MARPOL73/78 Annex VI- Regulations for the Prevention of Air Pollution From Ships Lesson 3

1. Training Program MARPOL73/78 Annex VI-Regulations for the Prevention of Air Pollution From ShipsLesson 3 Dec.2006

2. Reg. 15 Volatile Organic Compounds – VOC • Vapour Return System (VRS) To vapour recovery or incineration Several terminals have system for vapour return. VRS required for vessels calling VRS terminals, Annex VI

3. Reg. 16 Shipboard Incineration • Incinerators installed on or after 1 January 2000 to be Type Approved according to Res. MEPC. 76(40) • INCINERATION PROHIBITED: • Annex I, II, III Cargo Residues, • PCB (Poly Chlorinated Biphenyls) • PVC (Poly Vinyl Chlorides)

4. Reg. 16 Shipboard Incinerations • Initial survey: • Testing of control systems • Available manufacturer’s operating manual Reg. 17 Reception Facilities • Ensure the provisions of adequate facilities: • For reception of ozone-depleting substances • For reception of exhaust gas cleaning residues

5. Reg. 18 Fuel Oil Quality • Free form inorganic acids • Not include chemical waste • Within NOx and Sox limits • Bunker Note to be kept on board for 3 years • Sample to be kept until substantially consumed and not less than 12 months

6. Reg. 18 Fuel Oil Quality • Fuel sample storage: • The retained sample should be kept in a safe location, outside of ship’s accommodation, where personnel would not be exposed to vapours which may be released from the sample. • The retained sample should be stored in a sheltered location where it will not be subject to elevated temperatures, preferably at a cool/ambient temperature, and where it will not be exposed to direct sunlight.

7. IAPP Initial Survey Ships keel laid before 1st January 2000: • Documentation • List of ozone-depleting substances • Log-book for operation of fuel oil systems when operating low-sulphur fuel oils • Bunker Delivery Note file. • Fuel oil change over drawings, if applicable • Vapour collecting manual, if applicable • Survey • Survey of items above.

8. IAPP Initial Survey (con.) Engines delivered onboard after 1st January 2000: • Documentation, additional items • EIAPP Certificated for diesel engines • Approved technical Files for diesel engines • Type Test certificates for incinerators • Operating manual for incinerators. • Survey • Survey of items above. • May include opening up one unit per type of engine onboard to verify stamping according technical file.

9. A proposed checklist for implementations of Annex VI &. survey to obtain the required IAPP

10. Flag and Port State Survey Important: To make sure you are ready for inspection always… • Flag administration may instead implement unscheduled inspections as an alternative to Annual surveys • Inspectors will scrutinise onboard documentation andrecords • Sampling procedures, • Change-over procedures, • ER log books, • BDN’s, • Sample inventory log books, etc. • The fuel oil sample inventory. However, the EU has proposed a more frequent testing of both onboard retainedsamples and also tank samples to verify compliance. USCG

11. More Concern… … Fuel Oil Quality • Currentlyprimarily a matter between owners/managers (and charterers) and suppliers, it will under Annex VI of MARPOL 73/78 also become astatutory matter. • Limiting the sulphur content of fuel oil.

12. Operational issues • Elaborationand clarifications relating to Regulation 18 arefound in Resolution MEPC. 96(47)“Guidelines for the sampling of fuel fordetermination of compliance with Annex VI of MARPOL 73/78”. • To be used as requirements by port state inspectors.

13. What is BDN stand for? • BDN = Bunker Delivery Note. • Sample of the forms:

14. FO Standards • Various national standard institutions • ASTM (USA) • BSI (UK) • D.I.N.(Germany) • ISO 8217 (International Standard Organization) • Based on the BSI(BS MA 100) specification and input from CIMAC. • ISO first edition of international standard for marine fuel, was published in 1987 as ISO 8217 • The latest edition is ISO 8217 second edition 1996

15. ISO 8217 Standard_distillate Fuel • Have an effect • On fuel quality • On the way marine fuels are purchased • Tips: (ISO 8217) • Did not list test methods for sediment, ignition quality or aluminum contents; • REPRESENT A POSITIVE AND NECESSARY DEVELOPMENT • No ensure fuel oil quality nor contamination levels in fuels as delivery. • To ensure that ship operation with reliable, economical, and trouble-free operation of diesel engine on fuel oil, Followings are necessary: • Care in ordering, in sampling, in fuel treatment, upgrading and operation • Care in engine maintenance and operation, • Care in other support system

16. ISO 8217 Standard_distillate Fuel Extract from ISO 8217 – Specification of Marine Fuel Oils 1996

17. ISO 8217 Standard_Residual Fuel Extract from ISO 8217 – Specification of Marine Fuel Oils 1996

18. Important Properties and Effects (optional) • 3.1 Density • 3.2 Viscosity • 3.3 Viscosity Index • 3.4 Flash Point • 3.5 Pour Point • 3.6 Carbon Content • 3.7 Ash Content • 3.8 Water • 3.9 Sulphur • 3.10 Vanadium • 3.11 Aluminium & Silicon • 3.12 Sodium • 3.13 Compatibility • 3.14 Total Sediment • 3.15 Iron • 3.16 Calorific Value • 3.17 Thermal Stability • 3.18 Burnability, Ignition Quality etc. • 3.19 Bottom Sediments and Water • 3.20 Boiling Ranges • Reference materials • Density and temperature • Viscosity and Viscosity Index • Flash point • Pour point • Carbon content • Sulphur content

19. Density and temperature • D. Varies with T. • Density usually quoted at 15ْْC • Density alone is not directly measure of fuel quality, nor always associated with high viscosity • The fuel density is important for reasons as followings: • A check on actual weight of supplied/received, • Specific fuel consumption figures • Optimum gravity disc selection for purification equipment

20. Viscosity • Varies with temperature • Viscosity alone is not a measure of fuel quality. • One should be noted that the viscosity quoted on the fuel delivery note very often only refers to the maximum viscosity ordered, • e.g. IF380 is 380 centistokes at 50oC and the actual viscosity of the fuel delivered may have a different viscosity. • The fuel density is important for reasons as followings: • Determine the price (traditionally in marine industry) • Pumping viscosity (usually within 1000 cSt.) • Viscosity at injector to be maintained within limit (8-27 cSt.)

21. Viscosity Conversions • It is always not true that they are of poor quality than the lower viscosity. • There are instances on record where the fuel delivered has completely separated out to form a layer of cutter stock floating on top of the residual - these extreme cases were due to malfunctions of the blending equipment. Less severe, but more common, are fuels which stratify, • Forexample, a “nominal” 380 cSt at 50oC fuel was found to vary between 360 cSt and 550 cSt, the density varied between only 0.980 & 0.984.

22. Flash Point • Usually to a minimum flashpoint of 60 degree C • Lower flash point may led the risk of forming an explosive mixture with air in storage tank. • In the view of class and company regulations concerning maximum allowable tank temperature in relation to flashpoint, • Hence, it is important to have an accurate knowledge of flashpoint TO AVOID THE RISKS.

23. Pour Point • Indicationof wax content • In practice, means the temperature at which wax crystallisation prevents the oil from flowing.use as a guide to the lowest permitted bunker storage temperature to avoid handling difficulties • Wax has a low coefficient of heat transfer, and therefore if a high pour point fuel is allowed to cool and become solid in storage tanks it is virtually impossible to re-liquefy by subsequent heating. • Doublebottom and wing tanks containing high pour point fuel should be maintained at a temperature above the pour point of the oil and the fuel used as quickly as possible.

24. Pour Point • ! In the absence of any written confirmation of pour point temperature on the bunker receipt/delivery note the delivery temperature may be a guide in that if bunkers are delivered at an abnormally high temperature there may be a possibility that it has a high pour point.

25. Sulphur • Dependsentirely on its crude oil origin and the amount of distillate removed, in practice contents of up to 4 to 5% weight can be expected. • Cannotbe removed by conventional pre-treatment systems • Disadvantage of higher content • Air pollution ---- Annex VI • Formsulphuric acid which has a dew point in the region of 140/150oC, and which will condense therefore on various metal surfaces, including portions of the cylinder liner during normal operation.

26. Sulphur • Disadvantage of higher content • Sulphur trioxide combines with combustion ashes lowering their melting points and causing them to become more adhesive to metal surfaces. • Eachpercentage increase in sulphur content of the fuel oil the calorific value reduces by approximately 80 Kcal/kg. Useof high quality alkaline lubricating oils decreases the risk of corrosion • Precaution of very low content 0.5% weight and below (bunker in US and South American occasionally) • May cause, Inengines using highly alkaline cylinder oils, high cylinder and piston rings wear rates

27. Operational Influences of Fuel Quality (I)

28. Operational Influences of Fuel Quality (II)