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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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Troubles Occurred Due to Off-Specification of Fuel Oil:
Breakdown of Exhaust Valve Spindle
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Troubles Occurred Due to Off-Specification of Fuel Oil:
Abnormal Wear of Cylinder Liner
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Troubles Occurred Due to Off-Specification of Fuel Oil:
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.pdf7/28/2019 Fuel Oil Treatment
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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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Fuel Oil Analysis System (NYK Requirement)
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
Fuel Oil Analysis System (NYK Requirement)
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.doc7/28/2019 Fuel Oil Treatment
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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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Fuel Oil Off-Specification
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
Arrangement of Pre-Treatment System in Vessel A:
Aluminum + Silicon
1 23
45 6
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Fuel Oil Off-Specification
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
PumpSETTTANK SERV.TANK
Filter
Circ.
Pump
Buffer
Tank
1 2 3 4 5 6
Arrangement of Pre-Treatment System in Vessel A:
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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Fuel Oil Off-Specification
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
PumpSETTTANK SERV.TANK
Filter
Circ.
Pump
Buffer
Tank
1 2 3 4 5 6
Arrangement of Pre-Treatment System in Vessel A:
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.doc7/28/2019 Fuel Oil Treatment
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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.