Formula 1 Monaco Grand Prix – Yacht Hospitality 22 nd to 25 th May 2014 .
Monaco Yacht Show Presentation
Transcript of Monaco Yacht Show Presentation
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FUELCARE
‘DIESEL BUG’ & MARPOL ANNEX VI
Monaco Yacht Show 24th September 2015
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1. Fuelcare & MBC (3 slides)
2. MBC: Sampling, Testing & Treating (8 slides)
3. MARPOL Annex VI (8 slides)
4. Dr. Angus Webb (7 slides)
Today’s Talk
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Fuelcare:
Who we are M.B.C.
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Fuelcare & MBC
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Fuelcare & MBC
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Fuelcare & MBC
Fuel
Water
Microbial Sludges
Fuel/Water Interface
Microbial Sludges Microbial Sludges
SRB’s - Sulphate Reducing Bacteria
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MBC on Superyachts:
Sampling Testing
Treating
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Sampling for MBC
• Sampling is not an exact science and often difficult, particularly in the marine environment.
• MBC is usually found in tank bottoms and low points, as well as the fuel/water interface.
• Sample in different places depending on the operation:
- For regular storage tank testing (day/service tanks, lifeboat tanks) use a tank drain/dewatering point but only AFTER freshly delivered fuel has settled.
- For delivered fuel use the fuel line to & from day/service tanks or retained bunker samples.
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Sampling for MBC
• Always use pre-labelled STERILE sample pots.
• Label should show tank name, date, vessel name, sampling point.
• Ensure correct PPE is work in accordance with local safety rules/diesel MSDS.
• Ensure sample pot is opened & closed as quickly as possible reducing the likelihood of external contamination.
• Any bottom sampling devices should be cleaned with isopropyl alcohol & left for 30 minutes prior to sampling.
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Testing MBC
• Visual analysis of samples, your bunker lines, bunker suppliers’ lines and any endoscopy of tanks can show if MBC is present.
• Look for presence of discoloured water (brown of black), translucent slimes, soft brown sludge in fuel, water of tank bottoms.
• Slimes can appear on tank walls and are an indicator of a more serious problem on tank bottoms.
• Test pH of water in tanks (5 or lower) - acidity indicates probably microbial activity.
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Testing MBC
• When using a test our advice is to only use growth medium tests as opposed to ‘instant’ tests. Fuelcare can provide these.
• Instant tests are prone to false positive results - by using an ATP marker in bacteria they try to detect microbial activity similar to the way pregnancy tests work.
• Growth medium tests work by catalysing growth of microbes and highlighting results as ‘CFU’s’ - Colony Forming Units.
• They are slower, but far more accurate. A slow results is always better than an inaccurate one.
• Good test kits will be IP rated - they will be internationally recognised by independent bodies.
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Treating MBC
No Water = No ‘Bug’
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Treating MBC: KathonTM FP 1.5
Used to cure an existing problem (curative) or prevent an expected one (preventative).
Extremely safe & approved by nearly every major OEM (MTU/Cummins) - extensive no harm tests performed. 20 years experience, with 0 failures.
99.9% neutralisation of microbial fuel contamination.
Highly effective in biodiesel B1 - 100.
Rapid 6 hour contact time.
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‘Diesel Bug’ Example
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MARPOL Annex VI:
Engineers’ & Captains Responsibilities Best Practice
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MARPOL Annex VI
Marine fuels are divided into three distinct groups: • H.F.O./I.F.O. - Heavy/Intermediate Fuel Oils
sometimes known as ‘Residual fuels’ or under ISO8217 (Residual).
• M.G.O. - Marine Gas Oil sometimes known as ‘Distillate fuels’ or under I.S.O. 8217 (Distillate).
• Road Diesel - Chemically, a variation of
Marine Gas Oil or under E.N.590.
Crude
LPG
Petrol
Naptha
Kerosene
Gas Oil
Waxes
Residuals
Vapours
Liquids
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MARPOL Annex VI
• MARPOL Annex VI aims to reduce emissions by reducing the Sulphur content in marine fuels. • As of January 2015, the limit of Sulphur in any marine fuel should be 0.1% by mass (previously
4.5%). • The limits only pertain to E.C.A.’s (Emission Control Areas). Outside of E.C.A.’s the limits are
currently 3.5% but will be 0.5% by January 2020. • It is the engineers’ & captains’ responsibility to ensure fuel taken on board meets these limits
and other fuels are not mixed with E.C.A. compliant fuels. Emergency engines are exempt.
Current E.C.A. Future E.C.A.
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Effects of MARPOL Annex VI
• Sulphur inhibits microbial growth in fuel. The less Sulphur present, the more likely growth to be seen in coming years. This leads to filter blockages (leading to fuel starvation & engine shutdown), fuel pump failure, tank & line corrosion.
• Reduced fuel stability leading to further tank sludge and fuel discolouration (long chain hydrocarbons / asphaltenes) - see examples at front.
• Vastly reduced lubricity leading to possibly pump system failure & other issues. Processing to remove Sulphur removes other components with natural lubricity.
• Combustion efficiency. A reduction in economy.
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Effects of MARPOL Annex VI
Pre-combustion Combustion Post-combustion
More sludge / less fuel Dirtier Tanks
Dirtier Separators Less safe changeovers
(temp)
Poorer combustion Poorer atomisation Reduced economy
Poorer slow steaming Reduced reliability Injector deposition
Piston & ring deposition Dirtier vales
Dirtier turbocharger Cold corrosion Hot corrosion
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Advice for Superyacht Engines & MARPOL Annex VI
• When refuelling Superyachts you should always be taking onboard I.S.O. 8217 (Distillate).
• On occasion, fuel suppliers may provide E.N. 590 against S.O.L.A.S. rules. Do NOT take this onboard.
• If offered bio-derived fuels do not take them onboard particularly for emergency applications.
• Buy from a reputable source and ensure documentation is in order.
• Ensure a Bunker Delivery Note is supplied & retained for 3 years (proof of MARPOL compliance).
• SAMPLE! If possible continuously during delivery, otherwise from the truck or barge.
• I.M.O. guidelines recommend 2 x 400ml samples, sealed & labelled (1 x onboard, 1 x lab).
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Advice for Superyacht Engines & MARPOL Annex VI
• Despite these precautions, issues in storing, handling and combusting fuel onboard remain.
• Fuelcare offer a solution using OctamarTM additive technology alongside our dosing systems.
• This is the only additive EVER used & approved by Lloyds Register.
• Improvements to Oxidation Stability, (ISO 12205) Thermal Stability, (ASTM D6468) Injector Fouling (CEC F2301), Steel Corrosion (ASTM D665A/B), Fuel Lubricity (HFRR ISO 12156), Filter Blocking Tendency (IP387).
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Advice for Superyacht Engines & MARPOL Annex VI
Octamar will help recover lost fuel economy. There is significant cynicism in all markets against any fuel additives claiming to improve fuel economy: • Fuelcare only claim recovering lost economy (keep engines clean/clean up). • Extensive lab testing & approvals by some of the largest companies in the
world. • Lloyds Register approved (the only one). • Fuel Economy trials performed in conjunction with Dr. Angus Webb using
onboard telematics systems (if available).
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MARPOL / IMO - International Maritime Organisation - http://www.imo.org/OurWork/Environment/PollutionPrevention/AirPollution/Pages/Sulphur-oxides-(SOx)-–-Regulation-14.aspx
Maritime UK - http://www.maritimeuk.org/2012/01/marine-fuel-sulphur-content/
MICROBIAL ATTACK ON SHIPS AND THEIR EQUIPMENT (R. A. Stuart) - SEE FUELCARE for copies
IMarEST - http://www.imarest.org/policy-news/consulting-members/sulphur-emissions-from-shipping
Energy Institute - https://www.energyinst.org/documents/1319
Lloyds Register - http://www.lr.org/en/marine/index.aspx
DNV - https://www.dnvgl.com/news-events/news/preparing-low-sulphur-operation.aspx
Stena Line Sulphur Challenge 2015 - http://www.stenalinefreight.com/~/media/Files/Freight/Broschure/Sulphur%20Brochure%202014%20-%20Final%20online%20version.ashx
Further Reading
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Thank you for your time. Questions?
www.fuelcare.com
[email protected] [email protected]
+44 (0)1283 712263
‘Diesel Bug’ & MARPOL Annex VI