Operational Guidelines For The Use of Shell Ulsfo: Storage

OPERATIONAL GUIDELINES
FOR THE USE OF SHELL ULSFO

THE GUIDELINES BELOW ARE NOT EXHAUSTIVE AND ARE INTENDED ONLY TO ASSIST IN THE RISK
ASSESSMENT PROCESS AND IN HANDLING SHELL ULSFO ON BOARD SHIP. THE GUIDELINES ARE USED
AT THE USER’S SOLE RISK AND RESPONSIBILITY AND SHELL DOES NOT ACCEPT ANY LIABILITY ARISING
OUT OF OR IN CONNECTION WITH THE USAGE AND/OR THE IMPLEMENTATION OF THESE GUIDELINES.
SHELL’S ULTRA LOW SULPHUR FUEL OIL (ULSFO) HAS BEEN TRIALLED EXTENSIVELY AND HAS BEEN PROVEN TO PERFORM
SATISFACTORILY. WITH CAREFUL ATTENTION TO THESE OPERATIONAL GUIDELINES PROBLEM FREE CONSUMPTION IS
EASILY ACHIEVABLE.
It is the responsibility of the vessel to manage the changeover from high sulphur fuels in order to meet the legislative sulphur limits required for
operating in Emission Control Areas.
In line with good practice, a risk assessment should be carried out by the operator and crew. In particular, the engine manuals should be consulted for
advice on any restrictions on the engine load at the time of changeover. The generic guidelines below are to assist in the Risk Assessment process.
STORAGE cycle time to prevent excess build up and carry-over of contaminants from
n Itis not feasible to identify the characteristics of all available bunker fuels the settling tank. The sludge cycle may then be increased after a few hours
and comment on their compatibility with Shell ULSFO and therefore operators of taking suction on the settling tank since Shell ULSFO is a cleaner fuel than
should take a cautious approach and, as with other grades of bunker fuel, most other grades of bunker fuel.
avoid mixing whenever possible. n When Shell ULSFO starts to feed through the fuel service system, additional
n Shell ULSFO should be tested for compatibility with previously bunkered fuel back-flushing of the fuel auto-filter can be expected because of the cleaning
(e.g. using ASTM D4740 spot test) in the ratio that it is likely to mix in the effect. Careful monitoring of all fuel filters is recommended.
fuel system. n Where a fuel system has not been cleaned recently, or has had other recent
n Receiving bunker storage tanks should be completely empty and free of issues with filter contamination, it is recommended to have two auxiliary
sludge where possible. A small amount of previously bunkered, unpumpable engines running during standby as would be normal; but with one supplied
on MDO and the other on Shell ULSFO from the fuel treatment plant.
fuel oil might be expected to remain but should be kept to less than 0.5 %
of the quantity of Shell ULSFO to be bunkered. This should avoid significant
compatibility issues; reduce possible layering of fuel grades and prevent
FUEL HANDLING – With one service tank
n Avessel with only one settling tank should consider stopping the purifier
bunker sounding calculation differences.
and draining any remaining oil to the overflow tank before refilling with Shell
n In general, Shell ULSFO does not require heating in the storage tank for short ULSFO. During this time the service tank level can be reduced to a low – but
periods under normal climatic conditions, however, the vessel should consider safe – level after which the purifier can be re-started.
length of storage, climatic conditions, and pour point analysis to determine
if heat is required. When being stored for long periods or in cold climates the FUEL HANDLING – With two service tanks
temperature of the fuel should not drop below its pour point plus an additional n Shipswith two settling tanks and two service tanks will have greater flexibility
10°C and can be raised to approximately 50°C a day or so before use. and the option of cleaning tanks or draining, opening & inspecting before filling.
n Steam tracing for all pipelines should be turned off when using Shell ULSFO
to prevent over-heating and the risk of “gassing-up”. FUEL CHANGEOVER
n Aswell as consulting the main engine manual for load limitations during
FUEL HANDLING – GENERAL the fuel changeover, a reduction in cylinder oil feed rate or use of oil with
n Over the course of time, catalytic fines and sludge from previous bunker fuels a lower base oil number should be considered. Prolonged use with
may build-up in the bottom of tanks. Shell ULSFO has a cleaning effect on mismatched cylinder oil should be avoided.
tanks and so cleaning the storage, settling and service tanks prior to using
Shell ULSFO is recommended. ENGINE CONSIDERATIONS
n Thefuel temperature at the main engine and auxiliary engines can be lower
n Settlingtanks and service tanks should be emptied to as low a level as is
safe, before refilling with Shell ULSFO. This is also recommended when than at the purifiers. However, do not allow the temperature in the system to
drop below 70°C. A temperature of 75°C should provide sufficient lubricity,
changing back from Shell ULSFO to other fuel grades.
but aim to maintain a minimum viscosity of 2 cSt at all times. Excessive
n The settling tank should be maintained approximately 65°C; and the
heating at the main engine will decrease lubricity.
service tank at approximately 75°C.
n The purifier heater control should be set to above 80°C, preferably at USE IN BOILERS
85°C. When employing the use of a gravity disc in a purifier this should n When the ULSFO is to be used in an auxiliary boiler burner, the low fuel
be consistent with the lower specific gravity of Shell ULSFO. temperature trip may need to be adjusted to suit the lower temperature
n Since Shell ULSFO has a cleaning effect on a fuel tank or pipe system, requirement of Shell ULSFO. The temperature setting for the fuel heater should
it is suggested to have the initial running of the purifier at the shorter sludge be reduced to around 75°C.
(3/11/15)

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OPERATIONAL GUIDELINES

FOR THE USE OF SHELL ULSFO

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