LSFO (0.

10%)

Chris Fisher
Mobile: 07717872095
Email: chris.fisher@brookesbell.com

Brookes Bell
Group Marine scientific and technical consultants
and surveyors

Providing comprehensive services in the

marine and energy world
1
Scope of Presentation

Conventional and Alternative refinery streams for

Marine fuel
Fuel Specifications
Availability and quality issues - gas oil
Availability Alternative LSFO
Quality and specification issues – alternative fuels
Storage, handling and consumption
Commercial issues – Price, Energy, Specifications
Conclusions

Excellence Integrity Proficiency 2

 Crude Oil – Atmospheric Distillation

Gas (internal fuel and LPG)

Naphtha (for gasoline)

Kerosene (for Jet fuel)

Crude oil feed

Gas oil (for diesel)

Atmospheric residue

3
 Vacuum Distillation
Reduced pressure

Light Vacuum Gas Oil

/ Waxy Gas Oil

Medium Vacuum Gas Oil

Crude oil feed

Heavy Vacuum Gas Oil

Vacuum residue
Atmospheric residue
4
 Catalytic Cracking

Excellence Integrity Proficiency 5

 Hydrocracker
• Hydro crackers are not new units on the refinery
• Frequently used to upgrade difficult distillate streams
from:
• Vacuum units – high wax/viscosity
• Cokers – very unstable and generally poor quality fuels
• Visbreakers/Thermal gas oil units – unstable
• Catcrackers – cycle oils unstable and very aromatic.
• The bottom stream from the distillation unit is either
recycled or
moved on as a feedstock for other processes.
It can also be used as a very low sulphur fuel in its own
right or as a LS fuel blend component

6
Hydro Cracker Bottoms

• Very low Sulphur

• Very low metals
• Quite waxy – High pour point
• High viscosity relative to normal distillates
• Very high flash point
• Excellent ignition/combustion properties

Cheaper than gas oil!

Excellence Integrity Proficiency 7

ISO 8217 - Specification of Marine Fuels

• Distillate Fuel (marine gas oil)

• Residual Fuel (fuel oil)

8
 ‘Traditional’ Blend components

• Distillate fuel
– Gas oil (atmospheric
distillation)
– Waxy gas oil (vacuum distillation)
– Light cycle oil (cracking)

• Residual fuel
– Vacuum Residue (vacuum distillation)
– Light and Heavy Cycle oils (cracking)
– Main Column Bottoms (cracking)

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 MARINE DISTILLATE FUELS ISO 8217:2010
Unit Limit DMX DMA DMZ DMB
Parameter

Viscosity at 40°C mm²/s Max 5.500 6.000 6.000 11.00

Viscosity at 40°C mm²/s Min 1.400 2.000 3.000 2.000

Micro Carbon Residue

% m/m Max 0.30 0.30 0.30 -
at 10% Residue

Density at 15°C kg/m3 Max - 890.0 890.0 900.0

Micro Carbon Residue % m/m Max - - - 0.30

Sulphur a % m/m Max 1.00 1.50 1.50 2.00

Water % V/V Max - - - 0.30

b

Total sediment by hot filtration % m/m Max - - - 0.10

b

Ash % m/m Max 0.010 0.010 0.010 0.010

Flash point 0°C Min 43.0 60.0 60.0 60.0

Pour point, Summer 0°C Max 0 0 0 6

Pour point, Winter °C Max -6 -6 -6 0

Cloud point °C Max -16 - - -

Calculated Cetane Index Min 45 40 40 35

Acid Number mgKOH/g Max 0.5 0.5 0.5 0.5

Oxidation stability g/m3 Max 25 25 25 25

c

Lubricity, corrected wear scar diameter

um Max 520 520 520 c
(wsd 1.4 at 60°C
d 520

Hydrogen sulphide
e mg/kg Max 2.00 2.00 2.00 2.00

Appearance Clear & Bright f b, c

10
RESIDUAL FUELS ISO 8217:2010

11
ECA Fuels – What are they & why do we
have them ?
• MARPOL annex VI regulations, Jan 1st
2015
• 0.1 %m/m max sulphur content
• Does not have to be Gas Oil

12
 Gas Oil
Quality Issues
• Sulphur content often just above the limit of 0.10% but
usually within repeatability

• Flash point occasionally just below 60C

• Risk of microbial infection developing on board if water is

present. Maybe stored for long periods

• Low viscosity and hence careful temperature control

needed during switching

• Paraffinic – risk of instability with HSFO

13
 ‘Alternative’ ECA Fuels

• ExxonMobil
– Premium Heavy Distillate (HDME 50)
– Premium Advanced Fuel Marine ECA 2000 (AFME
200)
• Shell ULSFO (ultra low sulphur fuel oil)
• BP RMD (residual fuel 80 cSt max)
• Lukoil Eco Marine
• SK Energy ULSFO Many different names that will
• Chemoil cause confusion
– 0.10 % S Fuel oil
– DMB (distillate)

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Availability – 0.10% Gas Oil & LSFO

It appears that there are no major problems with adequate

supplies of 0.10% gas oil to meet the ECA & EU port demand.
There is an increasing number of suppliers offering alternative
LSFO. These include:-
BP - ARA Shell - ARA
Lukoil - Mermansk Exxon Mobil – ARA & Hamb
Total – ARA Lukoil - Mermansk
Cepsa – Algeciras, L.Palmas Vertex – Mobile, Al
Phillips Neste – Helsinki region
Caltex Atlantic Gulf – Gulf Coast
Chemoil – Gulf Coast & Long Beach

Excellence Integrity Proficiency 15

Supplier Data

BP Lukoil Cepsa Phillips GS Chemoil Chemoil Chemoil

Caltex NY/Sav LA US Gulf

Density 845.4 870.9 868.0 855.2 866.4 896.0 885.0 858.0

Viscosity @50C 8.78 8.24 8.8 8.6 5.54 26.3 10.5 16.84

Upper Pour 21 21 -12 -12 -9 -6 -4 -20

Point
Water 0.01 0.05 0.004 0 0.15
MCR Lt 0.10 0.29 0.1 0.04 1.88 3.8 0.1 Lt 0.01
Sulphur Lt0.03 0.09 0.05 0.06 0.1 Lt0.1 0.085 0.084
TSP 0.01 0.01 0.01 0 0.05 0.01
Ash Lt 0.01 0.001 0.01 0.06 0.005 0.003
Aluminium Lt 1 6 Lt 5 Lt 1
Silicon Lt 1 1 Lt5 2
Vanadium Lt 1 Lt 1 Lt 0.1 2 Lt 1 Lt 1
Sodium Lt 1 1 4 1 4
Net Calorific 43 42.7 42.8 43 42.7 42 42.5 42.8
Acid Number 0.04 0.15 0.27 2.35 0.1

CCAI 794 792 793 764

Est Cet No. 80.4 58.5
Lubricity 326 270 410 310

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Independent test Data
Exxon Shell Total Vertex Unknown
HDME 50 ULSF Marine
Density 908.8 889.3 873.8 858.1 990.9
Viscosity 53.9 31 8.93 16.64 18
@50C
Upper 6 18 -9 -9 -36
Pour
Point
Water 0.05 0.1 0.05 0.1 0.1
MCR 0.28 2.31 1.91 0.01 9.8
Sulphur 0.08 0.1 0.1 0.08 0.07
TSP 0.03 0.01 0.01 0.01 0.01
Ash 0.002 0.003 0.002 0 0.01
Aluminiu 0.8 5 0 0 2
m
Silicon 1.1 3 0.6 0 5
Vanadium 2.7 0 0.7 0 10
Sodium 0.1 10 1.7 0 1
Net 42.26 42.47 42.69 42.87 41.10
Calorific
Acid 0.1 0.07 0.25 0.2 0.06
Number
CCAI 794 792 793 764 894 17
 ExxonMobil HDME 50

• ‘Heavy’ Distillate
– Higher flash point than MGO
– Viscosity 25 – 45 cSt @ 50°C
– Density 895- 915 kg/m³ @ 15°C
– Pour point 15 - 30°C

• Low in catalyst fines

• Produced at Antwerp refinery – launch
date mid 2014
• ISO 8217 compliant ?
– Fails distillate specs for viscosity, density, pour point
– Meets residual fuel spec RMD 80

18
 ExxonMobil HDME 50 – Performance
claims
Advantages
• No thermal shock at switch-over
• Reduced risk of boiler explosions
• Lubricity additive not required
• Higher energy content (compared with DMA)

Disadvantages
• Cleaning effect in storage tanks > filter blocking
• High pour point > heated storage
• Possible compatibility issues, limit co-mingling to
2%

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 ExxonMobil AFME 200

• ‘Advanced fuel oil’

• Processed to remove sulphur, metals
and other contaminants
• Meets ISO 8217 spec for RME 180
– Viscosity 67cSt @ 50°C (typical)
– Density 917 kg/m³ @ 15°C (typical)
– Pour point 0°C (typical)
– CCAI 799

• Available from Southampton – launch

date March 2015

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ExxonMobil AFME 200 –Performance claims

• Reduced risk of thermal shock

compared with MGO
– (90°C for 15 cSt at injectors)
• Extended engine life - reduced metals
and other contaminants
• Fully compatible with ExxonMobil
HDME 50 and MGO

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 Shell ULSFO

• Ultra low sulphur fuel oil

• Typical properties
• Flash point > 60°C
• Viscosity 10 – 60 cSt @ 50°C
• Density 790- 910 kg/m³ @ 15°C

• Availability
– ARA, Montreal, Gulf Coast – Launch Dec 2014
– NY Harbour, Singapore 2015

22
 Shell ULSFO – Performance claims

Advantages
• Reduced risk of thermal shock compared with
MGO
• Good lubricity - additive not required
• Good ignition properties

Disadvantages
• Possible compatibility issues, limit co-
mingling to 2%
• Beware of cleaning effect – blocked filters
• Cylinder oil issues – use lower TBN oil

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 Lukoil ULSFO

• Flash point > 60°C

• Viscosity 10 – 60 cSt @ 50°C
• Density 790- 910 kg/m³ @ 15°C
• Good ignition properties (paraffinic)

• Available in ARA, – Launch Dec 2014

• Beware of cleaning effect – blocked filters
• Avoid mixing - compatibility issues
possible
• Cylinder oil issues – use lower TBN oil
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 The “new” fuels on offer

• Some come from Hydrocracker cycle

oils and bottoms
• Some DMB type products
• Some are from multiple blends
including a sulphur reduced residual.
• Others could be from recycled used
oils
• Product description can be vague and
confusing.
25
 Alternative 0.1% fuels

• The products are all very different

• They would not meet any of the ISO
Distillate grades
• Density range 845.0 – 910.0 kg/cum
• Viscosity range 8cSt – 70cSt @50C
• Pour Point range -20 to + 22 deg C
• Low metals, good ignition, low acid, good
lubricity.
• As with Gas Oil they may not be
compatible with HFO.

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 Ship Operational Issues

1. Storage
2. Segregation
3. Heating
4. Changeover
5. Availability

Excellence Integrity Proficiency 27

 Delivery manifold
High Sulphur F.O.

Settling tank Service tank

Purifiers

Supply and booster

pumps

Transfer pump

Heaters
Filters

Note: One primary tank may have

Been used to store 1.0% LSFO up
until 2015
Primary tanks
Some ships have two settling and
Deep service tanks – HSFO & LSFO
Double bottom
Wing
28
 Delivery manifold
Segregated from Gas Oil or 0.1%
HSFO sulphur fuel.
Settling tank Service tank

Traditional MDO/Gas
Oil tanks have no
heating coils
Purifiers for
distillate only
Supply and booster
pumps
Storage tank
Segregated from Transfer pump
HSFO
Could be a tank
previously used for Cooler??
HFO after cleaning Filters

Some ships use HSFO

Primary tanks circulating and booster
Deep pumps. Others have
Double bottom dedicated LSFO system
Wing
29
 Delivery manifold
Segregated from Gas Oil or 0.1%
HSFO sulphur fuel.
Settling tank Service tank

Purifiers for HSFO

distillate only supply
Supply and booster
pumps
Storage tank
Segregated from Transfer pump
HSFO
Could be a tank
previously used for Cooler??
HFO after cleaning Filters

Some ships use HSFO

Primary tanks circulating and booster
Deep pumps. Others have
Double bottom dedicated LSFO system
Wing
30
 Commercial Issues

1. Purchase and Supply specifications

2. Significance of some characteristics being out of specification

3. Charterparty quality clauses

4. Price

5. Storage and Transportation

6. Additives

Excellence Integrity Proficiency 31

 Purchase and Supply Specifications

• Most of these fuels are distillates but do not conform

with ISO distillate grades

• Some may meet with ISO low viscosity residual fuel

grades but beware of different quality characteristics
between residual grades and the test methods to be used

• Routine testing labs need to be aware of the type of fuel

ordered and compare test results against the correct
specification and not assume an ISO grade

• Most likely that supply quality for contract purposes

would be based upon Supplier specification rather than
ISO

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 Significance of quality not meeting
specification
• As with all fuels the deviation from the
specification may give rise to
commercial and technical claims and
disputes

• In each case the deviation would need

to be evaluated and consideration
given to the potential consequences

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 Charterparty clauses

• These typically contain reference to ISO

grades

• If the charterer wants to supply any of

these alternative fuels he will need to
agree with the ship owner who would
need to be satisfied that the fuel is
suitable for his particular vessel

• Pour point and storage temperature may

be critical
34
 Price

• Most of these alternative fuels should

be cheaper than gas oil

35
 Storage and Transportation

• Suppliers will need to ensure high pour point

fuels are kept at temperature at least 10deg C
above their pour point throughout the supply
chain

• These fuels have a tendency to clean tanks

and lines of pre-existing residual deposits and
they should only be supplied through clean
designated systems

• Ship’s tanks and lines must be free of residue

36
 Additives

• There is a potential for pour point

modifiers but these would be added in
the supply chain rather than on board
ship

• Additive price may make these fuels

less attractive.

37
 Conclusions
• These alternative fuels have merits

• In particular they are low in metals, stable and provide high energy with good igniition and combustion
qualities

• Pour point and storage temperature need consideration

• They must be segregated from residual fuels (but this is also the case with gas oil)

• May not be compatible with other alternative fuels. Those with residual component may not be compatible
with gas oil.

• CFPP could become an issue but test is only appropriate on some of these fuels

• Ship’s crew MUST know what they are getting and manage storage and treatment on board accordingly

• More attractive for use on ships that trade in ECAs where there is a regular supply of similar product

• No reports of problems to date!

• Forget compliance with existing ISO grades as this is not helpful!

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 FOR
YOUR ATTENTION
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