Service letter SL2019-670/DOJA

Action
Action
code:
code:
WHEN
IMMEDIATELY
CONVENIENT

Operation on fuels with

maximum 0.50% sulphur

SL2019-670/DOJA
February 2019

Concerns
Dear Sir or Madam All MAN B&W ME/ME-C/ME-B/MC/
MC-C, ME-GI and ME-LGI engines.
On 1 January 2020, the global sulphur (S) limit on marine fuels
will be reduced from 3.50% to 0.50% S. Consequently, all ships
are restricted to use fuel with maximum 0.50% sulphur or utilise Summary
an approved equivalent mean to reduce the sulphur oxides (SOx) For operation on max. 0.50% S fuel:
emitted, e.g. a SOx scrubber. A 0.50% sulphur limit is already −− The 0.50% S fuel family will show
in force in Chinese territorial waters. The current 0.10% sulphur diverse characteristics, also within
emission control areas (SECAs) will remain unchanged. Note that the same fuel grade.
other local emission areas may exist. −− Avoid mixing different fuel batches.
−− Pay attention to the actual fuel
This Service Letter gives information and guidance on operation parameters and act accordingly.
on 0.50% S fuel, and how to prepare for the change from opera- −− Adjust the fuel temperature to
tion on high-S fuel to 0.50% S fuel. Recommendations are given ensure correct viscosity.
for the potential challenges with 0.50% S fuels, e.g.:
−− Increased variation in the viscosity, density and cold flow Relevant Service Letters:
properties from fuel batch to fuel batch – also within the same SL2018-659, SL2014-593,
fuel grade. SL2017-638, SL2018-663 as well as
−− Incompatibility between fuel batches. the most recent SL on cylinder lubri-
cation (currently SL2014-587).
More information can be found in the paper “Detailed informa-
tion on Preparation and Operation on fuels with maximum 0.50%
sulphur” [1]. Always refer to the most recent guideline available for
your specific engine type, e.g. service letters, for recommenda-
tions for lubrication, piston rings and cylinder condition, etc.

For questions and inquiries regarding the content in this letter,

contact our Operation department at: [email protected]

Yours faithfully

Mikael C. Jensen Stig B. Jakobsen

Vice President Senior Manager
Engineering Operation

Head office (& po. address) PrimeServ Production Forwarding & Receiving MAN Energy Solutions
MAN Energy Solutions Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Energy Solutions
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV SE, Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 [email protected] [email protected] [email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.man-es.com
Service letter SL2019-670/DOJA

Introduction Information on 0.50% S VLSFOs

From 1 January 2020, a global limit of 0.50% sulphur in The max. 0.50% S VLSFO family will be a range of distil-
the fuel, set by IMO enters into force. This Service Letter late (DM) and residual (RM) types of fuels. Examples of fuel
describes the operational challenges for operation on fuels characteristics that will vary within the 0.50% S VLSFO
with max. 0.50% S fuels. family are viscosity, density, pour point, and cat fines
(Al+Si) content. These parameters are all important to con-
Many new types of 0.50% S very low sulphur fuel oil sider since they affect many of the systems on board.
(VLSFO) will be placed on the market and this will chal-
lenge the handling of the fuel on board. The main fuel chal- It is assumed that the 0.50% S VLSFO types will be fully
lenges for operation on 0.50% S VLSFOs are: capable of being categorised within the existing ISO 8217
1. Fuel quality will vary from batch to batch more frequent- standard [2]. MAN Energy Solutions expects that fuels
ly than before. with characteristics within the ISO 8217 standard are
2. Different fuel types may be incompatible. This requires well-suited for MAN B&W two-stroke engines. It is always
that different fuel batches are kept segregated. important to read and act on the fuel suppliers’ recom-
3. Important fuel parameters will vary: mendations, manuals and best practice sheets to ensure
a. Viscosity could vary between low, as distillate type, safe and efficient use of the fuels.
and high as residual type. This affects the tempera-
ture settings of the fuel system. The fuel characteristics within a certain ISO 8217 grade
b. Density is important for fuel cleaning. may differ more in the future, since more variation is ex-
c. Cold flow properties - the fuel temperature must be pected in used refinery streams. The ISO 8217 working
sufficiently high to keep the fuel flowing freely. group is preparing a Publicly Available Specification (PAS)
[3]. It will provide guidance to the application of the current
Table 1 summarises the content in the Service Letter. ISO 8217 standard to 0.50% S VLSFO fuels. It is expected
that the ISO/PAS 23263 will be published in mid-2019.
Summary

Fuel recommendations It is important to ensure that the fuel characteristics and

Properties of the 0.50% S VLSFO may vary from batch to batch, e.g. high the ship’s technical capabilities match each other, for ex-
to low viscosity, density and pour point.
ample the fuel system and engine. Some fuel suppliers can
Ensure that the fuel characteristics and the ship’s technical capabilities
match each other. supply a certificate of quality (COQ) which is a fuel analy-
Check the parameters of the actual fuel and act upon the results, e.g. sis of the fuel in the shore storage tank. The COQ can be
fuel temperature adjustments.
received before bunkering if agreed between the parties.
Operation recommendations The information in the COQ makes it easier to plan and act
Ensure that the viscometer/viscosity sensor before the engine is installed accordingly.
and is working properly.
Ensure that heating and cooling equipment is installed and is working
properly. MAN Energy Solutions has received specifications and
Ensure that fuel pumps are in adequate condition to be able to handle analyses of 0.50% S fuels. Table 2 shows some charac-
high and low viscosity fuels.
Avoid compatibility issues and do not mix different fuel batches. If mixing teristics from a few of these samples. The fuels show very
cannot be avoided, check compatibility (ASTM D4740, “coffee filter test”, different parameters, so attention should be paid to the
“spot-test“) of the different fuel batches.
Clean the fuel and use the highest suitable temperature and lowest actual fuel and how it should be treated.
possible flow in the separators to ensure efficient cleaning and maximum
removal of cat fines.
Switching between fuels: follow the procedures and monitor temperature
and viscosity (max. 2°C/min).
Fuel viscosity at engine inlet: 2-20 cSt

Table 1: Summary

0.50% S Kin. Viscosity Density Cat fines,

VLSFO at 50°C, cSt at 15°C, kg/m 3 Pour point, °C Al+Si, ppm MAN Energy Solutions comments
Unusual viscosity (low) to density (high) relationship. Note: high
Fuel 1 45 990 27 < 15 pour point.
Fuel 2 360 969 <24 55 Al+Si: above average. Pour point may be high.
Fuel 3 7.4 885 -24 28 Very low viscosity and density. High Al+Si.
Fuel 4 215 942 30 45 Al+Si: above average. Note: high pour point.
Al+Si: above average. Unusual viscosity (low) to density (high)
Fuel 5 60 985 < -3 33 relationship

Table 2: Examples of various 0.50% S VLSFO fuel types

Operation on max. 0.50% sulphur fuels. Page 2 of 5

Service letter SL2019-670/DOJA

Operational recommendations Fuel pump drain overflow tank

This is an overview of some of MAN Energy Solutions’ During normal operation, a small amount of fuel continu-
recommendations and advice for operation on 0.50% S ously drains through the main engine fuel pumps. Tra-
VLSFO. ditionally, this fuel is led back to the heavy fuel settling
tank. As the different fuel types may be incompatible, it
Stability of a fuel is important to keep the different fuel streams separated.
The stability of a residual fuel is defined by its resistance To ease operation, the drain system could be updated to
to breakdown and to create asphaltenic sludge even if it is separate the streams [1].
subjected to forces such as heating and long storage time
while being handled under normal operating conditions. In Fuel tanks
ISO 8217:2017 [2], the fuel stability is measured by means Depending on the design of the actual fuel system, dif-
of the total sediments method. The higher the amount of ferent handling procedures have to be made in order to
sediment measured, the more sediment is expected to manage possible incompatibility between different fuels.
drop out of the fuel, thereby causing sludge. Examples are given below to two different types of fuel
systems [1]:
Incompatibility between different fuel batches 1. Flexible fuel system with separate fuel lines (Fig. 1). This
Fuel compatibility is a measure of how stable a fuel is system makes it easier to handle and change between
when mixed with another fuel, and the tendency of the different fuel types that might be incompatible, as each
mixture to form sludge and deposits by asphaltenes drop- fuel tank can be emptied before a new batch is intro-
ping out. This process can occur immediately after mixing duced.
or later depending on the fuel’s stability reserve, and the 2. Simple fuel system with shared fuel lines (Fig. 2). Atten-
process is non-reversible. The resulting issues are prob- tion has to be paid to the fuel handling when changing
lems in the fuel cleaning system with sludge in the tanks fuels, because of the risk of mixing fuels in the tanks.
and in the fuel system, which may result in blocked filters The settling and service tanks should be emptied as
and separators. Incompatibility issues have always been much as possible before new fuel is added.
present. Problems caused by incompatibility might be-
come more frequent, as new refinery streams will be used Viscosity
to produce 0.50% S VLSFO. The recommended fuel viscosity range for MAN B&W two-
stroke engines at engine inlet is shown in Table 3. It is very
Recommendations for fuel commingling (mixing two differ- important to check the viscometer, and for those ships not
ent fuel batches in the tank): equipped with a viscometer or viscosity sensor, it is highly
1. Avoid mixing different fuel batches. recommended to install one.
a. Empty tanks as much as possible before bunkering a
new fuel batch Range Fuel viscosity at engine inlet
2. If mixing cannot be avoided:
MAN B&W engines
a. Reduce the amount of fuel in the tank as much as
Minimum 2 cSt
possible before bunkering new fuel.
Normal (DM grades) 3 cSt or higher
b. Fuels with similar viscosity, density and pour point Normal (RM grades) 3 – 18 cSt
often show acceptable compatibility, as they are Maximum 20 cSt
likely to be of similar fuel type.
c. Check the compatibility of the fuel in the tank and the Table 3: Fuel viscosity at engine inlet
new fuel.
i. use on-board method for indication of compatibil- If the viscosity is lower than 2 cSt, the fuel injection may be
ity: ASTM D4740 (aka spot-testing or coffee filter compromised. We recommend making an engine start test
testing) [4] on very low viscosity fuel to verify whether the pumps are
ii. use lab methods, if the fuels are available sufficiently unworn to be able to build up sufficiently high
iii. if the fuels indicate compatibility, mixing may be pressure. It is especially important for MC engines. The
possible. test should be performed before entering high-risk areas
(e.g. ports and other congested areas). By such action, the
Note: ASTM D4740 [4] is developed for aromatic fuels containing
asphaltenes. Very paraffinic fuels and distillate blends may show individual low-viscosity limit can be found for each engine
false negative results, indicating fuels to be incompatible when they with correspondingly worn pumps. It is recommended to
are actually compatible. The false negative result is due to pigment/
wax separation. Care should therefore be taken when evaluating the make such start check at least every 6 months.
results.

Operation on max. 0.50% sulphur fuels. Page 3 of 5

Service Letter SL2019-670/DOJA

Flexible fuel system Simple fuel system

Storage Settling Service Storage

tank tank tank tank

Fuel Fuel
type 1 type A
Settling Service
Fuel cleaning system tank tank

Fuel Fuel
type 2 type B

Fuel
Fuel conditioning Fuel Fuel cleaning system Fuel
type 3 system type C conditioning
system
Fuel cleaning system

Fuel
type 4

Figure 1: Schematic of a flexible fuel system Figure 2: Schematic of a simple fuel system

If the viscosity of the fuel gets too high, it will lower the ef- Cold flow properties
fective injection pressure for the ME engines, which may The cold flow properties of a fuel are frequently defined
lead to slower injection and a lower degree of atomisa- by the pour point (PP), but others exist as well. PP can be
tion of the fuel. In extreme cases, it may compromise the measured for distillate (DM) and residual (RM) grades. The
combustion. On MC engines, the mechanically driven fuel fuel should be heated sufficiently to be able to flow freely
pumps, cams and camshaft may experience difficulties in and be homogenous, in order to avoid filter blocking, etc.
handling the thick fuel. In the distillate marine fuels system, it is recommended to
keep the temperature between 30-40°C to minimise the
It is important to check the heating and the cooling ca- risk of wax crystallization, and to decrease the risk of too
pabilities of the fuel system to ensure that it can handle low viscosities. For residual-type fuels, the temperature in
both high and low viscosity fuels, because viscositiy, pour the fuel system, e.g. tanks and pipes, should be minimum
point, and other cold flow properties may vary between 10°C higher than the pour point of the fuel.
fuel batches. To build in a margin for safe and reliable op-
eration and maintaining the required viscosity at engine Cat fines (Al+Si)
inlet, installation of cooler(s) may be necessary [1]. As in high-sulphur HSHFO and 0.10% S ultra low sulphur
fuel oil-RM (ULSFO-RM), cat fines may also be found in
Density 0.50% S VLSFO. Cat fines are small, very hard particles
The density of the fuel is important for the fuel cleaning. which can wear the engine fast. They should be removed
Correctly sized gravity discs should be used in classic by cleaning of the fuel. Fuel cleaning should be carried
separators. The gravity disc in a classic separator must out at the highest possible temperature, and at the lowest
be changed when the density of the fuel changes. If the possible flow [SL2017-638].
gravity disc is not suitable for the fuel in use, the oil-water
interface in the separator will not be correct, and the fuel The level of cat fines must always be kept as low as pos-
will not be cleaned. Water may be led with the fuel to the sible, and the recommended maximum acceptable level is
engine or the fuel will be led to the drain with the water. 15 ppm Al+Si at engine inlet for short periods.

The most commonly used type of separators, in newer Change-over from high-sulphur HSHFO
ships, automatically adjusts the oil-water interface without to 0.50% S VLSFO
the need of gravity discs. To support optimal fuel cleaning, From 1 January 2020. the ship must comply with the 2020
automatic separators are recommended by MAN Energy regulation. This means that the engine must burn max.
Solutions. 0.50% S fuel, and that the fuel delivered must contain

Operation on max. 0.50% sulphur fuels. Page 4 of 5

Service Letter SL2019-670/DOJA

max. 0.50% S. The ship must ensure that the fuel to the Familiar fuel on board?
engine will be max. 0.50% S without being contaminated New 0.50% S VLSFOs will be introduced on the market,
with the previous HSHFO causing the sulphur content to and this may challenge ship installations and the handling
increase above 0.50% S at engine inlet. of the fuel on board. Failures sometimes occur, as in 2018
when a number of ships experienced operating problems
The tanks and systems could be cleaned, or the tanks using residual fuels bunkered in the Houston area. When
could be emptied, and the HSHFO remaining in the system these problems occurred, it proved to be beneficial to
could be purged through the system in order to reach a have another fuel on board, so that the crew could switch
compliant level. Some additives claim to be able to clean to an alternative fuel.
the tanks and fuel system. MAN Energy Solutions does not
have any experience with such additives. More information
More detailed information on the challenges and solutions
All the fuel tanks and the fuel system may be covered in- for operation on 0.50% S VLSFO and the change-over
side with remains of the HSHFO which has been used for process from HSHFO to 0.50% S VLSFO is available in the
many years. These remains may be high in sulphur and separate MAN Energy Solutions paper: “Detailed informa-
cat fines, and the new fuels may be able to dissolve the tion on Preparation and Operation on fuels with maximum
remains and cause sludge and sulphur and cat fines con- 0.50% sulphur”. It also includes information on: 0.50% S
tamination of the new fuel batch. It is important to make VLSFO characteristics, Purchasing Fuel – Responsibilities
sure that the sludge and the cat fines do not reach the en- and actions, Test procedure of new types 0.50% S VLSFO,
gine. The remains of the HSHFO may be removed by purg- Biofuel and Fuels not fit for purpose.
ing, diluting, and dissolving with low-S fuel. Experience
has shown that this may have to be repeated several times Papers can be found on: https://marine.man-es.com/two-
with different fuel batches, as each fuel batch can only di- stroke/technical-papers
lute and dissolve limited amounts of the remaining HSHFO.
References
Change-over process 1. Detailed information on Preparation and Operation on
When changing between fuel batches with different vis- fuels with maximum 0.50% sulphur.
cosity, it is important to keep the temperature change rate 2. ISO 8217:2017 Sixth edition. “Petroleum products – Fu-
below 2°C/min. If the temperature changes faster, the fuel els (class F) – Specifications of marine fuels”.
pumps may stick. 3. ISO/PAS 23263: “Considerations for fuel suppliers and
users regarding marine fuel quality considering the
In case the previous fuel and the new fuel are very incom- implementation of maximum 0.50% S in 2020”.
patible and cause excessive sludging and blocking of the 4. ASTM D4740. Standard test method for fuel cleanliness
auto-filters, consider switching the engine to a distillate and compatibility of residual fuels by spot test.
(e.g. DMA) in between the two fuel batches to prevent en-
gine blackout due to lack of fuel.
Notwithstanding the foregoing, it remains the responsibility of
Combustion the owner/operator of an engine to ensure that suitable fuel
In rare cases, fuels may show unfavourable combustion is conditioned and used, in order to prevent damage to the
characteristics. Several engine tests made over the years engine and other equipment on board.
have shown that such fuels do not have major influence
on the MAN B&W two-stroke engines. The fuels ignite and
burn as for other fuels.

Operation on max. 0.50% sulphur fuels. Page 5 of 5