Additive Solutions to

Operational Issues
Caused by the Use of
Low Sulphur Fuel

Presentation by Ian Crutchley

Technical Co-ordinator Marine Specialties
Innospec Ltd

Agenda
Introduction
Stability of Heavy Fuel oil (HFO)
Compatibility of HFO / Marine Gas Oil (MGO)
Lubricity of MGO
Stability of MGO
Discussion

MARPOL Annex VI, Regulation 14 Sulphur Limit Schedule

Source - IMO

ECA = Emission Control Area

Source Falmouth Oil Services Ltd

EU Directive 2005/33/EC

From January 1, 2010, under the Directive, the

maximum allowable sulphur content of fuel oil used
by ships at berth in EU ports, other than those in
the outermost regions, will be 0.10% by mass.
Exception: Certain named ships, and ships which
are timetabled to be at berth for less than two
hours, will be exempt from the requirements.

Stability and Compatibility of

Heavy Fuel Oil

Fuel tank sludge caused by unstable blend of HFO

How is Sludge Formed?

Sludge can be formed due to instability. Stability is the fuels
ability to resist change as a function of time and temperature.
Sludge is formed due to the agglomeration of asphaltenes
within residual fuels.
Sludge can be formed due to incompatibility. Compatibility is
the ability of the fuels to remain stable when blended.
Instability and incompatibility are associated with the resin to
asphaltene ratio within the fuel. Fuels that have been
subjected to secondary refining processes tend to be more
unstable due to the low resin content.
HFO can be naturally unstable or become unstable once
blended.
Stability is assessed with Hot Filtration Test (HFT), P-Value or
the Turbiscan method.

How to increase Stability?

Solution: Dispersant / Stabiliser additive

Function of a Stabiliser:
Simulate natural resins that
have been removed by
secondary refining which
keep the asphaltenes
emulsified.

Function of a Dispersant:
Re-emulsify the existing
agglomerations - clean up
effect, make good fuel
from sludge.

Turbiscan Heavy Fuel Measuring Principle

The Turbiscan test

uses light scattering
to measure the
phase separation of
the oil and expresses
stability in terms of
Separability Number

Illustration of stability test ASTM D 7061

0 min

1 min

2 min

3 min

4 min

Without additive

5 min

6 min

0 min

60 min

With Octamar
BT-8 Plus

What is blending and why do we do it?

Compose a product that is fit for purpose complying with
the agreed quality limits, usually with regard to Viscosity and
Density.
Make the product at minimum cost.
With new legislation on Sulphur limits, blending is set to
become even more complex and abundant.
Potentially, blending of fuels can take place several times
before reaching the engine:
By refinery to meet ISO 8217 requirements.
By trader or supplier to meet customer requirements.
On board in fuel tanks, or during changeover.

HFO & MGO Compatibility During Changeover

HFO Day Tank

95C

Mixing
Column
100% HFO

100% MGO

To Engine

MGO Tank
25C

Blending of HFO & MGO During Changeover

Turbiscan test method ASTM D7061-05
SN < 5:
good stability reserve, pass
5 < SN < 10:
limited stability reserve, fuel oil may flocculate
SN > 10:
unstable fuel oil, likely flocculation of asphaltenes
TSP (total sediment potential) IP390A/IP375
Max: 0.10

Separability Number
Sample

TSP

No
Additive

100ppm Octamar
BT-8 Plus

HFO

0.10

10.65

0.18

70%HFO
30%MGO

0.10

10.63

0.25

65%HFO
35%MGO

0.27

12.90

0.31

60%HFO
40%MGO

0.32

13.02

0.43

Additive Solutions to Instability & Incompatability

Stabilise vis-broken residues so that, when blended
with cutter-stock or MGO, the asphaltenes will remain
in suspension.
Remove existing asphaltene agglomerations by the
dispersancy effect.
Field Trials have resulted in 50 60% sludge
reduction.
Reduced cost for sludge disposal, reduced tank
cleaning requirement, more homogenous fuel equals
better ignition and combustion, reduced workload on
separators, reduced PM emissions, extended
maintenance schedules.

Untreated
asphaltenes

Treated
asphaltenes

Octamar BT fuel treatments for stability

Octamar BT-8

Octamar BT-25

Typical Properties
Appearance clear, reddish-black liquid
Density ...............1010 kg/m3 at 15C
Flash point..> 61C

Typical Properties
Appearance dark, brownish liquid
Density ................870 kg/m3 at 15C
Flash point.....> 62C

Typical Properties
Appearance .dark, brownish liquid
Density .......................930 kg/m3 at 15C
Flash point....> 61C

Dosage Rate: 1 : 10,000

Dosage Rate: 1 : 10,000

Dosage Rate: 1 : 25,000

Application
A unique product for stability &
combustion improvement in bunker
fuel driven marine diesel engines.

Application
A unique product for stability
improvement & sludge reduction in
bunker fuel driven marine diesel
engines.

Application
A unique product for sludge reduction,
stability and combustion improvements
as well as fuel savings in bunker fuel
driven marine diesel engines

Lubricity of MGO

What is Lubricity?

Lubricity The intrinsic ability of a

fluid to prevent wear on contacting
metal surfaces

What reduces lubricity in middle distillate fuels?

Hydroprocessing at the refinery to reduce sulphur
levels also removes
N species
O species
Polyaromatic
Others

High sulphur fuel has natural lubricity from the

minor species
Remove the sulphur the lubricity is removed

Low Lubricity Consequences and Solutions

Diesel lubricity problems manifested by:
excessive wear of fuel injection equipment

Potential solutions:
Increase sulphur levels
Less hydroprocessing - not possible for high sulphur crudes
improved pump metallurgy - increased cost to FIE
manufacturers and many old pumps already in the field
use of lubricity additives - preferred choice

Requirements for additive use:

acceptable method for measurement of lubricity
performance in real life pump situations
lack of interaction with fuels, lubricants or other additives

Diesel Pump Lubricity Pump Rig

Low sulphur fuels
introduced in Sweden &
California 1990-1
Effects on engines & FIE
not recognised
Failures reported in 1990-1
of distributor/rotary injection
pumps
World-wide across all
manufacturers 65 million
pumps have been affected
Pumps rely on fuel as
lubricant

Diesel Pump Rig Rating

E.O.T Pump Is Dismantled

Critical Wear Components Are Rated

Rating 1 - 3.5 = Pass , > 4 = Fail

Rating System Developed By Bosch

Rating Components

Lubricity Specifications

Upper
specimen
Lower Specimen

Lubricity test method

High Frequency Reciprocating Rig (HFRR) 60 C
Measures wear scar diameter (WSD) in m

HFRR - Europe, Japan, SEA

Standard Bench test CEC F-06-96 / IP450 / ASTM D
6079
European Diesel fuel standard EN 590 states a
maximum 460 m specification
US ASTM standard states a maximum 520 m
specification
Proposed version of ISO8217, due in July 2010,
specifies fuels below 0.05% S must be tested. Max
520m.

HFRR / Pump Rig Correlation

Source: Robert Bosch GmbH Stuttgart

How does a lubricity additive work?

Upper Specimen

Lubricity Additive

Lower Specimen

Impact of low sulphur

Typical HFRR Performance Good Additive Response
600
550
500
450
400
350
300
250
200
0

50

100
500ppm Sulphur
50ppm Sulphur

150

200

350ppm Sulphur
10ppm Sulphur

250

Octamar LI 5
Typical Properties
Appearance .Yellow liquid
Density ...................................910 kg/m3 at 15C
Viscosity....16 cSt at 40C
Pour point- 12C
Flash point.......> 100C

Dosage Rate
1 : 10,000

Application
A proven product for lubricity improvement of
marine diesel fuel and marine gas oil

Conclusions
Octamar LI 5 demonstrates the following at recommended treat rates :
restore the natural lubricity of distillate fuel oils that has been reduced in
the process of removing sulphur.
reduce wear of fuel pumps and fuel injection equipment when operating
with fuels of low intrinsic lubricity.
performance in the stringent Bosch pump rig lubricity test
excellent response in the High Frequency Reciprocating Rig (HFRR)
bench test
protection against corrosion
absence of interaction with engine lubricants
complete compatibility with engine materials and fuel system.

Summary
Laboratory tests have proven that not all fuels with < 0.05%
sulphur will fail ISO 8217 limit of 520m.
Tests also prove that lubricity and sulphur content do not directly
correlate.
Can marine fuels with >0.05% fail the test?
Based on automotive experience it is assumed that max WSD of
520m will provide sufficient engine protection.
In view of the severe conditions in a large bore marine diesel
engine with regard to fuel pumps (in-line, rotary, reciprocating,
common rail) & injectors, in order to ensure complete engine
protection the proposed limit for WSD may need lowering.
Alternatively use of an established and proven lubricity improver
will provide engine protection from wear and corrosion even when
using ultra low sulphur distillate fuels.

Stability of MGO

Middle Distillate Instability

Investigations into the causes of middle distillate instability
have indicated a number of possible pathways.
Acid-Base reactions
Polymerisation reactions
Esterification reactions
UV initiated reactions
Fuel degradation is a complex series of many reactions,
therefore a blend of stability additives often deliver enhanced
performance

Fuel stability additives benefits of use

Improved thermal stability by ASTM D6468 in European diesel with FOA-31A
@ 60mg / l
11

Basefuel
Basefuel + Stabiliser

12

Filter Pad Rating

10
8
3

6
4
2
0

Filter Pad Fuel Stability Rating:

1 to 3=Excellent; 4 to 6=Good; 7-9=Marginal;

10-15=Poor;

16-20= Very Poor

Innospec FOA Stabiliser Additive Performance

Unaged
base fuel

Aged
base fuel

Aged fuel containing

Innospec Additive

Thank you for your time & attention !

Any Questions?
Our Fuel Specialties business

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