ECA CHANGEOVER PROCEDURE

MV ……………

IMO. NUMBER: ……….

FUEL CHANGE OVER PROCEDURE

Note: Replace all sections highlighted in GREEN with ship specific

information (remove highlights after replacing the text).
Contents

1.0 INTRODUCTION......................................................................................................................... 5
2.0 TERMINOLOGY.......................................................................................................................... 5
3.0 EQUIPMENT DETAILS............................................................................................................... 6
3.1 Fuel tank capacities:............................................................................................................ 6
4.0 CHANGE OVER FROM <0.50% SULPHUR FUEL OIL (LSFO) TO <0.10% LOW SULPHUR
DISTILLATE FUEL (LSMGO - WHEN ENTERING EMISSION CONTROL AREAS (ECA).................7
4.1 Introduction – LSMGO........................................................................................................ 7
4.2 Applicability – LSMGO............................................................................................................. 8
4.3 Method of Compliance – LSMGO............................................................................................8
4.4 The Changeover Procedure –................................................................................................ 10
4.4.1 Changeover from <0.50% LSFO to <0.10% LSMGO..............................................10
4.4.2 Changeover from <0.10% LSMGO to <0.50% LSFO..............................................13
5.0 CHANGE OVER FROM <0.50% SULPHUR FUEL OIL (LSFO) TO <0.10% LOW SULPHUR
DISTILLATE FUEL (LSMGO) WHEN ALONGSIDE EU / NORWEGIAN/TURKISH/SOUTH KOREAN
PORTS................................................................................................................................................ 16
5.1 Introduction............................................................................................................................. 16
5.2 Applicability............................................................................................................................ 16
5.3 Method of Compliance........................................................................................................... 16
5.4 The Change Over Procedure................................................................................................. 16
6.0 CHANGE OVER FROM <0.50% SULPHUR FUEL OIL (LSFO) TO <0.10 % ULTRA LOW
SULPHUR FUEL OIL (ULSFO) WHEN ENTERING EMISSION CONTROL AREAS - EXCLUDING
CALIFORNIAN WATERS (CARB)...................................................................................................... 17
6.1 INTRODUCTION – ULSFO (HYBRID FUELS).............................................................................17
6.2 Applicability – ULSFO............................................................................................................ 19
6.3 Method of Compliance – ULSFO........................................................................................... 19
6.4 The Changeover Procedure – ULSFO...................................................................................20
6.4.1 Changeover from <0.50% LSFO to <0.10% ULSFO.....................................................20
6.4.2 Changeover from <0.10% ULSFO to <0.50% LSFO.....................................................23
7.0 CHANGE OVER FROM <0.50% SULPHUR FUEL OIL (LSFO) TO <0.10% ULTRA LOW
SULPHUR FUEL OIL (ULSFO) WHEN ALONGSIDE EU / NORWEGIAN / TURKISH / SOUTH
KOREAN PORTS................................................................................................................................ 25
7.1 Introduction – ULSFO............................................................................................................. 25
7.2 Applicability – ULSFO............................................................................................................ 25
7.3 Method of Compliance – ULSFO........................................................................................... 26
7.4 The Change Over Procedure – ULSFO.................................................................................27
7.4.1 Changeover from <0.50% LSFO to <0.10% ULSFO.....................................................27
7.4.2 Changeover from <0.10% ULSFO to <0.50% LSFO.....................................................28
7.4.2.1 Valves operation and open / close status in various systems (C/O from < 0.1%
ULSFO to <0.5% LSFO)........................................................................................................... 28
8.0 CHANGE OVER FROM HFO (HIGH SULPHUR RESIDUAL FUEL) TO <0.50 / 0.10 %
SULPHUR FUELS – FOR SHIPS WITH EGCS (EXHAUST SCRUBBERS) ENTERING PORTS
PROHIBITING ITS USE:..................................................................................................................... 29
8.1 Introduction........................................................................................................................ 29
8.2 Changeover procedures.................................................................................................... 29
8.2.1 Valves open / close status in various systems............................................................29
8.2.1.1 Valve open / close status for change over from HSFO to LSMGO..........................29
8.2.1.2 Valve status for change over from LSMGO to HSFO...............................................30
8.2.1.3 Valve open / close status for change over from HSFO to ULSFO...........................31
8.2.1.4 Valve open / close status for change over from ULSFO to HSFO...........................33
9.0 FUEL CHANGE OVER REQUIREMENTS FOR PANAMA CANAL:........................................34
10.0 NON-AVAILABILITY OF COMPLIANT LOW SULPHUR FUELS.......................................35
11.0 VALIDATION TEST FOR FUEL CHANGE OVER...............................................................35
12.0 REFERENCES & RECORDS.............................................................................................. 35
ANNEX 1: EMISSION CONTROL AREAS – CHARTS AND COORDINATES.................................36
ANNEX 2: OPERATIONS WHEN USING LOW VISCOSITY FUELS................................................52
Main Engine Fuel Oil Systems / Equipment...............................................................................52
Use of Tanks in the Fuel Oil Systems......................................................................................... 52
Heating Coils................................................................................................................................. 52
ANNEX 3: CALCULATION OF FUEL QUANTITY IN SYSTEM........................................................52
ANNEX 4: ENGINE MAKER GUIDELINES AND TECHNICAL INSTRUCTIONS
1.0 Introduction
It may be necessary from time to time to transfer operation of main machinery from heavy fuel to distillate
(and back again).

From 1 Jan 2020, MARPOL requires ships to burn <0.50% sulphur fuels globally and <0.10% sulphur fuels in ECA.
It is expected that most of the compliant fuel for ECA will be distillate or hybrid fuels with characteristics similar
to HFO. Fuel for all other areas (<0.50% S) will be low sulphur HFO. However, in some trade other types of fuel
may also be available – e.g. <0.50% residual, <0.50% distillate and <0.10% blended fuels.

Blended or Hybrid fuels have some characteristics of heavy fuel and some of distillates and are of varying types
depending upon the producer. Whatever the reason for the changeover, carefully follow the machinery
manufacturers’ procedure, particularly when increasing and reducing fuel temperature, and timing the
changeover.

Use the LR- Fobas Changeover calculator to estimate the time required or completing the changeover process
for high sulphur to low sulphur fuel. Refer to the Guidance notes given in the calculator before using the
calculator. Further, use a simple calculation based on the fuel system circulating volume and the current fuel
consumption in order to assess the length of time needed to transfer from one fuel to another.

The changeover procedures stated in the following sections are for Main Engine and Aux. machinery (Auxiliary
engines, Boilers etc.). For each fuel system, the procedure includes the operating sequence of steam and fuel
line valves, time required etc. to complete the changeover prior entering emission control areas.

Follow the operational guidance in Annex 2 when using low viscosity fuels.

MARPOL Annex VI prohibits the carriage of high sulphur HFO for on-board combustion from 01 March 2020,
except on ships with Exhaust Gas Cleaning Systems (EGCS).

Delete sections which are not applicable to the ship e.g. Sec. 8 for ships with exhaust scrubbers.

2.0 Terminology
Commonly used Terms in this Manual:

HFO / HSFO : Heavy Fuel Oil (above the max. 0.50% S)

LSFO : Residual Fuel Oil / Blend oil (less than or equal to 0.50% S)
MDO : Fuels of DMB/DMC grade under ISO8217
MGO : Distillate fuels of DMX/DMA grade
LSMGO : Distillate fuels of DMA grade with Sulphur less than or equal to 0.10%
ULSFO : Ultra Low Sulphur FO, with Sulphur less than or equal to 0.10%
3.0 Equipment Details
Equipment Make Fuel Type Fuel consumption
Main Engine
Aux. Engine
Aux. Burner
Purifiers
Incinerator
Inert gas generator
Diesel hydraulic power
pack

3.1 Fuel tank capacities:

Tank Identity Capacity

4.0 Change over from <0.50% Sulphur Fuel oil (LSFO) to <0.10% Low
Sulphur Distillate fuel (LSMGO - when entering Emission Control Areas (ECA)

4.1 Introduction – LSMGO

From 01 January 2020, MARPOL Annex VI requires ships to burn <0.50% Sulphur fuel globally unless fitted with
an exhaust gas cleaning system (exhaust scrubbers). Ships in emission control areas (ECA) and EU ports must
continue use of <0.10% Sulphur fuels.

Within Californian waters (24 NM from baseline), ships also need to additionally comply with the California Air
Resources Board’s (CARB) Ocean Going Vessels (OGV) fuel rule, which requires vessels to use distillate fuel
(MGO/MDO – marine gas oil (DMA) or Marine Diesel Oil (DMB) with a sulphur content not exceeding 0.10%.
(The difference in the CARB requirement is that it allows use of only distillate fuel and does not recognize
alternative emission control technologies like exhaust gas scrubbers as a means of compliance.)

When calling/transiting California, changeover to compliant fuel (<0.10% ULSFO/LSMGO) as per North
American ECA requirement (Ref. Annex 1 for coordinates) and then to <0.10% LSMGO at 24Nm from California
baseline.

Low sulphur fuel oils (blends) are known to have compatibility issues. Hence, store these fuels at temperatures
at least 10 deg C above pour point. Because of their low viscosity, these fuels require very little heating in order
to comply with engine viscosity requirements.

Densities of these blended fuels are in general lower than conventional residual fuel oils. This may require
adjustment of centrifuges to ensure adequate cleaning of the fuel oil.

The text below relates to LS MGO only.

MARPOL EMISSION CONTROL AREAS (ECAs) (Refer Annex 1 of this Document) :

The current ECAs established are:
1. Baltic Sea area – as defined in Annex I of MARPOL (SOx only) ;
2. North Sea area – as defined in Annex V of MARPOL (SOx only);
3. North American area – as defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and PM); and
4. United States Caribbean Sea area – as defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and
PM).

Our vessel confirms that the onboard navigational charts are amended showing the boundary of ECA.

Note: Please amend your charts and make this declaration. On ECDIS ships, ensure
marking of the ENCs to indicate the ECA boundary.

CALIFORNIA BASELINE:

“Baseline” means the mean low water line along the California coast, as shown on the
following National Oceanic and Atmospheric Administration (NOAA) Nautical Charts as
authored by the NOAA office of Coast Survey, which are incorporated in CARB by reference:
(A) Chart 18600, Trinidad Head to Cape Blanco (January 2002);
(B) Chart 18620, Point Arena to Trinidad Head (June 2002);
(C) Chart 18640, San Francisco to Point Arena (August 2005);
(D) Chart 18680, Point Sur to San Francisco (June 2005);
(E) Chart 18700, Point Conception to Point Sur (July 2003);
(F) Chart 18720, Point Dume to Purisima Point (August 2008); and
(G) Chart 18740, San Diego to Santa Rosa Island (April 2005).

Our vessel confirms that onboard navigational charts showing the California baselines have been amended

Note: Amend your California charts and make this declaration if you have possibility
to go to California. On ECDIS ships, ensure marking of the ENCs to indicate the
California baseline.

China ECA:

Effective date Inland Hainan waters Other

waterway ECA within ECA waters
1 January 2020 0.10% 0.50% 0.50%
1 January 2022 0.10% 0.10% 0.50%

Refer to Annex 1 – item 5 for more details

SOUTH KOREAN ECA:

From 1 January 2022: ships must use 0.10% sulphur fuel while they are inside the designated SOx ECA in South
Korea. Refer to Annex 1 – Item 6 for ECA coordinates.

4.2 Applicability – LSMGO

For ECA:
All ships while in an ECA area at sea and in port, and for all machinery e.g. boilers generators, inert gas plant
and main engine.

For CARB:
All ships within California Waters (within 24NM of the California Baseline).
All engines and boilers (**) are affected by the above regulations and it will be mandatory to operate the
engines and boilers on the low-sulphur distillate fuel (MGO/MDO) with appropriate sulphur content.
[Note: (**) = As for boilers, the EU Directive applies to main and auxiliary boilers, while the CARB Regulations
apply to only the auxiliary boilers i.e., non-propulsion]

4.3 Method of Compliance – LSMGO

1. Normally, the vessel will have one diesel oil settling tank and one diesel oil tank service tank. Insert a
simple drawing below showing diesel oil tanks and the changeover cock to the main engine, boilers and
generators.
2. Should that not be the case, then you state - “Prior to entry into ECA or California Baseline area,
compliance is achieved by draining the normal diesel oil settling and service tanks back to their
respective diesel oil bunker tanks and then pumping in the new <0.10% Sulphur MGO back to these
 tanks in readiness”. Another alternative would be to use only “0.10% MGO’. Again, if that is the case
simply state.

(Insert Simple Plan to replace example given below)

3. If the ship has dedicated 0.10% Sulphur Settling and Service Tanks, state that as per below figure
(please insert) the ship construction allows easy changeover between two sulphur grades by providing
segregated 2 sets of settling and service tanks.
4.4 The Changeover Procedure –

4.4.1 Changeover from <0.50% LSFO to <0.10% LSMGO

Note: Refer to 4.4.1.1 for valves open/ close status for the changeover.

1. Confirm you have the required <0.10 % Sulphur MGO onboard of the required quantity for your
duration in the zone. If not advise technical managers immediately about the charterers orders that
may put you in a position of non-compliance. Also check from the BDN and lab analysis results that you
can maintain a minimum viscosity of at least 2 cst at the engine inlet and 1.5 cst at least at the boiler
fuel pump inlet, using the FO coolers where fitted. (Refer engine and boiler makers’ guidance and
amend the required viscosity stated above accordingly).

2. Prepare your diesel oil settling and service tanks with the LS MGO

3. State here your time estimate running on expected load/s for the required Low Sulphur Gas Oil to reach
the main engine, boilers and generators after changeover (i.e. to pass through the system or any mixing
tanks). Main Engine …………. hours/minutes, Boiler …………… hours/minutes, Aux. Engines …………………
hours/minutes. To avoid thermal shock and possible engine failure, the rate of temperature change
should not exceed the manufacturer’s requirements. (State the max. rate of temperature change
allowed by manufacturer when changing between LSFO and LSMGO). If you have more specific
instructions, please state.

4. Prior to commencement of fuel switching, reduce the ships power to __________. (refer makers
manual).

5. Turn off fuel heaters and pipe heat tracing in a controlled manner during the fuel switching process.
Use the viscosity control system for this purpose. Use the fuel oil heaters by-pass system for by-passing
the fuel heaters.

6. Based on time stated above, and known entry point to ECA/California waters, you will then change over
your service tanks to the LSMGO so that you are fully consuming LSMGO in Main Engine, Aux. Engines
and Boilers, when crossing the ECA border. Make corresponding entries in fuel oil record book, Engine
and Deck log books: the date, time and position at which that change over process took place at both
entry and exit from an ECA/California waters. Record the quantities of low and high sulphur fuels in
each tank (storage, settling or service). Panama flag ships must also make above entries in the Panama
Oil Record Book Part III.

7. Put on line carefully the fuel cooler, if installed, while closely monitoring the temperature of the fuel to
prevent an excessive rate of cool down. When changing from cooled LSMGO to heated LSFO, the cooler
can usually be bypassed and shut off at the start of the process.

8. Due to higher risk of failures during change over the main and auxiliary machinery must be running on
the compliant fuel when in safe navigational waters before entering the zone.
 9. Extended period of operations on low sulphur fuel may require changeover to low BN cylinder oil for
the Main Engine and low BN system oil for Aux. Engines, to compensate for the low sulphur of the fuel.
Recommended BN of cylinder oil, feed rates and the need to changeover based on the number of days
spent in ECA must be based on the guidance from the engine maker. (Note: Check makers
requirements. E.g. MAN requires the cylinder oil switchover every time the vessel changes to LSMGO
irrespective of the time spent in ECA. Additionally, when using <0.10% Sulphur distillate fuels, and
hence BN 25 cylinder oils, the ACC/Alpha Lubricator feed rate must be adjusted.)

10. Run all generators to ensure that all are on compliant fuel prior to arrival in ECA (state procedure for
changeover). Additionally, state procedures for the following as applicable (normally required for
operations greater than 72 hrs). Check makers requirements. :

a. Switching off nozzle cooling

b. Activating Inlet valve seat lubrication where fitted
c. Sealing oil supply of fuel pumps

11. Complete Boiler fuel system flushing to replace LSFO with LSMGO before entering ECA. (State
procedure for changeover). Do this by increasing steam demand by opening consumers or dumping
steam or both. Also, consider flushing back to the LSFO tank to speed up the process.

12. Put in operation MGO/MDO purifier.

13. Flush all sample points after completing the changeover to LSMGO.

4.4.1.1 Valves open / close status in various systems for C/O from <0.50% LSFO to <0.10% LSMGO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System LSMGO TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed
Sq.No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Tank suction from 1 DB P and 1 DB S as
1 106V E/R Bottom platform OPEN
applicable
2 107V E/R Bottom platform OPEN LSMGO settling tank

3 17V E/R Bottom platform OPEN MDO transfer pump suction

4 9V E/R Bottom platform OPEN MDO transfer pump discharge

 System LSMGO PURIFICATION SYSTEM
Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Suction from No. 1 LSMGO Settling
1 No. 1 75V E/R 4th Deck OPEN
tank

System MAIN ENGINE FO SERVICE SYSTEM

Valve Remarks Any parameter
Sq.No. Valve No. Valve Location Status to be observed before
Open/Shut operating the valve
Open LSMGO service tank
1 106 V E/R 4TH DECK OPEN
outlet valve
2 107V ER 4th Deck Px. room OPEN LSMGO suction to ME
Changeover
After sufficiently reducing
3 109V (Changeover valve) E/R 4th Deck from LSFO
the FO temperature
to LSMGO
4 108V E/R 4th Deck SHUT LSFO Suction to ME

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve Remarks Any parameter to be
Sq. No. Valve No. Valve Location Status observed before operating the
Open/Shut valve
Open LSMGO service tank
1 105V E/R 4TH DECK OPEN
outlet
2 199V E/R 4TH DECK OPEN MGO service tank return valve
Valves before and after MGO
3 216V and 217V E/R 4TH DECK OPEN
flushing pump, start pump
Depending on what AE
4 187V, 176V, 175V, 174V AE platform OPEN
changed over
5 Depending on what AE c/o –
open after fuel temperature
189V, 182V, 181V, 180V AE platform Open
start to decrease approx. 90-
95 deg.C
6 Depending on what AE
188V,179V,178V,177V AE platform SHUT
changed over
ABOVE IS FOR OPERATION OF 1 AE, FOR CHANGE OVER ALL AUX. ENGINE FUEL SYTEM
FOLLOW BELOW AFTER STEPS 1 AND 2:
LSMGO suction to AE fuel
3 142 V E/R 4TH DECK OPEN
supply pump, Start pump
LSFO suction to AE fuel
4 141V E/R 4TH DECK SHUT
supply pump
Return valve to LSFO service
5 198V E/R 4TH DECK SHUT
tank
 System AUXILIARY BOILER FO SERVICE SYSTEM
Valve
Remarks Any parameter to be
Sq. No. Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Open LSMGO service tank outlet
1 106V E/R 4TH DECK OPEN
valve
2 251V E/R 4th Deck (Px room) OPEN Open LSMGO suction to Boiler
Shift from After sufficiently reducing the
Changeover
3 ER 4th Deck (Px room) LSFO to temperature and putting heater out
valve
LSMGO of use
4 76V ER 4th Deck SHUT Suction from LSFO service tank

4.4.2 Changeover from <0.10% LSMGO to <0.50% LSFO

Note: Refer to 4.4.2.1 for valves open/ close status for the changeover.

1. Ensure that the LSFO settling and service tanks are full and heated to the required levels.

2. Reduce the ships power gradually to __________. (refer makers manual).

3. Shut off fuel coolers if in use.

4. Turn on the fuel heaters and pipe heat tracing in a controlled manner during the fuel switching process.
Use the viscosity control system for this purpose. To avoid thermal shock and possible engine failure,
the rate of temperature change should not exceed the manufacturer’s requirements. (State the max.
rate of temperature change allowed by manufacturer when changing between LSMGO and LSFO). If you
have more specific instructions, please state.

5. Changeover consumption for ME, Aux. Engine and Boilers from LSMGO to LSFO by operating the
relevant valves. (state sequence)

a. Make corresponding entries in fuel oil record book, Engine and Deck log books: the date, time
and position at which the changeover process took place. Also record the quantities of low and
high sulphur fuels in each tank (storage, settling or service) when exiting ECA/California waters.
Panama flag ships must also make above entries in the Panama Oil Record Book Part III.

6. To avoid vapour lock or thermal shock, open FO return from systems to LSFO service tank for few
minutes till the system is fully replaced with LSFO

7. Discontinue use of low BN cylinder oil for ME and system oil for Aux. Engines, where used to match the
sulphur content. Adjust the feed rates of cylinder oil to normal values for LSFO operation.

8. Put in operation Purifiers and auto filters for ME and AE as applicable.

9. On Auxiliary Engines, additionally state procedures as applicable to put back the following for normal
LSFO operations:
 a. Nozzle cooling
b. Inlet valve seat lubrication where fitted
c. Sealing oil supply of fuel pumps

4.4.2.1 Valves open / close status in various systems for C/O from <0.10% LSMGO to <0.50% LSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System LSFO TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System LSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
 Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample
5.0 Change over from <0.50% Sulphur Fuel Oil (LSFO) to <0.10% Low
Sulphur Distillate Fuel (LSMGO) when alongside EU /
Norwegian/Turkish/South Korean ports

Note: Below procedure is not applicable if the vessel is already on LSMGO for ECA
compliance.

5.1 Introduction
Continuing with efforts to reduce the level of atmospheric pollution caused by merchant ships in European
Zones, EU States have introduced a legislation limiting the sulphur content of fuel oil used in Engines and
Boilers whilst the vessel is “at berth / anchor”. The stipulated limit is 0.10 % Sulphur by mass, effective from
01.01.2010. Generally, the lighter gas oil and diesel grades have such sulphur content, although there are
smaller quantities of heavy oil on the market with such sulphur content.

Norway and Turkey also requires use of marine fuel with less than 0.10% Sulphur by ships while in port /
anchor. From 01.09.2020, the same 0.10% Sulphur requirement also applies to South Korean ports - B usan,
Incheon, Ulsan, Yeosu, Gwangyang (including Hadong port) and Pyeongtaek ‐Dangjin.

The text below relates to LSMGO.

5.2 Applicability
All ships alongside EU / Norwegian / Turkish/South Korean ports referred above, staying longer than two hours
or anchored within port limits. The main engine is exempt however; the regulation is applicable to all
auxiliaries, generators and boilers when running at the berth or at anchor in port limits. It shall not apply during
transits in rivers to an EU port. Once the vessel is alongside, changeover of auxiliaries, generators and boilers
should be as soon as possible. There is no restriction to stopping and starting the main engine if required.

5.3 Method of Compliance

Similar to the procedure in sec. 4.3

5.4 The Change Over Procedure

Similar to the procedure in sec. 4.4
6.0 Change over from <0.50% Sulphur Fuel oil (LSFO) to <0.10 % Ultra Low
Sulphur Fuel Oil (ULSFO) when entering Emission Control Areas - excluding
Californian waters (CARB).

6.1 Introduction – ULSFO (Hybrid fuels)

From 01 January 2015, MARPOL Annex VI came into force reducing the maximum sulphur content for fuel oil
from <1.0% to <0.10% m/m burned within sulphur Emission Control Areas (ECAs). The same requirement of
using <0.10% Sulphur fuel also applies to the North American ECA.

Warning!
CARB does not allow the use of heavy fuel oils (residual/blended/hybrids) or exhaust
gas scrubbers and only allows the use of <0.10% distillate fuels in California waters.

Within Californian waters (24 NM from baseline), ships also need to comply with the California Air Resources
Board’s (CARB) Ocean Going Vessels (OGV) fuel rule. This rule requires vessels to use distillate fuel (MGO) with
a sulphur content not exceeding 0.10%. CARB does not recognize alternative emission control technologies like
exhaust gas scrubbers as a means of compliance.

Present indications are that suppliers will meet the demand for 0.10% Sulphur fuel with low sulphur MGO,
which will comply with both MARPOL, CARB and local requirements. This is expected to be supplemented by so
called ULSFO or Hybrid fuels, which share characteristics of both distillate and heavy fuels. However, Hybrids do
not comply with CARB requirements.

Because of the variety of ULSFOs fuels available, it is essential that the vessel contacts the technical managers
in case such a fuel is proposed. Full information regarding the fuel should also be provided to ensure the fuel is
suitable for use with the vessel’s tank/machinery configuration.

Hybrid fuels are known to have compatibility issues and hence store it at temperatures at least 10 deg C above
pour point. Because of their low viscosity, these fuels may require very little heating in order to comply with
engine viscosity requirements. Indeed, some low viscosity hybrid fuels may benefit from cooling (if possible) to
optimise supply viscosity.

Typically, there should be two sets of fuel oil service and settling tanks and segregated storage for these fuels.
Avoid mixing of fuels bunkered at different locations even though of same grade to minimise the risk of
compatibility problems, and compatibility testing performed before use. In advance of stemming an ULSFO fuel,
the storage, service and settling tanks should be cleaning and where practical a dedicated purifier used. As a
general rule, regularly changing the type of ULSFO should be avoided because of compatibility issues.

Adjust the fuel oil purifier for best performance with these fuels and follow the manufacturer’s guidance
always.
The text below relates to ULSFO Hybrids only.

EMISSION CONTROL AREAS (ECAs):

The current ECAs established are:
1. Baltic Sea area – as defined in Annex I of MARPOL (SOx only);
2. North Sea area – as defined in Annex V of MARPOL (SOx only);
3. North American area – as defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and PM); and
4. United States Caribbean Sea area – as defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and
PM).

Our vessel confirms that the onboard navigational charts are amended showing the boundary of ECA

Note: Please amend your charts and make this declaration. On ECDIS ships, ensure
that the ENCs are marked to indicate the ECA boundary

CALIFORNIA BASELINE:

ULSFO Hybrid fuels cannot be used in CARB waters.

Baseline” means the mean low water line along the California coast, as shown on the
following National Oceanic and Atmospheric Administration (NOAA) Nautical Charts as
authored by the NOAA office of Coast Survey, which are incorporated in CARB by reference:
(A) Chart 18600, Trinidad Head to Cape Blanco (January 2002);
(B) Chart 18620, Point Arena to Trinidad Head (June 2002);
(C) Chart 18640, San Francisco to Point Arena (August 2005);
(D) Chart 18680, Point Sur to San Francisco (June 2005);
(E) Chart 18700, Point Conception to Point Sur (July 2003);
(F) Chart 18720, Point Dume to Purisima Point (August 2008); and
(G) Chart 18740, San Diego to Santa Rosa Island (April 2005).

Our vessel confirms that onboard navigational charts showing the California baselines have been amended

Note: Amend your California charts and make this declaration if you have possibility
to go to California. On ECDIS ships, mark the ENCs to indicate the California
baselines.

CHINA ECA:

Effective date Inland Hainan waters Other

waterway ECA within ECA waters
1 January 2020 0.10% 0.50% 0.50%
1 January 2022 0.10% 0.10% 0.50%

Refer to Annex 1 – item 5 for more details

SOUTH KOREAN ECA:
From 1 January 2022: ships must use 0.10% sulphur fuel while they are inside the designated SOx ECA in South
Korea. Refer to Annex 1 – Item 6 for ECA coordinates.

6.2 Applicability – ULSFO

For ECA:
All ships while in an ECA area at sea and in port and for all machinery e.g. boilers generators, Inert Gas plant
and main engine.

6.3 Method of Compliance – ULSFO

1. Because of the variety of ULSFOs available, with often differing characteristics, confirm checking the
compatibility of fuel and perform testing

2. Obtain and follow the guidance of the fuel provider, related machinery manufacturer and technical
managers in relation to use of the fuel

3. Confirm following the storage and pre-treatment requirements

4. Normally, the vessel will have one 0.50 %sulphur settling tank and service tank, and one 0.10 sulphur
settling and service tank; insert a simple drawing below showing fuel oil tanks and the changeover cock
to the main engine, boilers and generators. (please insert simple drawing)

(Insert Simple Plans to replace example given below)

5. With dedicated 0.10% Sulphur Settling and Service Tanks, state that as per below figure (please insert)
the vessel is constructed for easy changeover between two sulphur grades as there are segregated 2
sets of settling and service tanks. Additionally, some segregation of the storage, transfer and purifying
system may be required to minimise mixing. (please insert simple drawing)
6.4 The Changeover Procedure – ULSFO
6.4.1 Changeover from <0.50% LSFO to <0.10% ULSFO

Note: Refer to 6.4.1.1 for valves open/ close status for the changeover.

1. Confirm you have the required <0.10 % Sulphur ULSFO onboard of the required quantity for your
duration in the zone. If not advise technical managers immediately about the charterers orders that
may put you in a position of non-compliance. Also check from the BDN and lab analysis results that
storage temperatures and required temperature for recommended supply viscosity are compatible .
(Refer engine and boiler makers guidance and amend the required viscosity stated above accordingly).

2. Prepare low sulphur fuel oil settling, service and storage tanks for ULSFO. Drain and clean if required.

3. State here your time estimate running on expected load/s for the required Ultra Low Sulphur Fuel Oil to
reach the main engine, boilers and generators after change over (i.e. to pass through the system or any
mixing tanks). Main Engine …………. hours/minutes, Boiler ……………..hours/minutes, Aux. Engines …………
hours/minutes. To avoid thermal shock and possible Engine failure, the rate of temperature change
should not exceed the manufacturer’s requirements. (State the max. rate of temperature change
allowed by manufacturer when changing between LSFO and ULSFO). If you have more specific
instructions please state.

4. Prior to commencement of fuel switching, reduce the ships power to __________. (refer makers
manual).
 5. Fuel heaters and pipe heat tracing may require turning off in a controlled manner during the fuel
switching process. Use the viscosity control system for this purpose. Use the fuel oil heater by-pass
system for by-passing the fuel heaters if necessary.

6. Based on time stated above, and known entry point to ECA waters, you will then change over your
service tanks to the ULSFO so that you are fully consuming ULSFO in ME, Aux. Engine and Boilers when
crossing the ECA border. Make corresponding entries in fuel oil record book, Engine and Deck log
books: the date, time and position at which that change over process took place (and when changing
back to a high sulphur fuel oil) at both entry and exit from an ECA. Record the quantities of low and
high sulphur fuels in each tank (storage, settling or service). Panama flag ships must also make above
entries in the Panama Oil Record Book Part III.

7. Put on line fuel cooler if installed, depending on the requirements of the ULSFO. Open the valves to the
cooler carefully while closely monitoring the temperature of the fuel to prevent an excessive rate of
cool down. When changing from cooled ULSFO to heated LSFO, the cooler can usually be bypassed and
shut off at the start of the process.

8. Due to higher risk of failures during change over, the main and auxiliary machinery must be running on
the compliant fuel when in safe navigational waters before entering the zone.

9. For extended period of operations on low sulphur fuel, you may require changeover to low BN cylinder
oil for the Main Engine and low BN system oil for Aux. Engines, to compensate for the low sulphur of
the fuel. Recommended BN of cylinder oil, feed rates and the need to changeover based on the number
of days spent in ECA must be based on the guidance from the engine maker. Note: The requirements
for ULSFOs may differ from operation with LSMGO with similar sulphur levels – always follow the
manufacturer’s requirements.

10. Run all generators to ensure that all are on compliant fuel prior to arrival in ECA. (State procedure for
changeover). Additionally, state any specific manufacturer procedures for the following as applicable
(normally required for operations greater than 72 hrs):

a. Switching off nozzle cooling

b. Activating Inlet valve seat lubrication where fitted
c. Sealing oil supply of fuel pumps

11. Complete the Boiler fuel system flushing to replace LSFO with ULSFO before entering ECA (State
procedure for changeover). Do this by increasing steam demand by opening consumers or dumping
steam or both. Also, this may require flushing back to the LSFO tank to speed up the process

12. Put in operation dedicated ULSFO purifier, ensuring segregation from the HS system.

13. Flush all sample points after completing the changeover to ULSFO.
6.4.1.1 Valves open / close status in various systems for C/O from <0.50% LSFO to <0.10 % ULSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.
 System ULSFO TRANSFER AND FILLING SYSTEM
Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System ULSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
1 No. 1 75V E/R 4th Deck OPEN Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample
6.4.2 Changeover from <0.10% ULSFO to <0.50% LSFO

Follow procedures similar to changeover from LSMGO to LSFO given in Sec. 4.4.2.

6.4.2.1 Valves open / close status in various systems for C/O from <0.10 % ULSFO to <0.50% LSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System LSFO TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System LSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample
 System AUXILIARY BOILER FO SERVICE SYSTEM
Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample
7.0 Change over from <0.50% Sulphur fuel oil (LSFO) to <0.10% Ultra Low
Sulphur Fuel Oil (ULSFO) when alongside EU / Norwegian / Turkish / South
Korean Ports

Note: Below procedure is not applicable if the vessel is already on ULSFO for ECA
compliance.

7.1 Introduction – ULSFO

Continuing with efforts to reduce the level of atmospheric pollution caused by merchant vessels in European
Zones, legislation has been introduced by EU States limiting the sulphur content of fuel oil which may be
consumed in Engines and Boilers whilst the vessel is “at berth / anchor”, The stipulated limit is <0.10 % Sulphur
by mass, effective from 01.01.2010. The same requirement applies to all ports in Turkey and Norway. From
01.09.2020, the same 0.10% Sulphur requirement also applies to South Korean ports - B usan, Incheon, Ulsan,
Yeosu, Gwangyang (including Hadong port) and Pyeongtaek ‐Dangjin.

Generally, lighter gas oil and diesel grades have such sulphur content, although there are smaller quantities of
heavy oil on the market with similar sulphur content. These are so called ULSFO or Hybrid fuels, which share
characteristics of both distillate and heavy fuels.

Because of the variety of ULSFOs fuels available, it is essential that the vessel contacts the technical managers
in case such a fuel is proposed. Full information regarding the fuel should also be provided to ensure the fuel is
suitable for use with the vessel’s tank/machinery configuration.

Hybrid fuels are known to have compatibility issues. Hence, store it at temperatures at least 10 deg C above
pour point. Because of their low viscosity, these hybrid fuels require very little heating in order to comply with
engine viscosity requirements. Indeed, some low viscosity ULSFOs may benefit from cooling (if possible) to
optimise supply viscosity.

Typically, there should be two sets of fuel oil service and settling tanks and segregated storage for these fuels.
Avoid mixing of fuels bunkered at different locations even though of same grade, to minimise the risk of
compatibility problems and compatibility testing performed before use. In advance of stemming an ULSFO fuel
the storage, service and settling tanks should be cleaning and where practical a dedicated purifier used.

Adjust the fuel oil purifier for best performance with these fuels and the manufacturer’s guidance followed.

The text below relates to <0.10% ULSFO Hybrids only.

7.2 Applicability – ULSFO

All ships alongside EU / Norwegian /Turkish /South Korean ports referred above staying longer than two hours
or anchored within port limits. The main engine is exempt however the regulation is applicable to all auxiliaries,
generators and boilers when running at the berth or at anchor in port limits. It shall not apply during transits in
rivers to an EU port. Once the vessel is alongside changeover should be as soon as possible. There are no
restrictions to starting and stopping the main engine if required.
7.3 Method of Compliance – ULSFO
1. The easiest compliance is that your current charter definitely will not require you to go there. Should
that be the case then state so here and leave the remainder of section here-in blank. If in doubt,
contact our office.

2. Should you permanently trade in EU, then simplest is to state that your auxiliary engines and boilers run
on compliant Fuel of <0.10% Sulphur all the time i.e. you only have one grade of ULSFO (and LSMGO)
onboard

3. Because of the variety of ULSFOs available, with different characteristics, confirm that compatibility of
fuel has been checked and testing performed.

4. Obtain and follow the guidance of the fuel provider, related machinery manufacturer and technical
managers in relation to use of the fuel

5. Confirm following the storage and pre-treatment requirements

6. Normally, the vessel will have one high sulphur settling and service tank, and one low sulphur settling
and service tank. Insert a simple drawing below showing diesel fuel oil tanks and the changeover cock
to the main engine, boilers and generators. Additionally, some segregation of the storage and transfer
system may be required to minimise mixing.

(Insert Simple layout of Diesel and HFO tanks)

7. If dedicated 0.10% Sulphur Settling and Service Tanks are provided, state that as per below figure
( please insert) the vessel is constructed for easy changeover between two sulphur grades as it has
segregated 2 sets of settling and service tanks or if the vessel is carrying only one grade of the
compliant ULSFO on board, state the same. Additionally, some segregation of the storage, transfer and
purifying system may be required to minimise mixing. (please insert simple drawing)
7.4 The Change Over Procedure – ULSFO
7.4.1 Changeover from <0.50% LSFO to <0.10% ULSFO

1. Confirm you have the required <0.10% ULSFO onboard and of a quantity for your duration in the zone,
if not advice technical managers immediately about the charterers orders that may put you in a
position of non-compliance. Also check from the BDN and lab analysis results that you can maintain a
minimum viscosity of at least 2 cst at the engine inlet and at least 1.5 cst at the boiler fuel pump inlet,
using the FO coolers where fitted. (Refer engine and boiler makers guidance and amend the required
viscosity stated above accordingly).

2. Prepare low sulphur fuel oil settling, service and storage tanks for ULSFO. Drain and clean if required.

3. State location of all steam trace heating lines that may be closed on main engine boilers and
generators.

4. State procedure if required for opening the FO by-pass line and isolating the FO heaters.

5. State the duration for changeover of Aux. Engines and Boilers here. Aux. Engines ……. hours/minutes,
Boilers …………hours/minutes. However, to avoid thermal shock and possible engine failure that time
must be no less than next point (F).

6. General advice is to reduce the temperature 2 deg centigrade per minute and changeover at
recommended temperature. Again, make corresponding entries in fuel oil record book, Engine and
 Deck log books: the date, time and position at which that change over process took place. Also please
note requirements if also in a ECA area when entering or leaving the port. Panama flag ships must also
make above entries in the Panama Oil Record Book Part III.

7. Put on line fuel cooler if installed depending upon the requirements of the type of ULSFO. Open the
valves to the cooler carefully while closely monitoring the temperature of the fuel to prevent an
excessive rate of cool down. When changing from cooled ULSFO to heated LSFO, the cooler can usually
be bypassed and shut off at the start of the process.

8. MGO purifier to be put in operation.

9. On Auxiliary Engines, additionally state any specific manufacturer procedures for the following as
applicable (normally required for operations greater than 72 hrs) :

a. Switching off nozzle cooling

b. Activating Inlet valve seat lubrication where fitted
c. Sealing oil supply of fuel pumps

10. Boiler fuel system flushing can be done by increasing steam demand by opening consumers or dumping
steam or both. Also, flushing back to the LSFO tank may be required to speed up the process

11. Put in operation dedicated ULSFO purifier ensuring segregation from the HS system.

12. Flush all sample points after completing the changeover to ULSFO.

7.4.1.1 Valves open / close status in various systems (C/O from ,0.5%LSFO to <0.1% ULSFO in EU /
Turkish ports)

Same as given in Sec. 6.4.1.1

7.4.2 Changeover from <0.10% ULSFO to <0.50% LSFO

Follow procedures similar to changeover from LSMGO to LSFO given in Sec. 4.4.2.

7.4.2.1 Valves operation and open / close status in various systems (C/O from < 0.1% ULSFO to <0.5%
LSFO)

Same as given in Sec. 6.4.2.1

8.0 Change over from HFO (high sulphur residual fuel) to <0.50 / 0.10 %
Sulphur fuels – for ships with EGCS (exhaust scrubbers) entering ports
prohibiting its use:

8.1 Introduction

1. In ports / regions prohibiting effluent discharge from scrubbers, ships with open loop scrubbers will
have to change over to <0.50% Sulphur fuels. In ECA, EEA (Norway/Iceland) and EU ports prohibiting
open loop scrubbers, changeover to <0.10% Sulphur fuels. (Ref. Technical operations manual appendix
– Effluent discharge regulations).
2. CARB regulations prohibit the use of exhaust scrubbers is in California (24 NM from baseline). Ships
with EGCS must change over to <0.10% distillate fuels in California waters (prohibits use of even <0.10%
ULSFO)

8.2 Changeover procedures

1. For change over from HFO to LSFO / ULSFO, follow procedures similar to change over procedures of
LSFO to ULSFO referred in sec. 6.4.1. For changeover back to HFO, follow procedures similar to one
referred in Sec. 4.4.2
2. For change over from HFO to distillate fuels (LSMGO), follow procedures similar to change over
procedures of LSFO to LSMGO referred in sec. 4.4.1. For changeover back to HFO, follow procedures
similar to one referred in Sec. 4.4.2.
3. Adjust cylinder oil feed / TBN if required by the maker. Seek advice from the office. This is particularly
important when changing over from HSFO to LS fuels

8.2.1 Valves open / close status in various systems

8.2.1.1 Valve open / close status for change over from HSFO to LSMGO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System LSMGO TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample
 System LSMGO PURIFICATION SYSTEM
Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

8.2.1.2 Valve status for change over from LSMGO to HSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System HSFO TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
 Refer 4.4.1.1 for sample

System HSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

8.2.1.3 Valve open / close status for change over from HSFO to ULSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System FUEL OIL TRANSFER AND FILLING SYSTEM

Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
 Refer 4.4.1.1 for sample

System ULSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

8.2.1.4 Valve open / close status for change over from ULSFO to HSFO

Note: Refer to the valve numbers on the valves and the piping diagram for the
relevant system.

System HSFO TRANSFER AND FILLING SYSTEM

 Valve
Remarks: Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System HSFO PURIFICATION SYSTEM

Purifier Valve
Remarks Any parameter to be
Sq.No. Name Valve No. Valve Location Status
observed before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System MAIN ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq.No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY ENGINE FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed before
Sq. No. Valve No. Valve Location Status
operating the valve
Open/Shut
Refer 4.4.1.1 for sample

System AUXILIARY BOILER FO SERVICE SYSTEM

Valve
Remarks Any parameter to be observed
Sq. No. Valve No. Valve Location Status
before operating the valve
Open/Shut
Refer 4.4.1.1 for sample

9.0 Fuel change over requirements for Panama Canal:

Since January 1, 2001, the Panama Canal Authority has required ships manoeuvring in Canal waters, to switch
from heavy fuel to light fuel. This requirement was included from 2001 until 2016 in Notice to Shipping No. N-
10, Operational Equipment Tests. Beginning in 2017, the aforementioned requirement on manoeuvring fuel
was removed from the revised version of Notice to Shipping No. N-10 and included in OP Notice to Shipping N-
1-2017, Vessel Requirements.

For the purpose of OP Notice to Shipping N-1-2017, the following definitions apply:
 Light fuel is a distillate marine fuel as classified by ISO 8216-1:2010, and having the specifications detailed
in ISO 8217:2010.

 Heavy fuel is a residual marine fuel as classified by ISO 8216-1:2010, and having the specifications detailed
in ISO 8217:2010.

 Hybrid fuel is a blended product with specifications that resemble some types of heavy fuel oils (HFO), and
are designed to minimize the various operational problems presented by the change-over process from
heavy fuel oil to light fuel oil, while having good net calorific values and complying with statutory
environmental requirements. Due to their recent development, hybrid fuels are not categorized within the
ISO 8217 standard.

Be advised that the light fuel utilized shall have a minimum flash point of 60 °C regardless of its classification,
and comply with MARPOL, Annex VI in regard to the sulphur content cap, which is <0.50% m/m (Panama Canal
waters are not emission control areas).
Please note that ships equipped with an operational and approved exhaust gas cleaning system (scrubbers),
and ships operating on low-sulphur hybrid fuels need not switch to light fuel (distillate marine fuel).

 The use of heavy (residual) fuel is permitted to operate their auxiliary engines, boilers and other ancillary
equipment during their stays at the Pacific or Atlantic Anchorages or whilst docked at the berths of the
Pacific or Atlantic port terminals prior to Canal transit. However, Panama requires changeover from heavy
(residual) to light (distillate) fuel used to operate their propulsion engines in advance of entering the Canal
waters.
 When burning heavy (residual) fuel in their auxiliary engines, boilers and other ancillary equipment whilst
at the anchorages or berths, there must be a changeover to light (distillate) fuel operation no less than two
hours prior to the scheduled pilot time for Canal transit. A vessel will be considered ready for Canal transit
only when the switch to light fuel has been completed and is operating on distillate fuel.
 Provided that the sole intention of the vessel is to call at either a Pacific or Atlantic port terminal without
necessitating Canal transit, she may be allowed to proceed to and from the port terminal on heavy fuel,
including the main propulsion engines. Subsequently, these ships will not be subject to the fuel changeover
requirement stated in OP Notice to Shipping N-1-2017.
 Record the fuel changeover in the engine room logbook and/or fuel oil changeover logbook when it is
intended to transit the Canal. These logbook entries must specify the date and time of commencement
and ending of the changeover from heavy (residual) fuel to light (distillate) fuel, as well as the sulphur
content of the fuels.

10.0 Non-availability of compliant low sulphur fuels

In case of non-availability of compliant low sulphur fuels, report to the flag administration and the destination port
authorities. Report using the form TOM 92 standard IMO format of FONAR (fuel oil non-availability report) or the
FONAR format of the destination country. The FONAR may be used only under exceptional circumstances, when
all reasonable steps have been taken to ensure compliant fuel.

The FONAR must include besides the ships particulars:

 A description of the voyage plan

  Evidence of attempts to purchase compliant fuel
 Alternatives for fuel oil supply disruption and operational constraints such as fuel quality issues deemed
to cause operational or safety problems
 Plans to obtain compliant fuel
 A record of previously filed FONARs

11.0 Validation Test for fuel change over.

If the vessel is following a validation test program (e.g. DE-SMC ships) to confirm that the fuel change-over is
complete and conforming to EU port and ECA requirements by sending appropriate samples for lab analysis ,
the following data from the test is to be recorded below:

Note 1 – Time to change Note 2 – Time to change Result of sulphur test Result of sulphur test
over auxiliaries as per EU over Main Engine as per taken at time shown in taken in Note2 from
port requirements ECA Note 1 for EU port Sulphur test taken for
requirement ECA req. ( S % and date)
(hrs – min)
from lab test )

2 hours 24 hours 0.09% 0.09%

12.0 References & Records

1. Annex 1 – ECA charts and coordinates
2. Annex 2 – Operations when using low viscocity fuels
3. FOBAS Fuel change over calculator (Excel spreadsheet)
4. Fuel changeover log book
5. Oil Record Book
6. Ship Implementation Plan
7. RA Library - Changeover to <0.10% Sulphur Fuel
8. Makers Manual for maintenance schedules and inspections.
9. Training Record for change over procedures.
Annex 1: Emission Control Areas – Charts and Coordinates
1) North American ECA and United States Caribbean Sea ( As described by coordinates in Appendix VII
to MARPOL Annex VI)

The North American area comprises:

.1 the sea area located off the Pacific coasts of the United States and Canada, enclosed by geodesic lines connecting the
following coordinates:

POINT LATITUDE LONGITUDE

1 32º 32′ 10″ N. 117º 06′ 11″ W.

2 32º 32′ 04″ N. 117º 07′ 29″ W.
3 32º 31′ 39″ N. 117º 14′ 20″ W.
4 32º 33′ 13″ N. 117º 15′ 50″ W.
5 32º 34′ 21″ N. 117º 22′ 01″ W.
6 32º 35′ 23″ N. 117º 27′ 53″ W.
7 32º 37′ 38″ N. 117º 49′ 34″ W.
8 31º 07′ 59″ N. 118º 36′ 21″ W.
9 30º 33′ 25″ N. 121º 47′ 29″ W.
10 31º 46′ 11″ N. 123º 17′ 22″ W.
11 32º 21′ 58″ N. 123º 50′ 44″ W.
12 32º 56′ 39″ N. 124º 11′ 47″ W.
13 33º 40′ 12″ N. 124º 27′ 15″ W.
14 34º 31′ 28″ N. 125º 16′ 52″ W.
15 35º 14′ 38″ N. 125º 43′ 23″ W.
16 35º 43′ 60″ N. 126º 18′ 53″ W.
17 36º 16′ 25″ N. 126º 45′ 30″ W.
18 37º 01′ 35″ N. 127º 07′ 18″ W.
19 37º 45′ 39″ N. 127º 38′ 02″ W.
20 38º 25′ 08″ N. 127º 52′ 60″ W.
21 39º 25′ 05″ N. 128º 31′ 23″ W.
22 40º 18′ 47″ N. 128º 45′ 46″ W.
23 41º 13′ 39″ N. 128º 40′ 22″ W.
24 42º 12′ 49″ N. 129º 00′ 38″ W.
25 42º 47′ 34″ N. 129º 05′ 42″ W.
26 43º 26′ 22″ N. 129º 01′ 26″ W.
27 44º 24′ 43″ N. 128º 41′ 23″ W.
28 45º 30′ 43″ N. 128º 40′ 02″ W.
29 46º 11′ 01″ N. 128º 49′ 01″ W.
30 46º 33′ 55″ N. 129º 04′ 29″ W.
31 47º 39′ 55″ N. 131º 15′ 41″ W.
32 48º 32′ 32″ N. 132º 41′ 00″ W.
33 48º 57′ 47″ N. 133º 14′ 47″ W.
34 49º 22′ 39″ N. 134º 15′ 51″ W.
35 50º 01′ 52″ N. 135º 19′ 01″ W.
36 51º 03′ 18″ N. 136º 45′ 45″ W.
37 51º 54′ 04″ N. 137º 41′ 54″ W.
38 52º 45′ 12″ N. 138º 20′ 14″ W.
39 53º 29′ 20″ N. 138º 40′ 36″ W.
40 53º 40′ 39″ N. 138º 48′ 53″ W.
41 54º 13′ 45″ N. 139º 32′ 38″ W.
 42 54º 39′ 25″ N. 139º 56′ 19″ W.
43 55º 20′ 18″ N. 140º 55′ 45″ W.
44 56º 07′ 12″ N. 141º 36′ 18″ W.
45 56º 28′ 32″ N. 142º 17′ 19″ W.
46 56º 37′ 19″ N. 142º 48′ 57″ W.
47 58º 51′ 04″ N. 153º 15′ 03″ W.

.2 the sea areas located off the Atlantic coasts of

the United States, Canada, and France (Saint-Pierre-
et-Miquelon) and the Gulf of Mexico coast of the
United States enclosed by geodesic lines connecting
the following coordinates:

POINT LATITUDE LONGITUDE

1 60º 00′ 00″ N. 64º 09′ 36″ W.

2 60º 00′ 00″ N. 56º 43′ 00″ W.
3 58º 54′ 01″ N. 55º 38′ 05″ W.
4 57º 50′ 52″ N. 55º 03′ 47″ W.
5 57º 35′ 13″ N. 54º 00′ 59″ W.
6 57º 14′ 20″ N. 53º 07′ 58″ W.
7 56º 48′ 09″ N. 52º 23′ 29″ W.
8 56º 18′ 13″ N. 51º 49′ 42″ W.
9 54º 23′ 21″ N. 50º 17′ 44″ W.
10 53º 44′ 54″ N. 50º 07′ 17″ W.
11 53º 04′ 59″ N. 50º 10′ 05″ W.
12 52º 20′ 06″ N. 49º 57′ 09″ W.
13 51º 34′ 20″ N. 48º 52′ 45″ W.
14 50º 40′ 15″ N. 48º 16′ 04″ W.
15 50º 02′ 28″ N. 48º 07′ 03″ W.
16 49º 24′ 03″ N. 48º 09′ 35″ W.
17 48º 39′ 22″ N. 47º 55′ 17″ W.
18 47º 24′ 25″ N. 47º 46′ 56″ W.
19 46º 35′ 12″ N. 48º 00′ 54″ W.
20 45º 19′ 45″ N. 48º 43′ 28″ W.
21 44º 43′ 38″ N. 49º 16′ 50″ W.
22 44º 16′ 38″ N. 49º 51′ 23″ W.
23 43º 53′ 15″ N. 50º 34′ 01″ W.
24 43º 36′ 06″ N. 51º 20′ 41″ W.
25 43º 23′ 59″ N. 52º 17′ 22″ W.
26 43º 19′ 50″ N. 53º 20′ 13″ W.
27 43º 21′ 14″ N. 54º 09′ 20″ W.
28 43º 29′ 41″ N. 55º 07′ 41″ W.
29 42º 40′ 12″ N. 55º 31′ 44″ W.
30 41º 58′ 19″ N. 56º 09′ 34″ W.
31 41º 20′ 21″ N. 57º 05′ 13″ W.
32 40º 55′ 34″ N. 58º 02′ 55″ W.
33 40º 41′ 38″ N. 59º 05′ 18″ W.
34 40º 38′ 33″ N. 60º 12′ 20″ W.
35 40º 45′ 46″ N. 61º 14′ 03″ W.
36 41º 04′ 52″ N. 62º 17′ 49″ W.
37 40º 36′ 55″ N. 63º 10′ 49″ W.
38 40º 17′ 32″ N. 64º 08′ 37″ W.
39 40º 07′ 46″ N. 64º 59′ 31″ W.
40 40º 05′ 44″ N. 65º 53′ 07″ W.
41 39º 58′ 05″ N. 65º 59′ 51″ W.
42 39º 28′ 24″ N. 66º 21′ 14″ W.
43 39º 01′ 54″ N. 66º 48′ 33″ W.
44 38º 39′ 16″ N. 67º 20′ 59″ W.
45 38º 19′ 20″ N. 68º 02′ 01″ W.
46 38º 05′ 29″ N. 68º 46′ 55″ W.
47 37º 58′ 14″ N. 69º 34′ 07″ W.
48 37º 57′ 47″ N. 70º 24′ 09″ W.
49 37º 52′ 46″ N. 70º 37′ 50″ W.
50 37º 18′ 37″ N. 71º 08′ 33″ W.
51 36º 32′ 25″ N. 71º 33′ 59″ W.
52 35º 34′ 58″ N. 71º 26′ 02″ W.
53 34º 33′ 10″ N. 71º 37′ 04″ W.
54 33º 54′ 49″ N. 71º 52′ 35″ W.
55 33º 19′ 23″ N. 72º 17′ 12″ W.
56 32º 45′ 31″ N. 72º 54′ 05″ W.
57 31º 55′ 13″ N. 74º 12′ 02″ W.
58 31º 27′ 14″ N. 75º 15′ 20″ W.
59 31º 03′ 16″ N. 75º 51′ 18″ W.
60 30º 45′ 42″ N. 76º 31′ 38″ W.
61 30º 12′ 48″ N. 77º 18′ 29″ W.
62 29º 25′ 17″ N. 76º 56′ 42″ W.
63 28º 36′ 59″ N. 76º 47′ 60″ W.
64 28º 17′ 13″ N. 76º 40′ 10″ W.
65 28º 17′ 12″ N. 79º 11′ 23″ W.
66 27º 52′ 56″ N. 79º 28′ 35″ W.
67 27º 26′ 01″ N. 79º 31′ 38″ W.
68 27º 16′ 13″ N. 79º 34′ 18″ W.
69 27º 11′ 54″ N. 79º 34′ 56″ W.
70 27º 05′ 59″ N. 79º 35′ 19″ W.
71 27º 00′ 28″ N. 79º 35′ 17″ W.
72 26º 55′ 16″ N. 79º 34′ 39″ W.
73 26º 53′ 58″ N. 79º 34′ 27″ W.
74 26º 45′ 46″ N. 79º 32′ 41″ W.
75 26º 44′ 30″ N. 79º 32′ 23″ W.
76 26º 43′ 40″ N. 79º 32′ 20″ W.
77 26º 41′ 12″ N. 79º 32′ 01″ W.
78 26º 38′ 13″ N. 79º 31′ 32″ W.
79 26º 36′ 30″ N. 79º 31′ 06″ W.
80 26º 35′ 21″ N. 79º 30′ 50″ W.
81 26º 34′ 51″ N. 79º 30′ 46″ W.
82 26º 34′ 11″ N. 79º 30′ 38″ W.
83 26º 31′ 12″ N. 79º 30′ 15″ W.
84 26º 29′ 05″ N. 79º 29′ 53″ W.
85 26º 25′ 31″ N. 79º 29′ 58″ W.
86 26º 23′ 29″ N. 79º 29′ 55″ W.
87 26º 23′ 21″ N. 79º 29′ 54″ W.
88 26º 18′ 57″ N. 79º 31′ 55″ W.
89 26º 15′ 26″ N. 79º 33′ 17″ W.
90 26º 15′ 13″ N. 79º 33′ 23″ W.
91 26º 08′ 09″ N. 79º 35′ 53″ W.
92 26º 07′ 47″ N. 79º 36′ 09″ W.
93 26º 06′ 59″ N. 79º 36′ 35″ W.
94 26º 02′ 52″ N. 79º 38′ 22″ W.
95 25º 59′ 30″ N. 79º 40′ 03″ W.
96 25º 59′ 16″ N. 79º 40′ 08″ W.
97 25º 57′ 48″ N. 79º 40′ 38″ W.
98 25º 56′ 18″ N. 79º 41′ 06″ W.
99 25º 54′ 04″ N. 79º 41′ 38″ W.
100 25º 53′ 24″ N. 79º 41′ 46″ W.
101 25º 51′ 54″ N. 79º 41′ 59″ W.
102 25º 49′ 33″ N. 79º 42′ 16″ W.
103 25º 48′ 24″ N. 79º 42′ 23″ W.
104 25º 48′ 20″ N. 79º 42′ 24″ W.
105 25º 46′ 26″ N. 79º 42′ 44″ W.
106 25º 46′ 16″ N. 79º 42′ 45″ W.
107 25º 43′ 40″ N. 79º 42′ 59″ W.
108 25º 42′ 31″ N. 79º 42′ 48″ W.
109 25º 40′ 37″ N. 79º 42′ 27″ W.
110 25º 37′ 24″ N. 79º 42′ 27″ W.
111 25º 37′ 08″ N. 79º 42′ 27″ W.
112 25º 31′ 03″ N. 79º 42′ 12″ W.
113 25º 27′ 59″ N. 79º 42′ 11″ W.
114 25º 24′ 04″ N. 79º 42′ 12″ W.
115 25º 22′ 21″ N. 79º 42′ 20″ W.
116 25º 21′ 29″ N. 79º 42′ 08″ W.
117 25º 16′ 52″ N. 79º 41′ 24″ W.
118 25º 15′ 57″ N. 79º 41′ 31″ W.
119 25º 10′ 39″ N. 79º 41′ 31″ W.
120 25º 09′ 51″ N. 79º 41′ 36″ W.
121 25º 09′ 03″ N. 79º 41′ 45″ W.
122 25º 03′ 55″ N. 79º 42′ 29″ W.
123 25º 02′ 60″ N. 79º 42′ 56″ W.
124 25º 00′ 30″ N. 79º 44′ 05″ W.
125 24º 59′ 03″ N. 79º 44′ 48″ W.
126 24º 55′ 28″ N. 79º 45′ 57″ W.
127 24º 44′ 18″ N. 79º 49′ 24″ W.
128 24º 43′ 04″ N. 79º 49′ 38″ W.
129 24º 42′ 36″ N. 79º 50′ 50″ W.
130 24º 41′ 47″ N. 79º 52′ 57″ W.
131 24º 38′ 32″ N. 79º 59′ 58″ W.
132 24º 36′ 27″ N. 80º 03′ 51″ W.
133 24º 33′ 18″ N. 80º 12′ 43″ W.
134 24º 33′ 05″ N. 80º 13′ 21″ W.
135 24º 32′ 13″ N. 80º 15′ 16″ W.
136 24º 31′ 27″ N. 80º 16′ 55″ W.
137 24º 30′ 57″ N. 80º 17′ 47″ W.
138 24º 30′ 14″ N. 80º 19′ 21″ W.
139 24º 30′ 06″ N. 80º 19′ 44″ W.
140 24º 29′ 38″ N. 80º 21′ 05″ W.
141 24º 28′ 18″ N. 80º 24′ 35″ W.
142 24º 28′ 06″ N. 80º 25′ 10″ W.
143 24º 27′ 23″ N. 80º 27′ 20″ W.
144 24º 26′ 30″ N. 80º 29′ 30″ W.
145 24º 25′ 07″ N. 80º 32′ 22″ W.
146 24º 23′ 30″ N. 80º 36′ 09″ W.
147 24º 22′ 33″ N. 80º 38′ 56″ W.
148 24º 22′ 07″ N. 80º 39′ 51″ W.
149 24º 19′ 31″ N. 80º 45′ 21″ W.
150 24º 19′ 16″ N. 80º 45′ 47″ W.
151 24º 18′ 38″ N. 80º 46′ 49″ W.
152 24º 18′ 35″ N. 80º 46′ 54″ W.
153 24º 09′ 51″ N. 80º 59′ 47″ W.
154 24º 09′ 48″ N. 80º 59′ 51″ W.
155 24º 08′ 58″ N. 81º 01′ 07″ W.
156 24º 08′ 30″ N. 81º 01′ 51″ W.
157 24º 08′ 26″ N. 81º 01′ 57″ W.
158 24º 07′ 28″ N. 81º 03′ 06″ W.
159 24º 02′ 20″ N. 81º 09′ 05″ W.
160 23º 59′ 60″ N. 81º 11′ 16″ W.
161 23º 55′ 32″ N. 81º 12′ 55″ W.
162 23º 53′ 52″ N. 81º 19′ 43″ W.
163 23º 50′ 52″ N. 81º 29′ 59″ W.
164 23º 50′ 02″ N. 81º 39′ 59″ W.
165 23º 49′ 05″ N. 81º 49′ 59″ W.
166 23º 49′ 05″ N. 82º 00′ 11″ W.
167 23º 49′ 42″ N. 82º 09′ 59″ W.
168 23º 51′ 14″ N. 82º 24′ 59″ W.
169 23º 51′ 14″ N. 82º 39′ 59″ W.
170 23º 49′ 42″ N. 82º 48′ 53″ W.
171 23º 49′ 32″ N. 82º 51′ 11″ W.
172 23º 49′ 24″ N. 82º 59′ 59″ W.
173 23º 49′ 52″ N. 83º 14′ 59″ W.
174 23º 51′ 22″ N. 83º 25′ 49″ W.
175 23º 52′ 27″ N. 83º 33′ 01″ W.
176 23º 54′ 04″ N. 83º 41′ 35″ W.
177 23º 55′ 47″ N. 83º 48′ 11″ W.
178 23º 58′ 38″ N. 83º 59′ 59″ W.
179 24º 09′ 37″ N. 84º 29′ 27″ W.
180 24º 13′ 20″ N. 84º 38′ 39″ W.
181 24º 16′ 41″ N. 84º 46′ 07″ W.
182 24º 23′ 30″ N. 84º 59′ 59″ W.
183 24º 26′ 37″ N. 85º 06′ 19″ W.
184 24º 38′ 57″ N. 85º 31′ 54″ W.
185 24º 44′ 17″ N. 85º 43′ 11″ W.
186 24º 53′ 57″ N. 85º 59′ 59″ W.
187 25º 10′ 44″ N. 86º 30′ 07″ W.
188 25º 43′ 15″ N. 86º 21′ 14″ W.
189 26º 13′ 13″ N. 86º 06′ 45″ W.
190 26º 27′ 22″ N. 86º 13′ 15″ W.
191 26º 33′ 46″ N. 86º 37′ 07″ W.
192 26º 01′ 24″ N. 87º 29′ 35″ W.
193 25º 42′ 25″ N. 88º 33′ 00″ W.
194 25º 46′ 54″ N. 90º 29′ 41″ W.
195 25º 44′ 39″ N. 90º 47′ 05″ W.
196 25º 51′ 43″ N. 91º 52′ 50″ W.
197 26º 17′ 44″ N. 93º 03′ 59″ W.
198 25º 59′ 55″ N. 93º 33′ 52″ W.
199 26º 00′ 32″ N. 95º 39′ 27″ W.
200 26º 00′ 33″ N. 96º 48′ 30″ W.
 201 25º 58′ 32″ N. 96º 55′ 28″ W.
202 25º 58′ 15″ N. 96º 58′ 41″ W.
203 25º 57′ 58″ N. 97º 01′ 54″ W.
204 25º 57′ 41″ N. 97º 05′ 08″ W.
205 25º 57′ 24″ N. 97º 08′ 21″ W.
206 25º 57′ 24″ N. 97º 08′ 47″ W.

.3 the sea area located off the coasts of the Hawaiian Islands of Hawai΄i, Maui, Oahu, Moloka΄i, Ni΄ihau, Kaua΄i, Lāna΄i, and
Kaho΄olawe, enclosed by geodesic lines connecting the following coordinates:
 
POINT LATITUDE LONGITUDE

1 22º 32′ 54″ N. 153º 00′ 33″ W.

2 23º 06′ 05″ N. 153º 28′ 36″ W.
3 23º 32′ 11″ N. 154º 02′ 12″ W.
4 23º 51′ 47″ N. 154º 36′ 48″ W.
5 24º 21′ 49″ N. 155º 51′ 13″ W.
6 24º 41′ 47″ N. 156º 27′ 27″ W.
7 24º 57′ 33″ N. 157º 22′ 17″ W.
8 25º 13′ 41″ N. 157º 54′ 13″ W.
9 25º 25′ 31″ N. 158º 30′ 36″ W.
10 25º 31′ 19″ N. 159º 09′ 47″ W.
11 25º 30′ 31″ N. 159º 54′ 21″ W.
12 25º 21′ 53″ N. 160º 39′ 53″ W.
13 25º 00′ 06″ N. 161º 38′ 33″ W.
14 24º 40′ 49″ N. 162º 13′ 13″ W.
15 24º 15′ 53″ N. 162º 43′ 08″ W.
16 23º 40′ 50″ N. 163º 13′ 00″ W.
17 23º 03′ 20″ N. 163º 32′ 58″ W.
18 22º 20′ 09″ N. 163º 44′ 41″ W.
19 21º 36′ 45″ N. 163º 46′ 03″ W.
20 20º 55′ 26″ N. 163º 37′ 44″ W.
21 20º 13′ 34″ N. 163º 19′ 13″ W.
22 19º 39′ 03″ N. 162º 53′ 48″ W.
23 19º 09′ 43″ N. 162º 20′ 35″ W.
24 18º 39′ 16″ N. 161º 19′ 14″ W.
25 18º 30′ 31″ N. 160º 38′ 30″ W.
26 18º 29′ 31″ N. 159º 56′ 17″ W.
27 18º 10′ 41″ N. 159º 14′ 08″ W.
28 17º 31′ 17″ N. 158º 56′ 55″ W.
29 16º 54′ 06″ N. 158º 30′ 29″ W.
30 16º 25′ 49″ N. 157º 59′ 25″ W.
31 15º 59′ 57″ N. 157º 17′ 35″ W.
32 15º 40′ 37″ N. 156º 21′ 06″ W.
33 15º 37′ 36″ N. 155º 22′ 16″ W.
34 15º 43′ 46″ N. 154º 46′ 37″ W.
35 15º 55′ 32″ N. 154º 13′ 05″ W.
36 16º 46′ 27″ N. 152º 49′ 11″ W.
37 17º 33′ 42″ N. 152º 00′ 32″ W.
38 18º 30′ 16″ N. 151º 30′ 24″ W.
39 19º 02′ 47″ N. 151º 22′ 17″ W.
40 19º 34′ 46″ N. 151º 19′ 47″ W.
41 20º 07′ 42″ N. 151º 22′ 58″ W.
 42 20º 38′ 43″ N. 151º 31′ 36″ W.
43 21º 29′ 09″ N. 151º 59′ 50″ W.
44 22º 06′ 58″ N. 152º 31′ 25″ W.
45 22º 32′ 54″ N. 153º 00′ 33″ W.

.3 The United States Caribbean Sea area includes:

 
.1 the sea area located off the Atlantic and Caribbean coasts of the Commonwealth of Puerto Rico and the United States
Virgin Islands, enclosed by geodesic lines connecting the following coordinates:
 

POINT  LATITUDE LONGITUDE . . .

1 17º 18′ 37″ N. 67º 32′ 14″ W. 28 18º 22′ 22″ N. 64º 40′ 60″ W.

2 19º 11′ 14″ N. 67º 26′ 45″ W. 29 18º 21′ 57″ N. 64º 40′ 15″ W.

3 19º 30′ 28″ N. 65º 16′ 48″ W. 30 18º 21′ 51″ N. 64º 38′ 23″ W.

4 19º 12′ 25″ N. 65º 6′ 8″ W. 31 18º 21′ 22″ N. 64º 38′ 16″ W.

5 18º 45′ 13″ N. 65º 0′ 22″ W. 32 18º 20′ 39″ N. 64º 38′ 33″ W.

6 18º 41′ 14″ N. 64º 59′ 33″ W. 33 18º 19′ 15″ N. 64º 38′ 14″ W.

7 18º 29′ 22″ N. 64º 53′ 51″ W. 34 18º 19′ 7″ N. 64º 38′ 16″ W.

8 18º 27′ 35″ N. 64º 53′ 22″ W. 35 18º 17′ 23″ N. 64º 39′ 38″ W.

9 18º 25′ 21″ N. 64º 52′ 39″ W. 36 18º 16′ 43″ N. 64º 39′ 41″ W.

10 18º 24′ 30″ N. 64º 52′ 19″ W. 37 18º 11′ 33″ N. 64º 38′ 58″ W.

11 18º 23′ 51″ N. 64º 51′ 50″ W. 38 18º 3′ 2″ N. 64º 38′ 3″ W.

12 18º 23′ 42″ N. 64º 51′ 23″ W. 39 18º 2′ 56″ N. 64º 29′ 35″ W.

13 18º 23′ 36″ N. 64º 50′ 17″ W. 40 18º 2′ 51″ N. 64º 27′ 2″ W.

14 18º 23′ 48″ N. 64º 49′ 41″ W. 41 18º 2′ 30″ N. 64º 21′ 8″ W.

15 18º 24′ 11″ N. 64º 49′ 0″ W. 42 18º 2′ 31″ N. 64º 20′ 8″ W.

16 18º 24′ 28″ N. 64º 47′ 57″ W. 43 18º 2′ 3″ N. 64º 15′ 57″ W.

17 18º 24′ 18″ N 64º 47′ 1″ W. 44 18º 0′ 12″ N. 64º 2′ 29″ W.

18 18º 23′ 13″ N. 64º 46′ 37″ W. 45 17º 59′ 58″ N. 64º 1′ 4″ W.

19 18º 22′ 37″ N. 64º 45′ 20″ W. 46 17º 58′ 47″ N. 63º 57′ 1″ W.
20 18º 22′ 39″ N. 64º 44′ 42″ W. 47 17º 57′ 51″ N. 63º 53′ 54″ W.

21 18º 22′ 42″ N. 64º 44′ 36″ W. 48 17º 56′ 38″ N. 63º 53′ 21″ W.

22 18º 22′ 37″ N. 64º 44′ 24″ W. 49 17º 39′ 40″ N. 63º 54′ 53″ W.

23 18º 22′ 39″ N. 64º 43′ 42″ W. 50 17º 37′ 8″ N. 63º 55′ 10″ W.

24 18º 22′ 30″ N. 64º 43′ 36″ W. 51 17º 30′ 21″ N. 63º 55′ 56″ W.

25 18º 22′ 25″ N. 64º 42′ 58″ W. 52 17º 11′ 36″ N. 63º 57′ 57″ W.

26 18º 22′ 26″ N. 64º 42′ 28″ W. 53 17º 4′ 60″ N. 63º 58′ 41″ W.

27 18º 22′ 15″ N. 64º 42′ 3″ W. 54 16º 59′ 49″ N. 63º 59′ 18″ W.

. . . 55 17º 18′ 37″ N. 67º 32′ 14″ W

 2) California’s Ocean Going Vessel Regulatory Zone

This Regulatory Zone extends 24 miles from California base-line.

Only Distillate Fuels (ISO grades DMA and DMB) of <0.10% Sulphur limit are permitted in this zone.
For use of any other grades such as ULSFO, DMC etc, vessel needs to apply for Research Exemption, as defined in CARB
Marine Notice 2014-1.
Please refer CARB Marine Notices 2014-1, 2015-1 and 2016-1 for further details.
3) Baltic Sea and the North Sea – Sulphur Emission Control area

A) Baltic sea area: (As defined in regulation 1.11.2 of

MARPOL Annex 1)

the Baltic Sea area means the Baltic Sea proper with the
Gulf of Bothnia, the Gulf of Finland and the entrance to
the Baltic Sea bounded by the parallel of the Skaw in the
Skagerrak at 57°44'.8 N;

B) North sea Area: (As defined in regulation 1.14.6 of

Annex V)

The North Sea area means the North Sea proper

including seas therein with the boundary between:
.1 the North Sea southwards of latitude 62º N and eastwards of longitude 4º
W;
.2 the Skagerrak, the southern limit of which is determined east of the Skaw
by latitude 57º 44.8΄ N; and
.3 the English Channel and its approaches eastwards of longitude 5º W and northwards of
latitude 48º 30΄ N.

4) EU / Norwegian / Turkish Ports

Canary Islands are part of Spain, but EU

Directive EC/2005/33 is NOT applied at
Las Palmas.

Slovenia (Koper) is part of EU

Croatia (Rijeka) became part of EU on 1

July 2013

Turkey and Norway – also requires

marine fuels with max.0.10% Sulphur
while in port / anchor.

.
 5) China

Requirements for using and carrying of fuel oil in Chinese waters

Domestic Emission Control Areas (DECA) include both coastal control area and the inland river control area.
Refer to Tables 1,2 and 3 below for coordinates.
 Geographic Scope of the Emission Control Area in China

Tables 1 and 2: The coast control area covers the sea area enclosed by the 60 coordinates listed in Table 1 and
the sea area in Hainan waters is enclosed by 20 coordinates in Table 2
Table 3: The inland river control area is the navigable waters of the main stream of the Yangtze River ((from
Shuifu, Yunnan to the mouth of the Liuhe River, Jiangsu) and the main stream of the Xijiang River (from
Nanning, Guangxi to Zhaoqing, Guangdong), the coordinates of the starting and ending points are listed in Table
3.
6) South Korea

From 1 Sept. 2020, ships must use <0.10% sulphur fuel in port and anchor (within one hour after
berthing/anchor and one hour before de-berthing/heaving up anchor):

Emission control ports:

 Busan Port
 Incheon Port
 Ulsan port
 Yeosu Port
 Gwangyang Port (Including Hadong port)
 Pyeongtaek-Dangjin Port

From 1 January 2022: ships must use < 0.10% sulphur fuel while they are inside the designated SOx ECA.

Details of new South Korean ECA are as below:

1) Incheon, Pyeongtaek-Dangjin area: 37

degrees 36 minutes 00 seconds north
latitude, 126 degrees 33 minutes 42 seconds
east longitude (near Daebeok-ri, Gimpo-si), 37
degrees 10 minutes 00 seconds north
latitude, 126 degrees 06 minutes 30 seconds
(south-end of Mungap island in Incheon), 37
degrees 02 minutes 54 seconds north
latitude, Sea level inside the line that
connects 126 degrees 29 minutes 00
seconds (near Seokmungak, Dangjin-si)

2) Yeosu and Gwangyang ports:

34

degrees 35 minutes 24 seconds north

latitude, 127 degrees 48 minutes 20
seconds east longitude (Southeast end of
Dolsan-do, Yeosu) 34 degrees 35
minutes 24 seconds north latitude, 128
degrees 00 minutes 26 seconds north
latitude 34 degrees 42 minutes 42 Cho,
line connecting the branch at 128
degrees 00 minutes 26 seconds
(Namhae-gun Imman) and 34 degrees 56
minutes 22 seconds north, 127 degrees
52 minutes 06 seconds east and 34
degrees 56 minutes 46 seconds north,
and 127 degrees 51 minutes 56 seconds east Sea level inside the line connecting points (Noryang
Bridge)

3) Busan sea area:

 35 degrees 09 minutes 36 seconds north latitude,
129 degrees 11 minutes 32 seconds east longitude
(Southeast end of Cheongsapo, Middle East,
Busan), 35 degrees 09 minutes 04 seconds north
latitude, 129 degrees 11 minutes 44 seconds east
long, Appendix 1 of Enforcement Decree of the
Maritime Safety Act The outer arc of the special
area of traffic safety in Busan area, 34 degrees 58
minutes 46 seconds north, 129 degrees 04
minutes 14 seconds east, 34 degrees 55 minutes
00 seconds north, 128 degrees 50 minutes 00
seconds east, 34 degrees 58 minutes north latitude
41.5 Second, east of 128 degrees 49 minutes 19.5 seconds (east side of the entrance of the port of
Gadeok-su-do), north latitude 35 degrees 02 minutes 01.4 second, east of 128 degrees 47 minutes 37.8
seconds (buoy of the 12th port of Gadeoksudo arrival port), 35 degrees 03 minutes north of 19.5 Sea
level inside the line that connects the points at 128 degrees 43 minutes 23.5 seconds (East Route No.
20 Buoy, Gadeok-Su Island), 35 degrees 05 minutes 42 seconds north, and 128 degrees 42 minutes 53
seconds east (western end of Deok-dong, Changwon-si)

4) Busan port west side sea area:

35 degrees 03 minutes 19.5 seconds
north latitude, 128 degrees 43 minutes
23.5 seconds east longitude (buoy No.
20 route of entry port of Gadeoksudo
island), 34 degrees 58 minutes 30
second north latitude, 128 degrees 45
minutes 21 second longitude (Garsan-
do, Geoje-si) ), 34 degrees 55 minutes
00 seconds north latitude, 128 degrees
50 minutes 00 seconds east longitude,
34 degrees 58 minutes north latitude
41.5 seconds northeast, 128 degrees 49
minutes 19.5 seconds east longitude
(east side of the entrance to the port of
Gadeoksudo), 35 degrees 02 minutes
01.4 seconds north latitude, Line that
connects the points at 128 degrees 47 minutes 37.8 seconds in Tokyo, buoyed at No. 12 entry port of
Gadeok-Sudo, 35 degrees 03 minutes and 19.5 seconds north latitude, and buoys at No. 20 buoy at No.
20, 128 degrees 43 minutes and east longitude. Sea surface inside (only for ship using Busan New Port)

5) Ulsan port area:

Sea area within the arc of 6.0 mile (outside arc of
the special traffic safety area in Ulsan area)
centered on 35 degrees 24 minutes 37 seconds
north latitude and 129 degrees 27 minutes 52
seconds long east and Ulsan port according to
Article 3 of the Port Act Sea level (including Mipo
Port)
Annex 2: Operations when using low viscosity fuels

Make all efforts to minimize leakage of LSMGO / LSMDO / ULSFO when the Main Engines, Aux.
Engines and Aux Boilers are operating on these grades of fuel.

Main Engine Fuel Oil Systems / Equipment

 Control and minimise leaks from M/E Fuel pump seals. Renew worn / hardened seal rings as
required
 Monitor the leak off between fuel pump plunger & barrels. In case of excessive leakage, it is
possible that the ME may even fail to start. Plan the renewal of plunger-barrel based on the
volume of leakage.
 Stopping M/E FO Booster & Circulating pumps during port stays:
- If necessary, shut FO inlet & outlet valves on the Main Engine
- If the vessel is at anchor, then the Bridge Watch must be made aware that the M/E Fuel
System has been shut down. Also inform Bridge the approximate time required to
restore the system to make the ME ready for Stand-by Engines

Use of Tanks in the Fuel Oil Systems

New ships might have dedicated MGO Drain tanks, which must be put into use when using these
grades. On such ships, transfer the drained MGO back to MGO Settling/Storage tanks.
Most older ships have a common FO Drain tank. The low viscosity grades will drain into this FO Drain
tank. Monitor the drain volume daily. Once the FO Drain tank fills up, transfer the contents back to
any FO Bunker tank which also contains large stock of HFO, bearing in mind the recommended mixing
ration of 80:20.

Caution: Do not transfer the drain-offs of low viscosity fuels to the HFO
settling tank.

Heating Coils

The HFO inside the HFO Settling tank(s) is normally heated by

 Steam heating coils.

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  HFO overflowing from FO Service tank.

During normal sailing, due to regular transfer of cold HFO from the Bunker Tanks, the HFO Settling
tank temperature varies between 50-80 0C.

When operating on low viscosity grades, due to lack of HFO consumption/transfer, the HFO Settling
tank level remains static. In such case, shut down the steam heating to prevent overheating of HFO
Settling tank.

If it is noted that the steam valves are leaking these are to be overhauled or replaced. Alternatively,
blank the steam heating lines as a temporary measure.

C/Engr should add ship-specific precautions here:

1.
2.

Note: The Technical Superintendent and / or the Fleet Manager must

approve the ship-specific change-over procedures and precautionary
measures.

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ANNEX-3 Calculation for qty. of Fuel in the system:
Measure the length and dia of piping involved and calculate
for the vessel

PIPE DIA (MM) AREA LENGTH (MTRS) VOLUME (M3)

80 0.005024 13 0.0653
65 0.003316625 40 0.1327
50 0.0019625 10 0.0196
40 0.001256 20 0.0251
32 0.00080384 40 0.0322
25 0.000490625 50 0.0245
15 0.000176625 10 0.0018
65 0.003316625 10 0.0332
50 0.0019625 20 0.0393
32 0.00080384 40 0.0322
25 0.000490625 5 0.0025
20 0.000314 10 0.0031
15 0.000176625 5 0.0009
    TOTAL VOLUME = 0.4122

M3
MIXING COLUM 0.1
HIGH PR PIPES 0.05
FO HEATERS 0.15
M/E Auto filter 0.011
A/E Auto filter 0.011
10 micron filter 0.046
Safety factor 0.1
TOTAL SYSTEM VOLUME(M3) = 0.880 m3

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MAN Energy Solutions

Fuel viscosity at engine inlet

The recommended fuel viscosity range for MAN B&W two-stroke engines at engine inlet is presented in
Table 5. If the viscosity is lower than 2 cst the fuel injection may be compromised. If the viscosity of the
fuel gets too high, it will lower the effective injection pressure for the ME engines, which may lead to
slower injection and lower degree of atomisation of the fuel. In the extreme, it may compromise the
combustion. For MC engines, the mechanical driven fuel pumps, cams and camshaft may experience
difficulties in handling the thick fuel. Temperature-viscosity relationship for fuels with different viscosity
at engine inlet can be seen in Figure 17. For those vessels not having a viscometer / viscosity sensor,
it is highly recommended to install one (Figure 20).

Table S Fuel viscosity at engine inlet

RangeFuel viscosity at engine inlet
Minimum 2 cst
Normal (DM grades) 3 cst or higher
Normal (RM grades) 3 — 18 cst
Maximum 20 cst

Figure 17 Temperature-viscosity relationship for fuels with different viscosity at eng ine inlet.

Lower limit for viscosity at engine inlet: 2 cst

The lower limit for fuel viscosity limit is 2 cst at engine inlet. In practice and in order to build in a safety
margin against minor temperature deviations and failing viscosity controllers (viscometers), the
minimum practical viscosity at engine inlet is 3 cst. Figure 18 and Figure 19 show typical viscosity and
temperature relationships for marine fuels with very low viscosity and with medium viscosity. For low
viscosity fuels, care must be taken not to heat the fuel too much and thereby reduce the viscosity.

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MAN Energy Solutions

Figure 18 Temperature-viscosity relationship for Figure 19 Temperature-viscosity relationship for

very low viscosity fuels. low-medium viscosity fuels.

The external fuel systems (supply and circulating systems), depending on design and operation, have
a varying effect on the heating of the fuel and, thereby, the viscosity of the fuel when it reaches
engine inlet. Previously, external fuel systems on board were often designed to have an optimum
operation on high viscosity HSHFO, which means that the temperature was kept high. When running
on low- viscosity fuels, the temperature of the fuel system must be as low as possible to ensure a
suitable viscosity at engine inlet. Low-viscosity fuels challenge the function of the fuel pump in three
ways:
1. Breakdown of the hydrodynamic oil film, which could result in seizures.
2. Insufficient injection pressure, which results in difficulties during start-up and low-load operation.
3. Insufficient fuel index margin, which limits acceleration.

Many factors influence the viscosity tolerance during start-up and low-load operation:
• Engine condition and maintenance
• Fuel pump wear
• Engine adjustment (mainly starting index)
• Actual fuel temperature in the fuel system.

Although achievable, it is difficult to optimise all of these factors at the same time. This complicates
operation on fuels in the lowest end of the viscosity range. To build in some margin for safe and
reliable operation and to maintain the required viscosity at engine inlet, installation of cooler(s) may
be necessary in those fuel systems which do not have these (Figure 20).

For the very low viscosity distillates, a cooler may not be enough to decrease the temperature of the
fuel sufficiently due to the cooling water available on-board. In such a case, installation of a “chiller” is
a possibility. This solution is, however, not used extensively.

The fuel viscosity is not only affecting the engine fuel pumps. Most pumps in the external system
(supply pumps, circulating pumps, transfer pumps and feed pumps for the centrifuge) also need
viscosities above 2 cst to function properly. Contact the actual pump maker for advice.

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MAN Energy Solutions

Fig ure 20 Fuel System diagram. Blue circles: coolers. Green circle: viscosimeter / viscosity sensor.

Viscosity at engine inlet during change-over

As described above, the viscosity of the 0.50%S VLSFO is expected to vary between low to high. If
the temperature of the fuel is not adjusted during the change-over from the previous fuel batch and
the new fuel batch in order to ensure a suitable viscosity, the viscosity may increase or decrease
outside the specified limits. Figure 21 and Figure 22 show two examples of change-over between
fuels with different viscosity, where the temperature of the fuel has not been adjusted, and the
viscosity of the fuel end-up outside the specified limits.

A. B.
Figure 21 The figures show a change-over from a fuel with a viscosity of 80 cst at 50°C (Batch 1) to a
fuel with viscosity 380 cst at 50°C (Batch 2) without chang ing the temperature of the fuel. Note that the
viscosity at engine inlet will be too hig h.

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MAN Energy Solutions

Figure 22 The figures show a change-over from a fuel with a viscosity of 380 cst at 50°C (Batch 1) to a fuel
with viscosity 8 est at 50°C (Batch 2) without changing the temperature of the fuel. Note that the viscosity
at engine inlet will be too low.

10. Fuel pump pressure

The pressure in the fuel pumps must be sufficiently high to be able to open the fuel valves and
achieve fuel injection and, thereby, combustion. Worn fuel pumps increase the risk of starting
difficulties because the fuel oil pump pressure needed for injection cannot be achieved.

On MC engines, an indication of fuel pump wear can be achieved by reading the actual fuel pump
index and compare it with the test-bed measurements. As a rough guideline, we consider the
pump to be worn-out for HSHFO operation when the index increase is 5-10, or more, under the same
conditions as during sea trial. Such fuel pumps should be replaced for better engine performance.
We advise that sufficient spares are kept on-board for replacement at sea, if needed.

Due to the design, the Fuel oil Pressure Booster on ME/ME-C/ME-B engines is more tolerant towards
low viscosity fuel compared to the cam driven Fuel oil Injection Pump on the MC/MC-C engines,
as illustrated in Figure 23 and Figure 24. It is advisable to make engine start checks at regular
intervals, and it is a necessity before entering high-risk areas (e.g. ports and other congested
areas) where operation on low-viscosity fuel is expected. By such action, the individual low-
viscosity limit can be found for the engine with corresponding worn pumps.

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MAN Energy Solutions

It is recommended to make a start check every six months, in the following way:
1. In a safe operation area, change fuel to an available distillate or other low viscosity fuel.
2. At different operating conditions, e.g. start, idle, astern and steady low rpm, gradually change
the temperature of the fuel at engine inlet, corresponding to viscosities of 3, 2.5 and 2 cst.
Test starting ahead and astern from the control room.
2 a.If the engine starts with the specific viscosity as required, then the engine is able to
run on fuel with this viscosity level.
2 b.If the engine does not start, the starting index in the governor must be adjusted.

A possible outcome of the test may be that the engine requires a higher viscosity than achievable
with the systems on board, due to for example fuel pump wear, engine adjustments and fuel
temperature. Tests and calculations show that a worn-out fuel pump for a MC-engine cannot start
on a fuel with a viscosity of 2 cst.

Figure 23 ME engine - Fuel Oil Pressure Booster. Figure 24 MC engine - cam driven Fuel Oil
Usually no problem with low-viscosity fuels Injection Pump. Test to find the low-viscosity limit
because: 1. Plunger velocity is governed by because: 1. Plunger velocity is governed by
supply pressure. 2. At start conditions it has 75- engine rpm. 2. At start conditions it has 15% of the
78% of full load supply pressure. 3. Long leakage full load engine rpm. 3. Short leakage path (green).
path (green). Solution: Use unworn fuel pumps.

11.Fuel change-over procedures

This section describes the change-over between fuels with different viscosity. High temperatures
are used when operating on high viscosity fuel in order to reduce the viscosity to the required
level before engine inlet. Rather low temperatures are used with low viscosity fuels to keep the
viscosity sufficiently high before engine inlet. A change-over between the fuels means a change-
over from high to low temperature or from low to high temperature. If the fuel is a medium
viscosity fuel and therefore used at medium temperatures the temperature difference during a
change-over may be smaller and thereby reducing the challenge that large temperature
differences bring.

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The injection equipment needs to be protected against rapid temperature changes, as the large
temperature changes might otherwise cause sticking or scuffing of the fuel valves, fuel pump
plungers or suction valves. The change-over must be carried out at low load (25-40% MCR) and
in a controlled manner. The fuel temperature gradient must not exceed 2°C/min (Figure 25 and
Figure 26).

Figure 25 Change-over procedure from cold, low Figure 26 Change-over procedure from warm,
high- viscosity fuel to warm, high viscosity fuel. viscosity fuel to cold, low viscosity fuel.

Special care must be taken when going from a low viscosity fuel, which is cold, to a high
viscosity fuel, which needs to be heated. When the warm fuel flows to the cold components,
they will warm up, and the material will expand slightly. For example, the fuel plunger will warm
up first, whereas the barrel contains more material and, therefore, its expansion will take longer
time. This means that the clearance will decrease and thereby the risk of seizures increases.
Changing the other way around, from warm to cold fuel, is less sensitive, as the plunger will cool
down first, reducing in size and, thereby, increasing the clearance and decreasing the risk of
seizures.

It is advisable to practice the change-over in deep waters before entering high-risk areas such as
ports and other congested areas. The complete change-over procedure can be found in the
operation manuals.

12. Lubricity
The refinery processes which remove sulphur from oil, also impact the fuel components which
give the fuel its lubricity. Most refiners add lubricity-enhancing additives to the fuel that require it,
in order to fulfil the limits in ISO 8217. Too little lubricity may result in fuel pump seizures.
However, MAN ES does not regard the lubricity of the fuel as a major issue. We have not heard
of and/or experienced any failure due to the lubricity of the fuel. Our research tests show that we
cannot provoke a failure due to lack of lubricity. We do not usually see the need to use lubricity
modifiers. However, if there is a genuine challenge, then a lubricity modifier might solve the issue.

MAN ES has adopted the ISO 8217:2012 lubricity limit: HFRR (high-frequency reciprocating rig) wear
scar limit: max 520 pm. We recommend testing the lubricity before using fuels with less than
0.05% sulphur. Fuel laboratories can test lubricity according to ISO 12156-1.

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