john poulson atlantic marine associates inc
Post on 01-Apr-2022
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FUEL & FD&D
Fuel quality governed by :
ISO 8217 international fuel standard
MARPOL Annex VI
EU Directive 2005/33 EC
Local regulations e.g. California
FUEL & FD&DREGULATION 18 in revised MARPOL Annex VI
Fuel oil shall meet the following requirements:
The fuel oil shall be blends of hydrocarbons
derived from petroleum refining. the fuel oil shall
be free from inorganic acid;
The fuel oil shall not include any added
substance or chemical waste which either:
Jeopardizes the safety of ships or adversely
affects the performance of the machinery, or
Is harmful to personnel, or contributes overall to
additional air pollution
CLAUSE 5 : GENERAL REQUIREMENTS
5.1The fuels shall be homogenous blends ofhydrocarbons derived from petroleumrefining. The fuels shall be free frominorganic acid and from used lubricationoils.
The fuel should not include any addedsubstance or chemical waste which:-
Jeopardises the safety of ships or
Adversely affects the performance of themachinery; or
Is harmful to personnel; or
Contributes overall to additional air pollution.
CONTAMINATION
PERIODICAL COLLECTIVE INSTANCES
2001 Singapore 10 Ships
2004 Fujairah 20 Ships
2007 Nigeria 13 Ships
2007 Gabon 4 Ships
2007 Angola 4 Ships
2007 Panama Unknown
2013 Panama Unknown
2018 Houston 50 Ships
2018 Panama Unknown
Plus Numerous Sporadic Individual Cases
1990’s Styrene Contamination
DISABLED SHIP
IN – SPEC “BAD FUEL”
Piston rings seized, without lubrication Carbon deposits on piston rod stuffing
box
FUEL & FD&D
INVESTIGATIONSURVEYORS
Classification
Hull & Machinery
P&I
Charterers P&I
Bunker Supplier
Fuel Supplier
Owners
Designated Laboratory
FUEL & FD&D Deck and engine room Bell Books covering this call in the Caribbean and
US / Canadian ports.
Engine room log books covering current voyage including bunkering ports in Russia (HFO) and Korea (ULSDO) to New York.
Deck Log Book covering current voyage including bunkering ports in Russia and Korea to New York.
Ship / shore / ship communications regarding current voyage problems.
Oil Record Book.
Fuel book, including records of fuel additives used.
All BDR’s, analyses and associated documentation for the previous 12 months.
Company / vessel procedure for the change-over of fuel to ULSDO when entering or leaving a SECA or ECA.
MAN recommended procedures for change over and operation on ULSDO.
Company / vessel procedure for vessel bunkering and analysis of fuels.
Company / vessel procedure when commencing consumption of different bunkers.
Dates of completion of consumption of previous HFO and LSDO.
Main and auxiliary engine maintenance records for previous 12 months.
MAN Service Engineer reports from current repairs at New York.
Reports from forthcoming examination of fuel pumps and injection equipment to be carried out by MAN factory / laboratory including all calibrations and metallurgical findings.
FUEL & FD&DPreventative Enhanced Testing
No. Machinery Issue Test to Identify Issue
1 Piston ring breakages & Purifier / Filter Choking Asphaltene Analysis
2 Very high wear of surfaces from Cat - Fines Accurate Particle Count Test
3 Contaminants in fuel causing fuel pump jamming GC-MS Screening
4 Purifier / Filter choking due to instability Stability testing
5 Abnormal fuel pump / injector wear Acidity – pH testing
6 Filter choking Toluene solvency test
FUEL & FD&DPre – Post Enhanced Testing
No. TEST (UNITS) RESULT
S
NORMAL RANGE*
(SPEC LIMIT)
REMARKS ON SPEC?
1 MCR 13.76 <15 (18) NORMAL YES
2 CCAI 847 <848 (870) NORMAL YES
3 ASPHALTENES
(%m/m)
9.74 Up to 6% HIGH NOT
SPECIFIED
4 XYLENE
EQUIVALENCE
38 <30 HIGH NOT
SPECIFIED
5
RESERVE
STABILITY
NUMBER
9.5 <5
MEDIUM
RESERVE
STABILITY
NOT
SPECIFIED
6 PFIN 169 <130 HIGH NOT
SPECIFIED
7 TAN 0.26 <0.4 (2.5 mg KOH/gMax)
NORMAL NOT
SPECIFIED
8 pH 7.87 Around 7.5 NORMAL NOT
SPECIFIED
9 STABILITY 1 1,2 STABLE YES
10 CATFINES 18 <40 (80) NORMAL YES
11 GCMS Screening PLEASE SEE COMPLETE
REPORT
NORMAL NOT
SPECIFIED
FUEL & FD&D
Post Incident Enhanced TestingNo Compound Observation Levels
1 1,2-Dichloroethane Absent BD
2 1-Butanol Absent BD
3 Tetrachloroethylene Absent BD
4 Styrene Absent BD
5 Alpha-pinene Absent BD
6 Phenol Absent BD
7 DCPD Absent BD
8 Indene Absent BD
9 Naphthalene Present PRESENT
FUEL & FD&D
SHORTAGES
Fuel Density & Weight Relationship
Fuel Temperature & Volume Relationship
The Cappuccino Effect
High Water Content
Inter-tank Transfers
Flow meter / Pipe work Tampering
Quantity measurements by flow meter only
Questionable Tank Calibration Tables
Empty Tanks – Un-pumpable Fuel
Fuel Sampling
FUEL & FD&DBunker Quantity Disputes – Minimum steps in the event of a short delivery:-
Immediately notify the parties concerned andappoint an independent surveyor if not alreadyattending.
Check all tank gauging, check and re-checkboth pre and post bunkering calculationsmaking sure the list/trim corrections have beencorrectly applied.
Verify correct temperatures and densities havebeen used.
Issue letter of protest for each incident andhave it acknowledged by the barge.
FUEL & FD&D Write up a detailed statement of facts leading
to the short delivery.
Preserve any evidence e.g. if you suspect
froth on the surface of the fuel / too many
bubbles on the sounding tape then taking
photographs would be prudent.
The success of a claim will largely depend on
the nature and the quality of evidence
gathered at the time the supply is made. If
there is detailed contemporaneous written
evidence, the ship operator will be in a much
stronger position.
FUEL & FD&D It may be necessary for full disclosure of the
supplier’s stock movement reports to ensurethat the original supplied quantity tallied withthe quantity at the time of opening gauge.
The barge outturn figure showing the deliveredfuel quantity will be recorded on the bunkerdelivery note for invoice purposes. In case of ashort fuel delivery a note of protest must beissued and the same reflected in the ship’s OilRecord Book.
The BDN should not be endorsed aspresented but should be signed and endorsedonly with the soundings and ship’s volumes.
FUEL & FD&D
Ships to use fuel oil on board with a
sulphur content of no more than 0.50%.
Exemptions for situations involving the
safety of the ship or saving life at sea, or if
a ship or its equipment is damaged.
Another exemption (with Flag State
approval) allows for a ship to conduct trials
for the development of ship emission
reduction and control technologies andengine design programmes.
FUEL & FD&D
WHY? 400,000 premature deaths from lung cancer
and cardiovascular disease.
14 million childhood asthma cases annually,
according to the latest research.
700,000 cancer and cardiovascular disease-
related premature deaths.
40 million childhood asthma cases to be
eradicated during the first five years of
implementation.
INTERNATIONAL BUNKER INDUSTRY
ASSOCIATION (IBIA)
Time to make regulatory changes taking effect
by 2020 has run out
Carriage ban likely by March 2020, other
regulatory changes by 2021
Guidelines for preparatory & transitional issues
wanted by late 2018
Comprehensive guidelines before 2020
IMO’s 2020 decision is final and there will be
no delay.
FUEL & FD&D
Controls Ships must obtain a bunker delivery note,
which states the sulphur content of the fuel oilsupplied.
Ships must be issued with an International AirPollution Prevention (IAPP) Certificate by theirFlag State. This certificate includes a sectionstating that the ship uses fuel oil with a sulphurcontent that does not exceed the applicablelimit as documented by bunker delivery notesor uses an approved equivalent arrangement.
Port and coastal States can use port Statecontrol to verify that the ship is compliant.
FUEL & FD&DSHIPOWNERS OPTIONS FOR COMPLIANCE
Consider whether / when they will comply with the0.1% limit by changing over to LSGO for the ECA’sor fit scrubbers or go the LNG route. This it seemswill depend upon:-
1.The variation of fuel consumed based on thepercentage of time the ship spends in ECA’s.
2.The ultimate price differential between LSFO andLSGO and LNG.
3.The final wording of legislation concerning 3.5%HFO.
4.The cost of retrofitting a scrubber to be used in theECA’s.
5.Possible future legislation governing wash-waterdischarge from scrubbers (Another CostConsideration)
FUEL & FD&D
TECHNICAL ISSUES
Lower acidity of the fuel due to the lack of
sulphur is not a problem for engines provided a
balance is struck with the TBN (alkalinity) of the
lubricating oil, i.e. cylinder oil in most main
engines (2 stroke) and crankcase oil in auxiliary
engines and medium speed main engines (4
stroke).
FUEL & FD&D
TECHNICAL ISSUESSulphur in fuel causes acidic attack of engine
components as it combines with the H2O in the
scavenge air. Of principal concern is the cylinder
liners of an engine.
However the idea is not to STOP corrosion but
to CONTROL it because a degree of corrosion
allows some etching / coarseness of the liner
surface to be maintained which is good for
holding lubricating oil on the surface and
prevents glazing.
FUEL & FD&D
TECHNICAL ISSUESThe move to 0.5% globally will actually simplify
matters because the difference between 0.5%
and 0.1% for the ECA’s will allow the oil
companies to produce a single lubricating oil for
universal use and obviate the need for different
oils. Currently the alkaline compounds in
cylinder oils with a TBN of say 80 will overwhelm
the acidic content of LSGO and deposit out on
the pistons and cause scuffing by filling the
annulus above the top piston ring. This causes
polishing of the cylinder liner and leads to
scuffing and blow-by of gases.
FUEL & FD&D – January 1, 2020 Clausing of Charter Parties Bunker Clauses will
need to be specific to the capabilities of eachvessel when it comes to Charterers fuel supplyingobligations and ensure costs are borne byCharterers wherever possible:-
Specifying that Charterers are responsible forcompliance with MARPOL in their supplying of fuel
Indemnifying Owners against delays / fines /penalties as a result of non-compliant fuels beingsupplied.
Amending of performance warranties in case offuel related problems
Redelivery clauses to allow consumption ofsufficient compliant fuel to exit ECA’s
FUEL & FD&DOwners will however have to also agree to
Charterers requirements for a vessel that is
compliant in every way and will surely seek
confirmation that the main and auxiliary
machinery is compliant and capable in every
way of consuming the stemmed bunkers.
FUEL & FD&DBunkering is going to become an ever-
more arduous task requiring a high degree
of due diligence, monitoring and testing.
Owners appointment of a suitable
independent surveying / testing company
is going to become essential at least for
the foreseeable future.
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