coc - marine fuel oils
TRANSCRIPT
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Marine Fuel Oils
By S Premanathan
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Standards
CIMAC International Council on
Combustion Engines
ISO International Standardisation
Organisation
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For Exams & Orals
We will only use ISO 8217 : 2005 3rd Edition
and MARPOL Annex VI regulations
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Main Changes Under ISO 8217-2005
Number of residual fuel grades has been
reduced from 15 to 10
Tests for used lub oil
Viscosity is measure at 50o
C instea o 100o
C Unit for viscosity is mm2/s or cSt
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Major Bunker Testers
DNV Petroleum Services operated by Det
Norske Veritas
FOBAS Fuel Oil Bunker Analysis and Advisory
Viswa Labs
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Charterer Agreement
Most charter party agreements state that in
the event of fuel oil quality dispute, thementioned oil testers result will be final.
mentioned
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Density
Fuel is delivered by volume and sold by mass
Density = mass / volume
Unit is kg/m3
Reference temperature is 15oC
Density is one of the empirical measure forboth energy content and ignition performance
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Density For fuel treatment systems containing a
centrifuge with a water seal, knowledge of thefuel density is necessary so that the correct
water interface, and hence efficient
treatment.
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Fuel Purifiers
MOPX with gravity discMax 0.991 density limit
ALCAP without gravity discMax 1.010 density limit
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Kinematic Viscosity Measured at 50oC and the unit is mm2/s
Knowledge of viscosity is necessary for theestimation of the required temperatures for
, . Necessary for the determination of heating
required for transfer purposes.
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Flash Point For marine fuel storage, minimum
temperature is 60oC as per SOLAS
Most Classes recommend maximum heating
be 10oC less than measured flash point
For emergency outside the machinery spaces,
the flash point must be greater than 43oC
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Pour Point Winter pour point is of importance if your ship
has no heating tanks
Below this pour point, the fuel become like
Most ship operators maintain bunkers at least
5oC above pour point
This is mostly for the purpose of bunkertransfer
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Carbon Residue
Measured in % m/m
Indication of deposit forming tendency of fuel
Indication of fouling factor
causes increased fouling of the gasways,
necess tat ng more requent c ean ng,especially of the turbocharger and exhaust gas
boiler
Fuels with a high carbon residue value maycause problems in engines under low load
running conditions
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Ash Measured in % m/m
Residue other than carbonaceous matter
In crude oils, mostly found as sand, dirt and
rust sca es Even after fuel treatment, still maybe present
mostly as mixture of aluminium, silicon,
calcium, zinc, phosphor, iron, nickel, sodiumand vanadium, etc (in soluble form)
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Water
Measured in % v/v
Why we need to test for water?
Encourages sludge formation Corrosion of tanks and pipelines
Disruption of the atomising spray pattern
Retardation in the speed of combustion
resulting in still burning particles striking thecylinder wall and crown
Dilution of the cylinder liner oil film
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Sulphur Found in natural form
Not separated by centrifuging
Dew point is directly proportional to the
su p ur content an t e ex aust gas pressure
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Vanadium and Sodium Vanadium is present in the fuel in soluble
compounds and, consequently, cannot be removed.
Vanadium, in combination with sodium, may lead toexhaust valve corrosion and turbocharger deposits.
sodium to vanadium exceeds 1:3, and especially inthe case of a high vanadium content.
Vanadium deposits can be so hard that they cancause extensive damage to the TC nozzle ring andturbine wheel.
The only way to remove vanadium depositsis todisassemble the components and remove the
deposits mechanically.
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Vanadium Found in natural form
Known for its high temperature corrosion
Combines with sodium to form a a molten
paste at temperatures aroun 500o
C
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Aluminium + Silicon Refinery product in the form of catalyst fines
Can be reduced by centrifuging
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Catalytic fines embedded in piston ring
Catalytic fines embeddedin piston ring
Abrasive wear of liner
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Total Sediment, Potential Sludge forming tendency of fuel
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Asphaltenes precipitationStable
Unstable
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Used Lubricating Oil (ULO) Test for calcium, phosphorus and zinc
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Zinc, Phosphorus & Calcium A Fuel is considered to be free of ULO if one or
more of the elements Zinc, Phosphorus &Calcium are below the limits. All three
deemed to contain ULO.
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Is this considered having ULO? Calcium.25 mg/kg
Phosphorous20 mg/kg
Zinc20 mg/kg
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Is this considered having ULO? Calcium.35 mg/kg
Phosphorous12 mg/kg
Zinc12 mg/kg
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Is this considered having ULO? Calcium.35 mg/kg
Phosphorous20 mg/kg
Zinc20 mg/kg
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Total Acid Number Indication of the presence of acids
No limit mentioned in ISO 8217 or MARPOLAnnex VI
Most repute supp iers c aim t ey supp y essthan TAN 3
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CCAI
Calculated Carbon Aromacity Index
Determined from the density and viscosity
Mostly used to indicate ignition qualityalthough scientifically not proven
CCAI values790 to 830 : very good to good
830 to 850 : good to satisfactory
850 to 870 : satisfactory to bad
870 to 970 : bad to unacceptable
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CCAI- measure of Aromaticity of fuel to know itsignition quality
Ignition quality can bemeasured by Aromaticity of
fuel. The ignition quality of a fuel
is a measure of the relativeease y w c t w gn te
There is accepted empiricalequations based on thedensity and viscosity of thefuel. These are theCalculated CarbonAromaticity Index (CCAI)range 800-870
Better methods areavailable
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CCAI- Effect on engine type 4 stroke engines
800
810
820
830
840
CCAI
1 2 31Engine type old-1970
2 Engine Type mid-19803 Engine type modern-1990
850860
870
880
890
900
910
920
Normal operating condition
Difficulties may be encountered
May cause engine damage
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Net Specific Energy Also known as lower calorific value
Measured in MJ/kg The energy released by a unit of fuel
Density and the sulphur content play a part While water content is to be considered, it is
presumed water is removed by centrifuging or
treatment
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Question Study the specifications as specified by a
major engine manufacturer Propose the most economical fuel grade for
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Major Engine Specs
Property Units Value
Density @ 15oC kg/m3 991*
Kinematic Viscosity @ 50
o
C cSt 700Flash Point oC 60
Pour Point oC 30
Carbon Residue % m/m 22
Ash % m/m 0.15
Total Sediment Potential % m/m 0.10
Water % v/v 1.0
Sulphur % m/m 5.0
Vanadium mg/kg 600
Aluminium + Silicon mg/kg 80
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Centrifuges *Centrifuges capable of handling fuels up to
1010 kg/m3
Alfa LavalALCAP
West a ia.Unitro MitsubishiE-Hidens II
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Recommended Book A Practical Guide to Marine Fuel Oil handling
By Chris Leigh-Jones IMAREST publication
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1. Paraffins The paraffinic can be either
straight chains (normal) or
branched chains (isomers)of carbon atoms.
Gas.
Lower Boiling Point
methane CH4
ethane C2H6
propane C3Hs
butane C4H10
Lower Boiling
Point
C
HH
H
H
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2. Aromatics general formula: C6H5 - Y (Y
is a longer, straight
molecule that connects tothe benzene ring)
ringed structures with oneor more rin s
rings contain six carbonatoms, with alternatingdouble and single bondsbetween the carbons
typically liquids examples: benzene,
napthalene Benzene
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3. Naphthalenes general formula: CnH2n (n
is a whole number usually
from 1 to 20) ringed structures with one
or more rings
rings contain only singlebonds between the carbonatoms
typically liquids at room
temperature examples: cyclohexane,
methyl cyclopentane
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Asphaltenes Bunker fuel oil consists of Asphaltene
particles suspended in oily medium.
These are large heavy aromatichydrocarbon molecules with highCarbon/Hydrogen ratio,
Slow burning and tend to obstruct thecombustion process. They are
responsible for increasing oil viscosity,causing ignition delay and producingCarbon deposit on injector nozzles,Piston crown etc
Percentage of Asphaltenes present infuel affects its Compatibility with otherfuels
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Asphaltenes precipitationStable
Unstable
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Need for refining The problem with crude oil is that it contains
hundreds of different types of hydrocarbonsall mixed together.
hydrocarbons to have anything useful.
Fortunately there is an easy way to separate
things, and this is what oil refining is all about.
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Refinery Process
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Bunker fuel- residue from different processes
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Orals
What action would you take if your fuel oil
settling tank spring-loaded drain valve ischoked?
Answer
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Answer
Put FO transfer pump to manual mode and
stop
Lower settling tank as low as possible tooverflow/spill tank using manual drain valve
s ng ange a r s eam connec on, ow
choked pipe, gently tapping with hammer
Never use sinuous wire to clear choke!!!!!
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Orals
What action would you take if your fuel oil
service tank spring-loaded drain valve ischoked?
Answer
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Answer
Change-over m/e suction to high suction Manually lower service tank level as much as
possible by draining to overflow/spill tank Using flanged air/steam connection, blow
,
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Orals
If for some reason, you are unable to clear
choked service tank spring loaded valve, howwould you continue voyage taking all the
.
Answer
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Answer
Service tank must be manually drained to
overflow tank as frequently as possible
Purifier throughput to be about 5~10% abovemain engine consumption
All fuel line filters including auto backflush
must cleaned often and at least one set ready
for exchange at all times
Drain from the mixing column if possible
O l Q i
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Orals - Question
What is the maximum bunkers liftable on a
ship? Japan to Singapore to Durban
Bun ering in Singapore
What is the minimum bunkers for arrival
Durban?
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JapanAt Sea
All units in cubic metres
Take Sounding of all tanks and calculate ROB = X
Calculate ROB at Singapore as
Z = X Y (Y = remaining voyage consumption to
Singapore)
Singapore
keep as many empty tanks as possible
- consolidate fuel tanks of same grade- in port Singapore, settling and service tanks to be full
When ordering bunkers in Singapore, order as
85% x full tank capacity unpumpables for each tank
Note No mixing bunkers of different gradesOrdering / Consumption of bunkers must be done in
consultation with Master/Chief Officer
O l A
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Orals - Answer
85% for normal safe loading
Bunkering Plan to be briefed Usual shipboard settings
- 92% high level alarm- 95~98% for high-high level alarm
or with overflow arrangement
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Singapore
ur an
Arrival Durban should be such:ROB departure Singapore voyage
consumption - unpumpables in empty
tanks
+ 3~5 days extra daily consumption or
20% more than voyage consumption,
the more, the better
Gross Tonnage
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Gross Tonnage
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Nett Tonnage
Orals
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Orals
What are the SOLAS regulations pertaining to
service tank requirement?
Answer
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Answer
Refer to SOLAS Chapter II-1,
Part C Machinery Installation,
Regulation 26 General,
Item 11.
Answer
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Answer
Location & arrangement of vent pipes for fuel
service, settling and lubricating oil tanks
should be such that in the event of a brokenpipe, there is no risk of ingress of seawater
.
Fuel oil service tank for each type of fuel usedonboard should have a capacity of at least 8
hours at maximum sea speed with diesel
generators running.