LSFO (0.10%) Chris Fisher Mobile: Brookes Bell Group

Transcription

1 LSFO (0.10%) Chris Fisher Mobile: Brookes Bell Group Marine scientific and technical consultants and surveyors Providing comprehensive services in the marine and energy world 1

2 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

3 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

4 Vacuum Distillation Reduced pressure Light Vacuum Gas Oil / Waxy Gas Oil Medium Vacuum Gas Oil Crude oil feed Heavy Vacuum Gas Oil Atmospheric residue Vacuum residue 4

5 Catalytic Cracking Excellence Integrity Proficiency 5

6 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

7 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

8 ISO Specification of Marine Fuels Distillate Fuel (marine gas oil) Residual Fuel (fuel oil) 8

9 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) 9

10 MARINE DISTILLATE FUELS ISO 8217:2010 Parameter Unit Limit DMX DMA DMZ DMB Viscosity at 40 C mm ² /s Max Viscosity at 40 C mm ² /s Min Micro Carbon Residue at 10% Residue % m/m Max Density at 15 C kg/m 3 Max Micro Carbon Residue % m/m Max Sulphur a % m/m Max Water % V/V Max b Total sediment by hot filtration % m/m Max b Ash % m/m Max Flash point 0 C Min Pour point, Summer 0 C Max Pour point, Winter C Max Cloud point C Max Calculated Cetane Index Min Acid Number mgkoh/g Max Oxidation stability g/m 3 Max c Lubricity, corrected wear scar diameter (wsd 1.4 at 60 C d um Max c Hydrogen sulphide e mg/kg Max Appearance Clear & Bright f b, c 10

11 RESIDUAL FUELS ISO 8217:

12 ECA Fuels What are they & why do we have them? MARPOL annex VI regulations, Jan 1 st %m/m max sulphur content Does not have to be Gas Oil 12

13 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

14 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 Chemoil 0.10 % S Fuel oil DMB (distillate) Many different names that will cause confusion 14

15 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 Lukoil - Mermansk Total ARA Cepsa Algeciras, L.Palmas Phillips Caltex Chemoil Gulf Coast & Long Beach Shell - ARA Exxon Mobil ARA & Hamb Lukoil - Mermansk Vertex Mobile, Al Neste Helsinki region Atlantic Gulf Gulf Coast Excellence Integrity Proficiency 15

16 Supplier Data BP Lukoil Cepsa Phillips GS Caltex Chemoil NY/Sav Chemoil LA Chemoil US Gulf Density Upper Pour Point Water MCR Lt Lt 0.01 Sulphur Lt Lt TSP Ash Lt Aluminium Lt 1 6 Lt 5 Lt 1 Silicon Lt 1 1 Lt5 2 Vanadium Lt 1 Lt 1 Lt Lt 1 Lt 1 Sodium Lt Net Calorific Acid Number CCAI Est Cet No Lubricity

17 Independent test Data Exxon Shell Total Vertex Unknown HDME 50 ULSF Marine Density Viscosity Upper Pour Point Water MCR Sulphur TSP Ash Aluminiu m Silicon Vanadium Sodium Net Calorific Acid Number CCAI

18 ExxonMobil HDME 50 Heavy Distillate Higher flash point than MGO Viscosity C Density C Pour point 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

19 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% 19

20 ExxonMobil AFME 200 Advanced fuel oil Processed to remove sulphur, metals and other contaminants Meets ISO 8217 spec for RME 180 Viscosity 50 C (typical) Density C (typical) Pour point 0 C (typical) CCAI 799 Available from Southampton launch date March

21 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 21

22 Shell ULSFO Ultra low sulphur fuel oil Typical properties Flash point > 60 C Viscosity C Density C Availability ARA, Montreal, Gulf Coast Launch Dec 2014 NY Harbour, Singapore

23 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 comingling to 2% Beware of cleaning effect blocked filters Cylinder oil issues use lower TBN oil 23

24 Lukoil ULSFO Flash point > 60 C Viscosity C Density 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 24

25 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

26 Alternative 0.1% fuels The products are all very different They would not meet any of the ISO Distillate grades Density range kg/cum Viscosity range 8cSt 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. 26

27 Ship Operational Issues 1. Storage 2. Segregation 3. Heating 4. Changeover 5. Availability Excellence Integrity Proficiency 27

28 High Sulphur F.O. Delivery manifold Settling tank Service tank Purifiers Supply and booster pumps Transfer pump Filters Heaters Primary tanks Deep Double bottom Wing Note: One primary tank may have Been used to store 1.0% LSFO up until 2015 Some ships have two settling and service tanks HSFO & LSFO 28

29 Delivery manifold Segregated from HSFO Settling tank Service tank Gas Oil or 0.1% sulphur fuel. Traditional MDO/Gas Oil tanks have no heating coils Storage tank Segregated from HSFO Could be a tank previously used for HFO after cleaning Transfer pump Purifiers for distillate only Supply and booster pumps Filters Cooler?? Primary tanks Deep Double bottom Wing Some ships use HSFO circulating and booster pumps. Others have dedicated LSFO system 29

30 Delivery manifold Segregated from HSFO Settling tank Service tank Gas Oil or 0.1% sulphur fuel. Purifiers for distillate only Supply and booster pumps HSFO supply Storage tank Segregated from HSFO Could be a tank previously used for HFO after cleaning Transfer pump Filters Cooler?? Primary tanks Deep Double bottom Wing Some ships use HSFO circulating and booster pumps. Others have dedicated LSFO system 30

31 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

32 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 32

33 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 33

34 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

35 Price Most of these alternative fuels should be cheaper than gas oil 35

36 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

37 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

38 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! 38

39 FOR YOUR ATTENTION 39