CEN Workshop - Business Plan - Method for testing separation performance of centrifugal separators for marine residual fuels

Transcription

1 1(5) CEN Workshop - Business Plan - Method for testing separation performance of centrifugal separators for marine residual fuels Background In general, marine diesel engines burn residual fuels. The quality of marine residual fuels varies and some of them contain abrasive solid particles. To achieve reliable and economical operation of the diesel engines it is necessary with an efficient cleaning of the oils before they are injected into the engines. The conventional cleaning method is centrifugal separation onboard ship through a separator. There has for many years now been a demand from engine builders, ship owners and classification societies for reliable performance criteria for the separators' ability to remove abrasive particles from marine residual fuels. As yet, there exists no generally acknowledged method for measuring the relationship between separator capacity and efficiency. Thus, one cannot be sure that separators chosen according to e.g. Maximum Recommended Capacity tables actually provide safe removal of harmful solid particles. For the shipping industry and its suppliers the need for a standardised method to determine separation performance is apparent from an engine wear perspective but this is also a safety issue for the ship. As a response to this need the proposers have decided to develop a formal reference document specifying such a method. To meet the demand at the earliest opportunity the proposers have agreed that the document should be published as a CEN Workshop Agreement (CWA) rather than as a conventional standard. Proposers This proposal originates from a consortium comprising major stakeholders in the industry, namely: in collaboration with: MAN B&W Diesel A/S represented by Ms Susanne Kindt Teglholmsgade DK-2450 Copenhagen SV, suk@manbw.dk Denmark Det Norske Veritas A/S Mr Kaare Klokk Veritasvejen N-1322 Hövik, Kaare.Klokk@dnv.com Norway Alfa Laval Tumba AB Mr Gunnar Astrom SE Tumba, Sweden gunnar.astrom@alfalaval.com BP Marine Mr Adrian Daniels Chertsey Road Sunbury-on-Thames daniela@bpmarine.com Middlesex TW16 7LN, England SIS, Swedish Standards Institute Mr Gustaf Edstrom SE Stockholm, Sweden gustaf.edstrom@sis.se

2 2(5) Market overview Marine residual fuel is the residue remaining after all lighter fractions have been extracted from the crude oil during various processes in the oil refinery. It is thus a concentrate of heavy fractions and normally contains various contaminants. In addition, it often contains small fragments of a catalyst, used in the catalytic cracking stage in order to cut long molecule chains into smaller, thus reducing viscosity. Catalyst fines are extremely hard and abrasive. It is known that catalyst fines, not removed from residual fuel prior to the diesel engine, can cause damage to the engine with more or less drastic economic and, in extreme cases, safety consequences. The normal way of removing catalyst fines and other contaminants from marine residual fuel is by centrifugal separation. According to ISO 8217:1996 (Specification of marine fuels), the maximum allowable content of catalyst fines in bunkered oil, expressed as the total content of aluminium and silica, is 80 mg/kg. The engine builder typically anticipates this amount to be reduced to a maximum of 15 mg/kg before the fuel is injected into the engine. The targeted market comprises ships powered by marine residual fuel diesel engines. The building of new such ships varies between 800 and 1800 in annual numbers, with an average of about 1200 ships. On each ship is installed on average 4 separators, 1-2 for lubricating oil cleaning and 2-3 for marine residual fuel cleaning. For large vessels, like container or cruise vessels, each ship has 9-10 separators with a similar distribution between separators for cleaning of residual fuel and lubricating oils. Diesel engines are the normal propulsion means for all ships, except for naval vessels where gas turbines are often used. There are mainly two kinds of diesel engines, i.e. trunk piston engines (high and medium speed) and crosshead engines (low speed). Generally speaking, trunk piston engines dominate in the size range up to kw while crosshead engines are typically used for larger power outputs. The largest engines on today's market give about kw or Hp. Their daily fuel consumption is about 350 tons at full power output. Three diesel engine manufacturers dominate the world market, i.e. Caterpillar, MAN/B&W and Wärtsilä. Including licensees their combined market shares for engine sizes above kw are 65 % (trunk piston engines) and 95 % (crosshead engines). Likewise, three manufacturers, i.e. Alfa Laval, Mitsubishi (MKK) and Westfalia Separator, dominate the separator market with a combined worldwide market share of 95 %. The Workshop will seek liaison with the main organisations of the industry. One such is CIMAC, the International Council on Combustion Engines, which comprises important actors in the diesel and gas turbine engine area. Ship owners are organised on a national level but also internationally on a segmented basis, like Intertanko and Intercargo. The relevant groups with an interest in a recognised reference method for measuring separation performance are: Diesel engine manufacturers Separator manufacturers Classification societies Ship owners and operators Oil companies Marine consultants Shipyards Objectives of the CEN Workshop

3 3(5) The proposed workshop aims at reducing uncertainties with respect to increased demand for efficient cleaning of marine residual fuels. The ultimate deliverable - the CWA - is an operational specification of a method for measuring separation performance of centrifugal separators as regards particles in marine residual fuel. The method aims primarily at defining performance of marine residual fuel separators intended for shipboard installation; however, it can also be extended to installations in diesel power plants and to other oils, like lubricating oil and fuels of lower viscosities. The intention is to develop the CWA from inception to publication within 12 months from Kick-off. CEN Workshop Work Programme The Kick-off Meeting of the CEN Workshop will be held at the CEN premises in Brussels, open to any interested party willing to participate. At the first part of the meeting the basic information will be presented and the Business Plan adopted. Based on that information companies should decide on their final participation and agree to a participation fee. All technical details, documentation and requirements will be presented and evaluated at the second part of the meeting which is only for those interested parties who will effectively participate. Proposed timetable: Kick-off Meeting First plenary meeting and presentation of Draft Draft month Second plenary meeting 2004-December Final draft and closure of membership admittance + 1 month Agreement and closure + 1 month Publication (Expected 1 June 2005) CEN Workshop Structure and Resource Requirements Working language The CEN Workshop working language will be English. Chairman Det Norske Veritas A/S (DNV) is willing to provide the CEN Workshop Chairman. Secretariat SIS, Swedish Standards Institute, is willing to provide the secretariat for the CEN Workshop. Functions - CMC Services The CEN Management Centre (CMC) will give guidance on how the workshop should run, making sure the CEN Workshop process is adhered to. - Guidance in drafting and executing the CEN Workshop Business Plan - Organisation of the Kick-off Meeting - Regular follow-up and monitoring the CEN Workshop process - Publication of the CEN Workshop Agreement

4 4(5) CMC will retain the list of registered participants who have supported the consensus. Functions - CEN Workshop Chairman The participants of the Workshop will appoint the Chairman during the Kick-off Meeting. - Chair the CEN Workshop Plenary meetings and any others as appropriate - Represent the CEN Workshop in outside meetings in co-operation with CMC - Monitor progress via CMC and the CEN Workshop Secretariat - Make the judgement on when consensus has been reached Functions - CEN Workshop Secretariat The secretariat will progress the operational and administrative tasks required by the Workshop, reporting to both the Workshop Chairman and the CMC as required. - Maintain a register of participants - Produce and circulate documentation/reports/minutes to participants - Arrange and administer Plenary meetings - Monitor progress - Prepare and distribute draft CWA - Collate comments on CWA - Act as help desk and advisory function for the Workshop issues - Complete any final editing of the CWA in accordance with the CEN internal rules - Keep CMC informed of progress - Transfer the register of participants to CMC on completion of the CWA Resource Requirements The expected resources would be: - Chairman: 15 man-days, supported by DNV - Secretariat: 40 man-days, cost and expenses supported by proposers and Workshop participants* - Proposers: man-days each, supported by their own organisations - Participants: 6 man-days each, supported by their own organisations * The funding required is 36,000 which will be paid by the Workshop participants (including proposers) in equal proportions. More participants lead to a lesser fee. Final fees will be calculated once the final number of participants is known. External Liaisons CEN/SS T 01 Shipbuilding and maritime structures CEN/TC 15 Inland navigation vessels CEN/TC 300 Sea-going vessels and marine technology ISO/TC 8 Ships and marine technology ISO/TC 28/SC4 Petroleum Products and Lubricants, Classifications and Specifications Contact Points Mr Gustaf Edstrom Project Manager SIS, Swedish Standards Institute SE Stockholm, Sweden +46 (0) gustaf.edstrom@sis.se

5 Mr Kaare Klokk Head of Section Det Norske Veritas NO-1322 Hoevik, Norway Mr James Boyd Strategy Manager CEN - European Committee for Standardization Rue de Stassart 36 B-1050 Brussels, Belgium james.boyd@cenorm.be 5(4)