Features: - Tanker Operator

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INDUSTRY - BUNKERS managing the additional cost of running MGO in the generators while at berth. Under the EU’s Directive 2005/33/EC there remains an exemption for vessels (such as ferries) that spend up to two hours at berth (secured alongside a berth or at a secure anchorage while cargo handling, bunkering and hotelling), as they would be able to continue to use 1.5% sulphur fuel. However tanker operators will not be privy to such reprieves. Distillate fuel management With average vessel stays in port typically ranging from 12 to 18 hours - requiring the switch to 0.1% sulphur fuel - and further exceeding the port stay due to the need for changing over fuel grades before arrival and after departure, operators will encounter inevitable fuel management issues. Apart from the uncertainty of fuel costs there are other potential issues associated with operating on low sulphur marine distillate fuel; namely the build up of liner lacquer, bore polish and associated increased lubricant oil consumption in two- and four-stroke engines, as well as a build-up of deposits on piston rings, injector nozzles and valves. Another issue that is becoming increasingly significant for many engineers is that the desulphurisation of fuel during the refining process removes natural lubricity agents, which can result in metal-on-metal contact in fuel pumps and injectors which can lead to hardware sticking and ultimately seizure. At Infineum, a petroleum additives group of companies, we have drawn upon our technical expertise in automotive additives where we have addressed fuel issues for many years in order to develop marine additives that can provide solutions to issues associated with marine fuel handling, combustion and engine cleanliness. Infineum F7451 marine distillate fuel additive is recommended for combustion chamber clean-up in distillate fuel burning marine two - and four -stroke engines. In addition, Lloyds Register FOBAS has independently verified Infineum F7451 as improving lubricity in desulphurised fuel. Smoke emissions Feedback from ship trials has shown improvements in combustion chamber fouling, cylinder liner lacquer control, bore polish control, lubricating oil consumption and black smoke reduction when the fuel is treated with Infineum F7451. For ships burning residual fuel – Infineum F7455 combustion improver may help reduce soot and deposit build-up in the exhaust tract. A reduction in smoke emissions has also been observed – with obvious benefits for ship operators concerned about visible black soot emissions from the stack and subsequent contamination of decks and cabins. Environmental legislation has brought about many challenges for the tanker market and there will be more difficulties ahead. Dealing with these challenges amid the worst economic period for 70 years requires ensuring that every detail of ship operation is optimised. Switching to marine distillates will create its own problems, and fuel additives can contribute towards optimising fuel combustion and marine engine operations and improving maintenance TO efficiencies in tanker fleets. *Jamie Pender is marine business development manager for Infineum’s EMEA region. MIRACLE Tank Cleaning Guide provides tank cleaning guidance and detailed information for about 7000 Annex I and II cargoes. MIRACLE contains physical/chemical properties, adjacent cargo coating and FOSFA-compatibility check, IBC requirements, emergency response info and compatible Draeger tubes. Some 200 customers, having MIRACLE in use on more than 1000 ships report less tank rejections, decreased cleaning time and cost reduction as a benefit. MIRACLE is available as • Book with annual updates (DIN A4 1000 pages) • CD with annual updates (local installation) • Online continuously updated (web-based access) For more informations please visit or contact www.chemserve-marine.com info@chemserve-marine.com Hubertuskamp 8 D - 21521 Dassendorf phone +49 4135 - 808630 fax +49 4135 - 808631 info@chemserve-marine.com www.chemserve-marine.com MIRACLE as Book anytime and anywhere MIRACLE as CD runs without internet MIRACLE Online no installation necessary 26 TANKER<strong>Operator</strong> November/December 2009
TECHNOLOGY - TANK CLEANING How efficient are cargo tank cleaning chemicals? Understanding what is required to clean between different grades of liquid cargo on a tanker is challenging enough when one considers the various elements that usually have to be taken into consideration before a tank cleaning operation.* The four main checklists that should be considered are:- 1) The chemical and physical properties of the cargo being cleaned. 2) The chemical and physical properties of the next nominated cargo; which will directly impact on the type, duration and intensity of the necessary cleaning. 3) The material with which the cargo tank is lined; stainless steel, organic coating, inorganic coating, other specialised coating. 4) The experience of the crew carrying out the cleaning operation. But throw into the equation the massive choice and variety of branded and nonbranded tank cleaning chemicals and the degree of complexity moves to another level. If one considers only the branded cleaning chemicals, there are literally hundreds to choose from, all apparently available for the purpose of cleaning cargo tanks. As one might expect with such a large number of products available, there is a considerable price differential between the various products and their respective suppliers; with most suppliers claiming that their products are better than their competitors. Cleaning chemicals are usually used when a vessel is cleaning from a cargo that is oil based and/or insoluble in water and with this in mind, they are generally termed as ‘hydrocarbon removers’ or ‘degreasers’. They are diluted in water and applied to the contaminated cargo tanks either by means of recirculation, direct injection into the vessel’s tank cleaning system or by manual application, depending on the extent and the severity of the contamination. The majority of cleaning chemicals contain detergents, although perhaps a more accurate name would be surface active agents, based What is needed is a cleaning chemical that effectively cleans the bulkhead surfaces – surface active cleaners, explained L&I Maritime. on the mechanism that makes them effective as cleaning agents. Basically, when we say a cargo tank is contaminated with a previous cargo, it is actually the cargo tank bulkheads that we are talking about. So clearly what is needed is a cleaning chemical that effectively cleans the surfaces of the bulkheads, hence the need for surface active cleaners. It should also be considered that the internal surface area of any cargo tank is relatively small compared to the volume, which means that only relatively low concentrations of detergents should be required to effectively clean any particular cargo tank. However, in order to maintain recirculation inside a cargo tank, or optimise the working pressure of a tank cleaning system, significant volumes of water need to be used on board vessels and this can and does have a significant impact on the amount of cleaning chemicals that are required for any particular operation. But now the actual mechanism that makes detergents effective should be considered. It is found that the surface active agents in the cleaning chemical become concentrated at the oil-water interface, thereby applying the necessary cleaning action at the place where it is most required, which in the case of a cargo tank, is the internal surfaces of the bulkheads. So even if large volumes of water are required to ‘carry’ the cleaning chemicals, the amount of detergent required to effectively clean the cargo tanks is not directly related to this volume, it is related to the surface area of the cargo tanks. No magic formula Unfortunately, there is no magic formula that can be used to indicate the most effective concentration of cleaning chemical for a cargo tank (based on its size), but it should be accepted that the most effective detergents are ‘most effective’ at low concentrations and if a cargo tank can be cleaned with 50 litres of cleaning chemical, this will be largely the same irrespective of the volume of water in which the cleaning chemical is diluted. It should be noted that this theory only applies to surface active cleaners, but November/December 2009 TANKER<strong>Operator</strong> 27
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