1

Marine scientific and technical consultants

and surveyors

Providing comprehensive services in the

marine and energy world

Brookes Bell

Group

LSFO (0.10%)

Chris FisherMobile: 07717872095

Email: chris.fisher@brookesbell.com

2Excellence Integrity Proficiency

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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

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Crude Oil – Atmospheric Distillation

Kerosene (for Jet fuel)

Gas oil (for diesel)

Atmospheric residue

Gas (internal fuel and LPG)

Naphtha (for gasoline)

Crude oil feed

4

Vacuum Distillation

Atmospheric residue

Crude oil feed

Light Vacuum Gas Oil / Waxy Gas Oil

Medium Vacuum Gas Oil

Reduced pressure

Heavy Vacuum Gas Oil

Vacuum residue

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Catalytic Cracking

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

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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!

8

ISO 8217 - Specification of Marine Fuels

• Distillate Fuel (marine gas oil)

• Residual Fuel (fuel oil)

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‘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

ParameterUnit Limit DMX DMA DMZ DMB

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 at 10% Residue

% m/m Max 0.30 0.30 0.30 -

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

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

c

Hydrogen sulphide e mg/kg Max 2.00 2.00 2.00 2.00

Appearance Clear & Bright f b, c

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RESIDUAL FUELS ISO 8217:2010

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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

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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

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‘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

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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

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BP Lukoil Cepsa Phillips GS

Caltex

Chemoil

NY/Sav

Chemoil

LA

Chemoil

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

Point

21 21 -12 -12 -9 -6 -4 -20

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

Supplier Data

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Exxon

HDME 50

Shell

ULSF

Total

Marine

Vertex Unknown

Density 908.8 889.3 873.8 858.1 990.9

Viscosity

@50C

53.9 31 8.93 16.64 18

Upper

Pour

Point

6 18 -9 -9 -36

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

m

0.8 5 0 0 2

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

Calorific

42.26 42.47 42.69 42.87 41.10

Acid

Number

0.1 0.07 0.25 0.2 0.06

CCAI 794 792 793 764 894

Lubricity 264 257 227 174

Independent test Data

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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

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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

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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.

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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

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Delivery manifold

Primary tanksDeep Double bottomWing

Transfer pump

Settling tank Service tank

Purifiers

Supply and booster pumps

Heaters

Filters

High Sulphur F.O.

Note: One primary tank may have Been used to store 1.0% LSFO up until 2015Some ships have two settling and service tanks – HSFO & LSFO

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Delivery manifold

Segregated from

HSFO

Primary tanks

Deep

Double bottom

Wing

Transfer pump

Settling tank Service tank

Purifiers for

distillate only

Supply and booster

pumps

Cooler??

Filters

Gas Oil or 0.1%

sulphur fuel.

Storage tank

Segregated from

HSFO

Could be a tank

previously used for

HFO after cleaning

Some ships use HSFO

circulating and booster

pumps. Others have

dedicated LSFO system

Traditional MDO/Gas

Oil tanks have no

heating coils

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Delivery manifold

Segregated from

HSFO

Primary tanks

Deep

Double bottom

Wing

Transfer pump

Settling tank Service tank

Purifiers for

distillate only

Supply and booster

pumps

Cooler??

Filters

Gas Oil or 0.1%

sulphur fuel.

Storage tank

Segregated from

HSFO

Could be a tank

previously used for

HFO after cleaning

Some ships use HSFO

circulating and booster

pumps. Others have

dedicated LSFO system

HSFO

supply

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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

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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

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Price

• Most of these alternative fuels should

be cheaper than gas oil

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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

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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.

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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