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The guideline aims to understand the issue of cold corrosion which has been a regular occurrence with operators of large two-stroke marine engines due to engine operation at low loads. It intends .. more
This document has been prepared to advise the crew, users, vessel owners, charterers, crew, fuel and lubricant suppliers, equipment manufacturers, and classification societies about the fuel sulphur reduction options and implications, and especially the introduction of 0.10% m/m sulphur distillate in the ECA’s from 1 January 2015. There are also general sections to provide information on legislation, economic implications, refining and supply considerations and operating vessels on lower sulphur fuel.
IMO MARPOL Annex VI provides the legislative framework for fuel sulphur reductions and the associated timing. The relevant parts of this legislation are in the document and the implications of the changes are analysed.
Manufacturing, supply and fuel economic considerations are analysed and discussed. There is little doubt that the move from residual to distillate will increase costs considerably. An alternative is to install scrubbers or other aftertreatment devices to reduce the sulphur emission to a level which is in compliance with legislation. There is a large amount of information available on scrubber aftertreatment technology and as this is changing continuously it is not covered in detail in this document.
There are a number of operational issues which must be considered to ensure efficient and safe vessel operation on the low sulphur distillate and when changes and changeover of fuel are made. Vessel crews need to familiarise themselves with this information to ensure that smooth transitions between fuels are made. There are also a number of engine operational procedures which need to be followed in order to ensure that short and long term operation on distillate fuel does not lead to wear or malfunctioning of fuel system and engine components.
The impact of renewable liquid fuels is covered and some recommendations to facilitate operation on these fuels, if chosen, are given. As the scope of this document is limited to liquid fuels, there is no detailed information provided for operation on LNG or other gaseous fuels.
The CIMAC Working Group 7 Fuels has prepared and issued a guideline to provide answers to the questions that may arise with the publication of ISO 8217:2017, the latest specification of marine .. more
The CIMAC Working Group 7 Fuels has prepared and issued a guideline on filtration of residual fuels. Traditionally, filters have been considered a safeguard for marine engines, however, a more .. more
With the introduction of MARPOL Annex VI, the sulphur content of a particular fuel oil is now often the primary factor in assessing whether or not that fuel oil is acceptable for intended use. .. more
The purpose of this paper is to consider the various types of fuel, and combinations of fuels, that may be used by marine vessels through to 2025, and then to discuss the potential impacts that .. more
Crankcase explosion is caused due to the overheating of one of the cylinders in the main machinery space. The consequences of the explosion is severe and it affects the working of other engines. .. more
In the current absence of an officially accepted specification for marine fuel containing more than 0.1% v/v biodiesel, this CIMAC publication provides background information and guidance to .. more
This document has been prepared to advise the crew, users, vessel owners, charterers, crew, fuel and lubricant suppliers, equipment manufacturers, and classification societies about the fuel .. more
On 10 October 2008, the IMO Marine Environment Protection Committee at its 58th session, by Resolution MEPC.177(58), has adopted amendments to the Technical Code on Control of Emission of Nitrogen .. more
Current commercial residual fuel specifications cannot reliably predict the ignition and combustion characteristics of a fuel due to lack of a suitable test parameter. They cannot therefore protect .. more