Meeting the compliancy and technical challenges of current and future SOx legislation

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Contents
Understanding the regulatory landscape Technical challenges of changing to low sulphur grades for diesel engines including (including risk assessment and presentative measures) Technical challenges of changing to low sulphur grades for boilers (including risk assessment and preventative measures)

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The regulatory landscape

1st July 2009; sulphur content of 1.5% (MGO) and 0.5% (MDO) in 24 nm of California coastline 1st Jan 2010; 0.1% in EU ports 1st July 2010; 1.0% in designated ECAs 1st Jan 2012; 3.5% for all global bunkers

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The regulatory landscape

1st Jan 2012; 0.1% (MGO) and 0.1% (MDO) in 24 nm of California coastline 2015; 0.1% in designated ECAs 1st Jan 2020; 0.5% for all global bunkers (may be postponed until 2025 subject to feasability review completed by 2018)

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The regulatory landscape

Source MAN Diesel

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The regulatory landscape

Top Container Ports :

1. Singapore 2. China, Shanghai 3. China, Hong Kong 4. China, Shenzhen 5. South Korea, Busan 6. Netherl., Rotterdam 7. UAE, Dubai 8. Taiwan, Kaohsiung 9. Germany, Hamburg 10. China, Qingdao Most used trading routes existing ECAs: Baltic Sea, North Sea planned ECAs: Coasts of USA, Hawaii and Canada discussed ECAs: Coasts of Mexico, Coasts of Alaska and Great Lakes, Singapore, Hong Kong, Korea, Australia, Black Sea, Mediterranean Sea (2014), Tokyo Bay (in 2015)

Source MAN Diesel

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Compliancy issues and challenges

The technical and operational challenges in meeting new legislation have been significant Loss of propulsion incidents in California moved from an average of 23.6 incidents per year between 2004 and 2008 to 67 in 2009 following CARB rulings
The following slides detail how risk can be mitigated in meeting the technical challenges of switching to lower grades of sulphur fuel

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Technical challenges of changing to low sulphur fuel grades for diesel engines

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Challenges by LSFO operation

Fuel changeover High S% Low S%

Aux Equipment
Compatibility of mixed fuels! Oil

BN 10-40-70!

Engine Tank and pipe configuration Viscosity!

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Tank configuration

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Fuel stability and compatibility

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Fuel change-over
oThe fuel delivery pump is capable of delivering a pressure of more than 400 bar
oThe tolerance between the plunger and the barrel is very fine only a few 1/1000 of a mm o The maximum change of temperature is 2 C/min

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Auxiliary Equipment
The majority of circulating and booster pumps are screw spindle pumps without gear box. Therefore the media must lubricate the pump. Very low viscosity oil is not capable of maintaining a sufficient oil film between the screws, resulting in

excessive wear.

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Cylinder lubrication

Source MAN Diesel

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Viscosity and lubricity

Viscosity The engine fuel pump is designed for high viscosity heavy fuel operation for the majority of its hours in operation. The challenges related to low viscosity include the risk of excessive wear as well as the ability to keep the appropriate injection pressure in the fuel pump - especially during low load, start and low rpm. In worn pumps, the internal leakage can increase to a level where starting the engine is impossible because the correct injection pressure cannot be achieved.

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Viscosity and lubricity

Lubricity MAN Diesel recommends that prior to using distillate fuels with less than 0.5% sulphur, the lubricity is tested. Lubricity can be tested by an HFRR (High-Frequency Reciprocating Rig) test (according to ISO12156-1) which can be performed by an independent laboratory. According to ISO12156-1 the maximum wear scar diameter should not exceed 460 mm.

Source MAN Diesel

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Diesel engines - Risk assessment

Operational Risk
Engine Stop

Preventative measures
1. Ensure fuel HP pumps should be in good condition 2. Cool down the Gas Oil to keep the viscosity higher than 2 cSt (a DMA of 1.5 cSt should be maximum 22 C at engine inlet) 3. Run the engine with higher load than normally (Avoid low revolutions) 4. Be on manned watch whenever running low viscosity Gas Oil 5. Ensure there are sufficient numbers of engine crew on watch 6. Train start procedures with leaking fuel pumps (Start the engine with higher index than normally)

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Diesel engines - Risk assessment

Operational Risk
Engine revolution fluctuates

Preventative measures
1. Test the engine by running engine in low revolutions burning low viscosity fuel in good time before manoeuvring 2. Adjust dead slow to higher revolutions and avoid low revolutions 3. Overhaul the HP pumps 4. Train the engine crew to be alerted and make sure they have a full understanding of the problem.

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Diesel engines - Risk assessment

Operational Risk
Engine will not start

Preventative measures
1. Ensure that sufficient test manoeuvres are made in good time 2. Set the fuel pumps to a higher index when starting 3. Ensure that there are sufficient numbers of engine crew on watch 4. Train the start procedures with leaking fuel pumps (start the engine with a higher index than normal)

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Diesel engines - Risk assessment

Operational Risk
Damage to fuel pumps

Preventative measures
1. When switching from FO to GO and then back to FO, ensure that the decrease or increase in temperature does not exceed 2C/Min 2. Never run the engine with a viscosity lower than 2 cSt 3. If a pump should start to seize during manoeuvring, lift the HP pump and continue with one cylinder less.

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Diesel engines - Risk assessment

Operational Risk
Filter blockage

Preventative measures
1. Change from FO to GO in good time before manoeuvring 2. Watch the pressure differential over the filter 3. Only duplex filters inline should be used 4. Check the compatibility of the fuels to be blended in the fuel oil change over process. 5. Change the filter in good time before it blocks 6. Have sufficient spare filters

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Diesel engines - Risk assessment

Operational Risk
Damage to auxiliary pumps

Preventative measures
1. Frequently test the pumps for internal leaks by closing the valve on the pressure side and make sure the pump can give sufficient pressure to open the safety valve. 2. Be awere of any unknown noises from the pumps 3. Always have a second pump in stand by mode.

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Technical challenges of changing to low sulphur fuel grades for boilers

Challenges
Flash point: According to DNV-PS the flash point is close to 60 C. The safety margin for storing, and handling should be a Minimum of 15 C .

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Challenges

Heat radiation back into the rotary cup

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Possibility
Heat Shield

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Challenges - steam injection

temp

Oil

Comp air/Steam

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Challenges - viscosity
The new ISO 8217 will undoubtedly raise the viscosity from 1.5 cSt to 2 cSt at 40 C. However the DNV states that this will have no practical impact.

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Solutions
The majority of circulating and booster pumps are screw spindle pumps without gear box. The media must therefore lubricate the pump. Very low viscosity oil is not capable of maintaining a sufficient oil film between the screws, resulting in excessive wear and ultimately break down.

Min. 4.5 cSt versus Min. 1.5 cSt

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Auxiliary equipment
Fuel according to ISO 8217 : 2005, recalculated by Shell BCALC v1.0 program
100 Oil Pump 2 90 80 70 60 50 40 30 20 10 0 0.75 DMBmax11.0 DMCmax14.0 DMAmax6,0 DMAmin1,5
Degree C

Oil Pump 1

1.25

1.5

1.75

2.25 cSt

2.5

2.75

14

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Auxiliary equipment
LSFO/MGO Oil Tank

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Burner - Risk assessment

Operational Risk
Low flash point

Preventative measures
1. Never take onboard bunkers where the oil you cannot be stored with a 15 C safety margin. 2. Ensure that a flame screen is fitted onto the rotary cup burner 3. Ensure that a low heat exchange stem injection burner is fitted 4. Emergency Stop the burner if there is any doubt about the correct flame 5. Ensure that the flame is controlled both initially and frequently during operation. 6. Order the LSFO with a sufficient high flash point. 7. If in doubt conduct a bunker flash point test. Debunker if the flash point in less than 60 C

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Boiler fuel distribution system Risk assessment

Operational Risk
Filter blocking

Preventative measures
1. Change from FO to GO in good time prior to inertion 2. Watch the difference in pressure over the filter 3. Only inline duplex filters should be used 4. Check the compatibility of the fuels to be blended in the fuel oil change over process. 5. Change the filter in good time before it blocks 6. Have sufficient spare filters

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Boiler fuel distribution system Risk assessment

Operational Risk
Damage to auxiliary pumps

Preventative measures
1. Ensure that the cooler fitted with sufficient capacity in the low viscosity line 2. Frequently test the pumps for internal leaks by closing the valve on the pressure side and make sure that the pump provides sufficient pressure to open the safety valve. 3. Be awere of unknown noises from the pumps 4. Allways have a second pump in stand by mode.

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Your next new building - the Green way

Exh. Gas Boiler Exh. gas Boiler

Aux. Eng. Electrical Heater

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Main Eng.

There for you

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DISCLAIMER O.W. Bunker & Trading A/S can not be held liable in any way for any errors or incorrect/incomplete information in this presentation. We encourage that professional advice is obtained before any actions related to the topics in the presentation are taken.

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