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Technical Discussion

  • The effect of LS MGO
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:15
    28th Jan 2010
    Add a lubricity improver to your LS MGO and avoid any technical lubrication problems in fuel pumps, injector pumps and boilers.
    The European Union (EU) rule mandating consumption of 0.1% sulphur content marine gasoil (MGO) in port, shipowners are investigating all options to ensure that auxiliary diesel engines and boilers will safely accommodate the new fuel. The EU mandate is only for vessels at berth. For vessels calling on California ports, the California Air Resources Board (CARB) now mandates that vessels must operate on a 0.5% sulphur distillate fuel no less than 24 nautical miles (nm) from port, a standard that requires a transition for main engines operating on heavy fuel to the new low sulphur distillate fuel.
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:16
    28th Jan 2010
    To what extent are shipowners ready? Are the precautions and procedures issued to date from engine makers and pump manufacturers sufficient for safe and trouble-free operation? And for vessels that are already consuming the 0.1% sulphur fuel what problems, if any, have developed? In this information we will look at these questions and investigate low sulphur MGO, and why the refining process used to produce it, can create serious deficiencies with adverse consequences affecting vessel operation. We will also review widespread misconceptions about the impact of these fuels on proper fuel pump lubrication, and the available remedies. The primary concerns about low sulphur MGO have focused on four areas:
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:17
    28th Jan 2010
    Viscosity: Low sulphur distillates have relatively low viscosity, ranging from 1.5 to 3.0 centistokes (cst). Fuel pumps depend upon an appropriate viscosity to meet required volumetric capacity, an especially important consideration in maintaining proper feed rates to boilers
    Lubricity: The 0.1 % sulphur MGO has greatly reduced lubricating value for fuel delivery systems. The naturally occurring lubricating components in heavy fuels, and in 1.5% sulphur distillate fuels, simply do not exist in 0.1 % sulphur MGO fuels – exposing pumping systems to damage and potential catastrophic failure
    Lubricating oil: Engines operating on heavy fuels require a higher total base number (TBN) lubricant to address high sulphur content. Unless the lubricant is changed to a lower TBN, engines operating for extended periods on 0.1% MGO still using a high TBN lubricant run the risk of accumulating excessive calcium salt deposits in the combustion chamber, among other damages.
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:17
    28th Jan 2010
    Boiler operation: For vessels with auxiliary boilers, considerable modification to these units must be made, including changes in burners, atomization, and installation of additional fuel pumping and storage equipment. Our focus here is strictly with the first two issues: Viscosity and lubricity. While engine and fuel pump manufacturers still continue to evaluate these areas, most have now issued minimum standards for fuel viscosity and specific recommendations for the process of changing from heavy fuels to MGO during vessel operations.
    But many questions remain, and in some discussions, assumptions are still being widely circulated that may possibly put vessels at risk. One common assumption is that it is sulphur, and sulphur only, that is responsible for providing fuel lubricity. A second assumption is that cooling a fuel to elevate viscosity will provide a thicker, oily film on moving parts that will protect fuel pumps and injection equipment from excessive wear.
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:18
    28th Jan 2010
    In the United States, for example, low sulphur diesel fuels have been mandated for automotive use for nearly 20 years, first with a 500 parts per million (ppm) – or 0.05% – sulphur fuel, and now, with a 15 ppm fuel known as ultra low sulphur diesel (ULSD). While low sulphur fuels may be new to international shipping, the operational experience on both high and medium speed diesel engines on these fuels in the US is longstanding. After the 1990 introduction of 500 ppm sulphur fuel in California, serious problems immediately developed. Some fuel injection pumps suffered catastrophic failure. Others experienced excessive wear and severe leakage, with seals shrinking owing to the reduced aromatic content of the fuel. Now starting 1-1 2010 the state of California demands that within 24 miles from the shore line only LS MGO ( 0,1% sulphur) will be allowed for any type of engine and boiler.
  • Goran Jonsson
    Pacific Petroleum Ltd
    GMT 09:18
    28th Jan 2010
    The company MSTP Hellas Ltd and the sister company Pacific Petroleum Ltd manufacturer Pacific Petroleum Lubricity Improver (PP-LI), additive for LS Fuel oil and MGO will provide the lubrication properties to the fuel for trouble free performance. The additive is to be added directly into the service tank for MGO with the dose 1 liters per 1000 liters MGO during the first weeks of use. Thereafter the dose can be reduced to 1 liters per 2000 – 4000 liters MGO.
    The lubricity improver has been included in the company regular fuel additive PP3-F for more than 2 decades.
    Order 1 or 2 barrels PP Lubricity Improver and you may cover all your needs for one year when calling Californian or European ports. By air freight we can have your delivery in most ports world-wide within 3 days.

    For more information, http://pacificpetroleum.wordpress.com/

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