tank

Serv.Tank

Purifier

TransferPump

Main Engine

Apply Ash Modifiers/Combustion Improver (1/2000 YUNIC 600S) when

vanadium content exceeds 200 ppm or more.

Counter measures for High Vanadium Content

Ash Modifier

Additives

Ash Modifier

Additives


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Avoid operating engine with exhaust

temperature exceeding 500 to preventhigh temperature corrosion.

Counter measures for High Vanadium Content


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High Aluminium + Silicon Content

SMS

Manual

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.


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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 tankcleaning be carried out.

4) Check separation efficiency by comparing with a retained sample and a sample at engine inlet.


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Al+Si

0.00

10.00

20.00

30.00

40.00

50.00

Actual Result of Onboard Test for Fuel Oil Pre-Treatment

System (Aluminium + Silicon)

FO TANK

Transfer

Pump

Purifier Feed

PumpSETTTANK SERV.TANK

Filter

Circ.

Pump

Buffer

Tank

1 2 3 4 5 6


Aluminum + Silicon

1 23

45 6


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High Water Content

SMS

Manual

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.


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WTR.

0.00

0.10

0.20

0.30

0.40

0.50

FO TANK

Transfer

Pump

Purifier Feed


Filter

Circ.

Pump

Buffer

Tank

1 2 3 4 5 6


Water

1 2

3

4

5

6

Actual Result of Onboard Test for Fuel Oil Pre-TreatmentSystem (Water)


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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 anadditive will not be very effective in the removal of water.


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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 ensuresufficient 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).


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High Sodium Content

SMS

Manual

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 toincrease 20 to 40 in a few days and surging tends tooccur within several days. The melting point

temperature drops to the lowest (330 ) when thevanadium to sodium ratio is approximately 3:1, and

promotes high temperature corrosion.


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Na

0.00

5. 00

10. 00

15. 00

20. 00

25. 00

30. 00

FO TANK

Transfer

Pump

Purifier Feed


Filter

Circ.

Pump

Buffer

Tank

1 2 3 4 5 6


1 23

45

6

Sodium

Actual Result of Onboard Test for Fuel Oil Pre-TreatmentSystem (Sodium)


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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%.


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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 ImproverYUNIC600S)Inhibits high temperature corrosion by increasing the

melting point of the burnt products, modifies burnt ash for

easy removal and improves combustion


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Sludge DispersantYUNIC 555D)Reduce total sludge output, improve combustion

and lower overall fuel consumption.

AddNon

WithoutAdditive

WithAdditive

Source: NIPPON YUKA KOGYO


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Minimum Storage Onboard (F.O. Chemical Additives)

Dosing Ratio X Maximum bunkering quantity / time

Example:Bunker Required / time = 1000 MT1

2 Dosing Ratio= 1/4000 -1/8000

(Sludge Dispersant-YUNIC 555D)

Therefore:

Required Minimum Stored F.O. Additive (Sludge

Dispersant-YUNIC 555D) onboard is 125250 liters

before bunkering.


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

Bunker Shortage

>1% or10MT

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

yes

noSign Receipt/

Bunkering Complete

Note: If supplier refuses to

sign the bunker

protest, dont argue! Report to NYK Fuel

Team any quantity

dispute, as soon as

possible.
http://localhost/var/www/apps/conversion/tmp/scratch_9/Protest%20%20letterHK.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/attachment2%20Protest%20letter.dochttp://localhost/var/www/apps/conversion/tmp/scratch_9/Protest%20%20letterHK.doc


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Prevention of Fuel Oil MixingSludge can be divided into two categories;

Sludge originating from asphaltene and wax which are compositionof 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% ormore OR 20% or less).

3Conduct a spot test to determine the compatibility of the fuel oil.Increase the dosing ratio of fuel additivesUse the blended fuel oil as quickly as possible.


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Fuel oil can be used in normal manner.

Fuel spot spread

evenly

Incomplete

inner ring

Spot Test Results


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Failure of centrifugal separators and clogging of filtersare anticipated.

1cm dia.,

darker in color

and swell

Inside is

slighter

than

outside

Complete

inner ring can

be observed

Inside

color is

slight


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Sample Results of Spot Test:

Fuel spot

spread evenly

Complete inner

ring can be

observed

Inside color is

slight

Incomplete

inner ring

Inside is slighter

than outside

1cm dia., darker

in color and

swell


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Results of spot test evaluationFuel oil can used in a normal manner when the observation is asdescribed 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 cloggingthe filters can be anticipated.


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Dam-bell Fuel

SMS

Manual

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 asexcessive 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.


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Cetane number

SMS

Manual

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 numberthan 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.


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(Fuel Injection Analyzer) cetane number SMSManual1). 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

long-flame can be observed.

This heats the liner face breaking lubricating

oil film.

Fig. FIA-100/FCA


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SMS

Manual

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.

Combustion problems are frequent in fuel oils with

ECN below 20.

Documents

Fuel Oil Treatment