Low sulphur fuel oils – the potential impact on quality ... · Some history. 30 January 2013 2 ... Marpol Annex VI SECA1, S limit 1.5% Nov 11 th Marpol Annex VI SECA2, S limit 1.5%

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Dag Olav Halle30 January 2013

Low sulphur fuel oils – the potential impact on quality and diesel engine operation

CIMAC NMA Norge – Annual meeting 2013

© Det Norske Veritas AS. All rights reserved.

Low sulphur fuel oils

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Content of presentation

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Low sulphur – Impact on distillate fuel quality

Potential consequences

Low sulphur – Impact on residual fuel quality

Some history

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Some history



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A man and his engine - 1893

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MS Selandia – 1912 – First diesel-propelled ship

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MS Selandia is the world's first ever ocean-going diesel-powered ship , motor ship built at Burmeister & Wain Shipyard in Copenhagen, Denmark and launched on November 4, 1912.



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MT Auricula – 1947 – Residual fuel

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First sample - Background

� The oil crises in the early and late 1970s made the refiners look towards secondary refinery techniques (price escalations and, to some extent, restricted crude oil supplies)

�Secondary refinery techniques meant e.g. catalytic cracking and visbreaking (thermal cracking)

�Research work done by DNV during 2nd

half of 1970s documented deteriorated residual fuel quality as a consequence of the secondary refinery processes

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MS Mosbrook – 1981 –Sample No. 1

�VERITAS Fuel Quality Testing (FQT) Programme started officially on January 1st, 1981. The Head Office at Høvik received the first sample for testing January 15th 1981 and the following day the analysis results were reported to the owner.

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Low sulphur – Impact on residual fuel oil quality

Some history

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2012 – The Year of the ‘Sulphur Dragon’

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Existing and coming regulations

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* In line with the UK's proposal, the working group also suggested that there should be a review in 2018 to assess fuel availability. Depending on the outcome of the review, the 0.50% sulphur global standard may be delayed to 2025 instead of 2020.

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2025

Aug 11th

SECA 1, directive into force 1.5% S

Aug 11th

SECA 2, directive into force 1.5% S

Marpol Annex VI ratified

May 19th

Marpol Annex VI global S limit 4.5%

May 19th

Marpol Annex VI SECA1, S limit 1.5%

Nov 11th

Marpol Annex VI SECA2, S limit 1.5%

200 nm ECA around US and Canada effective from August 1st

2012, i.e. 1.00% S

Ship operators need to be aware of all regulations and connected operational challenges to maintain their business or voyages to United States and Canada. Fuel qualities globally will be affected as main part of transported goods are delivered into these areas

July 1st

ECA limit down to 1.00% S

Global S limit down to 3.50% from 4.50%

ECA limit down to 0.10% S

Global S limit down to 0.50% (subject to review)*

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Geographical trading patterns

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� High concentration of activity in coastal areas

� High concentration of emissions- Smog, acid rain (SOx)- Smog, acid rain (NOx)- Greenhouse gases (CO2)- Particulate matter (PM)

� Global warming

� ECAs

85% of traffic in Northern Hemisphere70% within 400 km of land



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NOx - LA Smog

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Todays challenges

�Fuel Quality�Impact of sulfur regulations on blending

�Marpol Annex VI, EU fuels directive, CARB

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The realities of today and the future

�Scarcity of straight run marine heavy fuels

�Limited supplies of low sulphur crude oil

�Majority of residual products require significant blending to achieve required sulphur targets�Available blend stocks (prioritized by cost - high to low)�Gas Oil�Light Cycle Oils�Slurry Oils/Cutter Stocks�LS components from other sources !!!

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As a supplier which one would you choose?

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Bunker Alerts : North American ECA : US on a roll!

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Bunker Alerts 2008-2012

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Heavy Fuel Oil Development

More blending of different oil components to optimise sulphur content may cause some side effects:

� Increased average Density

� Increased average abrasive levels (Al+Si)

� Increase in unstable fuels

� Reduced ignition and combustion quality

� Increased problems with chemical waste

� Increased cases of low flash point

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“At 4.50%, Sulphur is not a critical spec, but at 1.00% it is”



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Some history

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ECA 1st Jan 2015 – ECA sulphur falling to 0.10%

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2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

0.00

0.50

1.00

1.50

2.00

2.50

3.00

3.50

4.00

4.50

ECA limit Global limit



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Sulphur Range for Distillates - 2011

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Viscosity Range for Distillates - 2011

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Lubricity

Lubricity- Fuel oil with S >0.5% typically has

sufficient lubricating properties- Ultra Low Sulphur Fuel (S <0.05%) may be

incapable of lubricating vital fuel system components

- Poor lubricity might result in fuel pump seizures

- Seizures will occur within a short period of time

- Poor lubricity do not result in prolonged increased wear

- Additives might be used to improve lubricity

Viscosity- Normally fuel pumps are designed for HFO

operation- Low viscosity increase internal leakages in

fuel system components- Will not lead to high wear- Fuel pumps (even new) might have too

large clearance to build up sufficient pressure for engine start / maneuvringspeed

- Operators should consider to purchase fuel with viscosity above 3 cSt @ 40 °C

- Coolers or chillers can be installed to control viscosity

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ISO8217:2010Viscosity is increased to min 2 cSt @ 40 °C for DMA and DMB. DMZ is introduced with min 3 cSt @ 40 °C

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Engine makers recommendation

MAN Diesel & Turbo Service Letter SL09-515/CXR

Courtesy of MAN Diesel & Turbo

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Bunker Delivery Note - MARPOL Annex VI

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Information to be included (Regulation 18(3))

1. Supplier’s name, address and telephone number

2. Name and IMO number of receiving ship

3. Port

4. Date of delivery

5. Product name(s)

6. Sulphur content (% m/m) – Fuel should be tested in accordance with ISO 8754

7. Density @ 15˚C (kg/m3) – Fuel should be tested in accordance with ISO 3675

8. Quantity (metric tons)

9. A declaration signed and certified by the fuel oil supplier’s representative that the fuel oil supplied is in conformity with regulation 14 (1) or (4)(a) and regulation 18(1) of Annex VI of Marpol 73/78

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Some history



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CARB - Reported fuel problems

Majority of vessels encounter little to no serious problems using light distillate fuels in Californian waters, but in a few cases, the following has been reported;

� M/E did not start on light distillate� M/E stalled when running at Dead Slow� M/E did not start in the astern direction � Leaking O-rings on fuel valve (fuel injector) which caused excessive fuel leakage & leakage

on high-pressure manifold � Not sufficiently large diesel oil service tanks or fuel separators to run for extended periods

on light distillate

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Loss of Propulsion Incidents in California

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Source: USCG



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Cylinder liner surface

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Piston Rings

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Broken piston rings compared to a new ring:



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Ignition and Combustion challenges

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Parameter DescriptionSamples

UnitA B

Sulphur Sulphur 0.73 1.39 % m/m

ECN Estimated Cetane Number 12.9 27.0 -

ID Ignition Delay 7.06 5.32 ms

MCD Main Combustion Delay 8.66 6.06 ms

ABP After Burning Period 8.53 4.74 ms

Max ROHR Maximum ROHR 1.33 3.84 Bar/ms

PMR Position of maxROHR 10.25 6.60 ms

(B)

(A)

Source: DNVPS database 2007

(A)

(B)

For some of the low sulphur fuel we have seen an increasing problem with poor Ignition and Combustion characteristics

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Effects of Poor Fuel Ignition & Combustion

� Starting difficulties/failure

� Heavy knocking

� Increased post combustion deposits- Sticking exhaust valves

� Burned down piston crowns

� Blow-by’ & Collapse of piston rings

� Worn and cracked cylinder liners (scuffing)

� Increased Emissions



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� Owner I: Pulled out cylinder covers nos. 3, 4 and 6 due to abnormal noise and knocking and found that all exhaust valves are stuck up and valve bridges are damaged due to low quality of HFO bunkered in Santos last Sept. 29, 2010 – sample delayed

� Owner I: Will not recommend to use this fuel for aux engines; recommend to operate on MDO/MGO (Fuel ex Santos/Paranagua) – based on FCA report

� Owner II: Referring to LSFO delivered by oil major known for supplying fuels of above average quality: Lately after Europe, at several occasions, all aux engines have encountered miss starts/had missed its normal starting sequence, which is very unusual on board here. We need to start the engines manually with increased use of starting air. We suspect that might have something to do with the fuel’s ignition quality – FCA confirmed poor I/C.

Some recent references

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Engines never fail when it suits you!!!!

ALWAYS REMEMBER...



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The scenario that keeps us awake at night

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Still time to alter the course…

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Smooth sailing

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Safeguarding life, property and the environment

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Documents

Low sulphur fuel oils – the potential impact on quality ... · Some history. 30 January 2013 2 ... Marpol Annex VI SECA1, S limit 1.5% Nov 11 th Marpol Annex VI SECA2, S limit 1.5%