Engine & Machinery Division 1000, Bangeojinsunhwan-doro Dong-gu, Ulsan, Korea 682-792
Tel No. +82 52 202 7313 24/7 Hot line +1 212 845 9803 Fax No +82 52 202 7581 E-mail:
[email protected]
Service Letter Date : January 13, 2014 Ref. No. : HHI-HSM-SL-14-001 Fuel oil quality, All HiMSEN engine types Dear Sirs, With regard to the subject, operation manual of fuel oil specification(G05100) and fuel oil quality(G05200) for HiMSEN engine has been revised to G05100-1G and G05200-1C which comply with ISO8217:2012, specification of marine fuels. In connection with this update, technical circular Ref. No. TEC2012/016 subjected by “Recommendation for fuel oil with high CCAI value” dated on Aug 15, 2012 has been revised to TEC2012/016_R1 accordingly. The previous service letter Ref. No. HHI-HSM-SL-12-010 subjected by “Fuel oil quality – High CCAI, All HiMSEN engine types” therefore is not valid any more according to above revision. Please see attachments for more detail. We hope above would be of service to you.
Attached : 1) G05100-1G Fuel Oil Specification – 5 pages 2) G05200-1C Fuel Oil Quality – 4 pages 3) (TEC2012_016 R1) Recommendation for fuel oil with high CCAI value – 4 pages
1/2
Faithfully yours,
Y. J. Hu, General Manager Engine & Machinery Customer Service Dep’t Engine & Machinery Division Tel. : + 82 52 202 7313 24/7 Hot line : + 1 212 845 9803 Fax : + 82 52 202 7581 E-mail:
[email protected]
2/2
TECHNICAL CIRCULAR
SUBJECT: RECOMMENDATION FOR USING FUEL OIL WITH HIGH CCAI VALUE TYPE: All type
Ref. No.: TEC2012/016 R1 Date: Jan. 06, 2014
Page 1 of 4
TECHNICAL CIRCULAR
Ref. No.: TEC2012/016R1
[CCAI (Calculated Carbon Aromaticity Index)] CCAI was determined to indicate the combustion characteristics (especially ignition delay or ignition ability) of residual fuel oil. The higher CCAI value the worse its ignition and combustion quality. It can be calculated from general parameters (such as density and viscosity values) of fuel oil. ISO 8217:2012, specification of marine fuels includes CCAI limits in table 1 of the standard but it is only general guide line of marine fuels.
- Calculated Carbon Aromaticity Index (CCAI)
CCAI = D – 81 – 141 log [ log (Vk + 0.85) ] D = density ( kg/m3 at 15℃) vk = viscosity (cSt at 50℃)
Table 1 Residual marine fuels (ISO 8217:2012) Category ISO-F Characteristic
Unit
Limit
Kinematic viscosity at 50 ℃
mm /s
Density at 15 ℃
kg/m
CCAI
2
-
3
RMA
RMB
RMD
RME
RMG
RMK
10
30
80
180
180
380
500
700
380
500
700
max.
10.0
30.0
80.0
180.0
180.0
380.0
500.0
700.0
380.0
500.0
700.0
max.
920.0
960.0
975.0
991.0
991.0
1010.0
max.
850
860
860
860
870
870
Page 2 of 4 ENGINE & MACHINERY DIVISION Tel: +82-52-202-7274, Fax: +82-52-202-7696, E-mail:
[email protected]
TECHNICAL CIRCULAR
Ref. No.: TEC2012/016R1
[Problems of using fuel oil with high CCAI value] Fuel oil with high CCAI value can cause long ignition delay and poor combustion. Such fuel can, extreme cases, result in serious operational problems, engine damage and even total breakdown. High and medium speed engines are more sensitive than low speed engine for CCAI value. The problems caused by long ignition delay and poor combustion are as in the following. - Accumulate unburnt fuel oil in combustion chamber, exhaust pipe, turbocharger and moving parts. - Diesel knocking, Excessive soot. - Excessive wear on moving parts. - Increase wear and scuffing or further risk of damage on liner.
[Limitation of CCAI value] Generally, engine makers have a terms about limitation of CCAI value in manuals. But based on recent market condition, HHI-EMD has revised HiMSEN engine operation manual (G05200_1C) and operating restriction accoding to CCAI value has been eliminated.
However, to prevent any troubles about poor ignition quality, HHI-EMD recommend sufficient engine preheating before starting and regulary check of cooling system and injection system.
[Recommendation for using fuel oil with high CCAI value] First of all, please be careful the parameter of RM grade fuel oil before bunkering especially CCAI and viscosity values. Lower CCAI of RM grade fuel oil has better combustion condition and is helpful to stable engine operation. But if you already finished bunkering the fuel oil with high CCAI or viscosity, below recommendations can be of assistance to better operation. Page 3 of 4 ENGINE & MACHINERY DIVISION Tel: +82-52-202-7274, Fax: +82-52-202-7696, E-mail:
[email protected]
TECHNICAL CIRCULAR
Ref. No.: TEC2012/016R1
1. To advance fuel injection timing To get longer possible combustion duration. Absolutely measured Pmax should be less than the one in NOx technical file. 2. To maximize the purifier efficiency Reduce FO purifier flow rate to minimum required flow. Confirm FO temp. 98 ℃ at FO purifier inside. 3. To increase Tscav.air as far as the LO temp. and exh. gas temp. within normal range. Possible by increasing LT cooling water temperature. 4. To check the CCAI value as well as normal properties before every bunkering. 5. To change to MDO when engine stop & start for consuming already bunkered fuel oil with high CCAI value. 6. To check FO viscosity and temperature at engine inlet. [The end]
Yours Sincerely,
Page 4 of 4 ENGINE & MACHINERY DIVISION Tel: +82-52-202-7274, Fax: +82-52-202-7696, E-mail:
[email protected]
Page
All type Fuel Oil and Its Control
Fuel Oil Quality
연료 및 관리
연료 특성
1. 연료 특성 1)
1/4
Section No.
Rev.
G05200
1C
1. Fuel Characteristics
점도
1)
Viscosity
엔진의 연료 점도는 중유의 경우 12 ~18 cSt,
The viscosity of fuel oil to the engine
경유의 경우 2~14 cSt 의 범위 안에 있어야 한다.
should be kept within the value of 12 ~18 cSt
이것은 점도가 연료의 특성에 따라 변하기 때문
(Heavy fuel oil) and 2~14 cSt (Diesel fuel oil)
에, 오일 공급자가 제시하는 적당한 가열에 의해
which could be achieved by proper heating
원하는 점도의 연료를 얻을 수 있다.
recommended
by
fuel
supplier
as
the
viscosity varies depending on the properties of the fuel oil. 2)
밀도
2)
만일 연료의 밀도가 최대 밀도 (15℃에서 991
Density If the density of the fuel oil is above the 3
3
kg/m ) 보다 크다면, 원심 분리에 의해 제거되지
maximum density (991 kg/m at 15℃), the
않는 수분과 고체 불순물 때문에 연료는 사용될
fuel cannot be used because of water and
3
수 없다. 최대 밀도 (15℃에서 1010 kg/m ) 인
solid contaminants which are not removed by
연료를 사용하기 위해서는 특별한 원심 분리 장
a centrifuging. The special centrifuging sys-
치가 설치되어야 한다.
tem should be installed to use the fuel oil with 3
the maximum density (1010 kg/m at 15℃). 3)
유황
3)
Sulfur
연료의 황 성분을 적절히 유지하는 것이 중요
It is important to keep proper sulfur
하다. 연료에 다량의 황 성분은 연소실 주변에
contents in the fuel oil. The high sulfur
저온 부식의 위험을 증가시킨다. 그리고 고온 침
content in the fuel may increase the risk of
전물의 생성을 촉진하기도 한다. 따라서 중성화
low temperature corrosion in the combustion
를 위한 윤활유의 적절한 알칼리를 유지시키는
chamber and contribute to the formation of
것이 바람직하다.
high
temperature
deposit.
It
is
also
recommended to keep the proper alkalinity of the lubricating oil for neutralizing. 4)
재
4)
Ash
재 성분은 천연 원유 또는 연료를 정제 시 발
The ash content comes from natural crude
생하는 오염물질로부터 생성된다. 고체 성분은
oil and also from contamination during
대부분 연료의 원심분리로 제거할 수 있다. 그러
treatment of the fuel. The solid ingredients
나 연소 후 재로 변형될 수 있는 바나듐이나 소
can be removed mostly by centrifuging of the
듐과 같은 용해성 성분이 있다.
fuel. However there are soluble compounds such as vanadium and sodium, which can be transformed as ash after combustion.
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Fuel Oil Quality
연료 및 관리
연료 특성
Section No.
As
the
ash
in
any
2/4 Rev.
G05200
어떠한 형태로든 재가 엔진 부품의 기계적인 마
Page
form
1C
promotes
모와 연소실에서의 불순물을 촉진시키므로, 사전
mechanical wear of engine parts and harmful
에 주의 깊은 분석을 통해 제거 하여야 한다.
deposits in the combustion chamber, the ash components should be carefully analyzed and removed in advance.
5)
바나듐과 소듐
5)
Vanadium and Sodium
바나듐은 오일에 용해 되어져 있으며 대부분
Vanadium is oil – soluble and comes from
원유로부터 발생한다. 그러나 소듐은 물에 용해
crude oil mostly. However sodium is water-
되어져 있으며 바닷물에 의한 오염된 연료 뿐만
soluble and comes from crude oil as well as
아니라 원유로부터 발생된다. 바나듐과 소듐은
contaminated fuel by salt water. As vanadium
연소 후에 부식성의 재로 만들어지므로, 이것들
and sodium become corrosive ash after
은 가능한 한 빨리 제거해야 한다. 소듐 성분은
combustion, these should be removed as
배기 밸브와 터보과급기에 매우 부식성이 강하
possible. Sodium compounds contribute to
고 해로운 바나듐 재의 녹는 점을 낮추는데 기
lower the melting point of vanadium ash,
여를 한다. 따라서 소듐은 중량으로 바나듐 성분
which is very corrosive and harmful to
의 1/3 보다 작아야 한다.
exhaust valves and turbocharger. Therefore, compounds should be less than 1/3 of vanadium contents in weight.
6)
콘라드슨 카본
6)
Conradson Carbon
다량의 콘라드슨 카본은 연료의 연소 성능을
Including much conradson carbon may
떨어뜨리고, 특히 낮은 엔진 출력에서 연소실과
impair combustion properties of the fuel and
저 출력에서의 배기 시스템에 침전물의 형성을
cause
유발시킨다.
chamber and exhaust system particularly at
deposit
formation
in
combustion
low engine output. 7)
아스팔트
7)
Asphaltenes
다량의 아스팔트 성분은 저 부하에서 배기 시
High asphaltenes content may contribute to
스템뿐만 아니라 연소실에 침전물 생성을 촉진
deposit formation in combustion chamber as
시키며, 연료 분사 펌프를 고착 시킬 수 있다.
well as exhaust system at low loads and stick
또한 연료 시스템에 지나친 원심 슬러지와 침전
the fuel injection pump. It also causes
물을 발생시킬 수 있다.
excessive centrifuge sludge and deposits in the fuel system.
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연료 및 관리
연료 특성
8)
수분
3/4
Section No.
Rev.
G05200
8)
표준화된 증류 시험에 의해서 수분 성분을 측
1C
Water The water content can be measured by a
정할 수 있다. 수분은 연료 분사 펌프의 부식 및
standardized
공동현상 그리고 배기 시스템과 터보 과급기의
causes corrosion and cavitations of the fuel
상태악화 등을 야기시킨다. 수분 성분은 원심 분
injection pump and fouling of the exhaust
리에 의해 최대 0.2%까지 줄여야 한다.
system and turbochargers. The water content
distillation
test.
The
water
should be reduced to maximum 0.2% by centrifuging 9)
연마입자
9)
Abrasive Particles
연료는 알루미늄과 실리콘 산화물로 구성된
Fuel oil can be contaminated by abrasive
연마 입자에 의해 오염될 수 있다. 만일 효율적
particles composed of aluminum and silicon
인 연료의 처리가 수행되지 않으면 분사 장치와
oxides. If the efficient fuel treatment is not
실린더 라이너 / 피스톤 링에 비정상적 마모가
applied, these fine catalysts can cause
발생할 수 있다.
abnormal wear on injection system and cylinder liners / piston rings.
2. 점화 특성
2. Ignition Quality
점화 특성은 연료 분사와 연소 사이의 간격을 나타
The ignition quality is related to the ignition
내는 점화 지연과 관계가 있다. 만일 낮은 부하나 연
delay that is the intervals between fuel injection
소실에서의 저온 혹은 저압 상태에서 엔진이 작동된
and combustion. If the engine is operated at low
다면, 점화 지연은 길어진다. 처음 시동 시, 충분하게
load or in the condition of low temperature or
예열하지 못한 엔진은 낮은 점화 특성으로 손상을 입
pressure in the combustion chamber, the ignition
을 수가 있다. 중유의 점화 특성을 얻기 위해 CCAI
delay is lengthened. During first operating, the
(Calculated Carbon Aromaticity Index) 방정식이 이용
engine can be damaged by the low ignition quality
될 수 있다.
without sufficient preheating. The equation of CCAI (Calculated Carbon Aromaticity Index) developed by Shell can be used to get the ignition quality of the heavy fuel oil.
Calculated Carbon Aromaticity Index CCAI = D – 81 – 141 log [ log (Vk + 0.85) ] D = density ( kg/m3 at 15℃) vk = viscosity (cSt at 50℃)
HYUNDAI HEAVY INDUSTRIES CO., LTD.
Engine & Machinery Division
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All type Fuel Oil and Its Control
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연료 특성
Section No.
G05200
Page
4/4 Rev.
1C
만일 CCAI값이 증가되었다면, 점화 특성은
If the value of CCAI is increased, the
감소된 값을 갖는다. 높은 CCAI 값을 갖는 연료는 연소 성
ignition quality has decreased value. The fuel oil
능에 문제가 발생할 수도 있다.
with high CCAI value may be happened a combustion problem.
CCAI의 지침조건은 G05100의 Fuel oil specification을 참조한다.
The CCAI guidelines are specified in G05100 (Fuel oil specification).
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Fuel Oil Specification
연료 및 관리
연료 사양
1. 일반사항
1/5
Section No.
Rev.
G05100
1G
1. General
엔진은 최고 700cSt at 50℃의 점도를 가진 잔사유
The engine can be operated on Residual fuel oil
(HFO/MDO)로 운전 가능하다. 이 값은 ISO8217(2012)
(HFO/MDO) of viscosity up to 700cSt at 50℃, which
에 따라 RMK700의 등급에 해당된다. 이 엔진은 저 점도
corresponds to the grades of ISO8217(2012). It can
의 혼합 연료뿐만 아니라 정제유(MDO/MGO)로도 운전
be also operated on blended fuels of lower viscosity
가능하다.
as well as distillate fuel oil (MDO/MGO).
요구되는 정제유 (MDO/MGO)의 품질은 ISO8217
The quality requirements for MDO/MGO shall be
(2012) 내에 ISO-F-DMA, DMZ 그리고 DMB 등급에
in accordance with ISO-F-DMA, DMZ and DMB
따르고 있다.
grade in ISO8217(2012).
연료는 아래와 같이 엔진에 공급되기 전 정제되고 예
The fuel should be cleaned and preheated before
열되어야 한다.
entering the engine as follows.
2. 연료 처리 과정
2. Fuel Treatment
1)
정제
1) Purification
잔사유(HFO/MDO)는 항상 고체 입자, 소금 및
Residual fuel oil should be purified by
물 등으로 오염되어 있기 때문에 원심분리기로 정
centrifuging because the fuel oils are always
제되어야 한다.
contaminated with solid particles, salt and water etc.
연료의 고체 오염물질은 피스톤 링과 실린더 라
Solid contaminants in the fuel oils can cause
이너의 과도한 마모를 유발하거나, 연료 분사 펌
excessive wear to the piston rings and cylinder
프와 연료 분사 밸브의 고착을 일으킬 수 있다.
liners or seizure of fuel injection pump and fuel valve.
연료 내에서의 액체 오염 물질은 배기 시스템과
Liquid contaminants in the fuel oils can
터보과급기 뿐만 아니라 연료 분사 펌프와 연료
cause
분사 밸브의 부식 및 공동현상을 일으킬 수 있다.
turbochargers as well as corrosion and
fouling
of
exhaust
systems
and
cavitations of fuel injection pumps and fuel valves. 그러므로 적합한 분리 장치가 외부 연료 시스템
Therefore qualified separation equipment
에 설치되어야 한다. 잔사유(MDO/HFO) 및 정제
should be included in the external fuel oil
유(MGO/MDO)는 선상에서 쉽게 오염되기 때문이
system not only for HFO but also for
다.
MDO/MGO which is easily contaminated on board.
연료의 원심분리는 원심분리기 메이커 메뉴얼에 따른다.
Fuel oil separation should be carried out accordance with separator maker's manual.
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2)
가열 엔진으로
Section No.
Page
2/5 Rev.
G05100
1G
2) Heating 들어가는
RMB30
이상의
잔사유
The viscosity of residual fuel oil(HFO)
(HFO)는 12 ~ 18 cSt의 점도를 유지하고 있어야
between RMB30 and RMK700 to the engine
한다. (단, 정제유 및 RMA10 잔사유(MDO/MGO)
should be kept within the value of 12 ~ 18 cSt.
의 엔진 입구에서의 요구 점도:2~14 cSt) 그러나,
(Viscosity range at engine inlet for distillate
점도는 연료의 물성치 및 온도에 따라 변한다. 중
fuel oil and RMA10 fuel oil(MDO/MGO) :2~ 14
유(HFO)의 최대 예열 온도는 155℃로 제한되어
cSt) However, the viscosity varies depending
있으며, 이는 연료 시스템에서 연료의 기포발생을
on the properties and the temperature of the
막기 위해서 이다. 따라서, 연료는 공급자의 권고
fuel oil. Maximum preheating temperature of
대로 가열되어야 한다.
HFO is limited up to 155℃ to avoid vaporing in fuel system. Therefore, the fuel should be heated
according
to
the
suppliers’
recommendation. 온도에 대한 연료의 대표적인 점도 선도가 아 래에 나타나 있다.
HYUNDAI HEAVY INDUSTRIES CO., LTD.
A typical fuel oil viscosity diagram regarding temperature is as follows.
Engine & Machinery Division
14.01/KCM
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All type Fuel Oil and Its Control
Fuel Oil Specification
연료 및 관리
연료 사양
3)
점도의 제어
3/5
Section No.
Rev.
G05100
1G
3) Viscosity Control
12 ~ 18 cSt의 분사 점도를 유지하기 위해, 가
In order to ensure correct injection viscosity
열기는 연료가 엔진 연료 시스템에 들어가기 전에
of 12 ~ 18 cSt, the heater are to be controlled
자동 점도 조절기에 의해 제어되어야 한다.
by an automatic viscosity controller before the fuel enters into the engine fuel system.
고 점도 또는 저 점도로 인해 연료분사 시스템에 심각한 손상을 초래할 수 있습니다.
3. 표준 연료 특성치
Higher or lower viscosity may cause serious damages on fuel injection system.
3. Standard Fuel Oil Characteristics
엔진은 정격 출력의 감소 없이 다음과 같은 사양을 가
The engine is designed to operate continuously
진 연료로 연속 운전되도록 설계되었다.
on the fuels with the following specifications without reduction of the rated output,
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Fuel Oil Specification
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연료 사양
4/5
Section No.
Rev.
G05100
1G
Distillate Fuel Oil Category ISO-FCharacteristics
Unit
Limit DMA
DMZ
DMB
max.
6,000
6,000
11,00
min.
2,000
3,000
2,000
kg/m 3
max.
890,0
890,0
900,0
-
min.
40
40
35
mass %
max.
1,50
1,50
2,00
℃
min.
60,0
60,0
60,0
mg/kg
max.
2,00
2,00
2,00
mg KOH/g
max.
0,5
0,5
0,5
mass %
max.
-
-
0,10d
g/m 3
max.
25
25
25e
Carbon residue: micro method on the 10% volume distillation residue
mass %
max.
0,30
0,30
-
Carbon residue: micro method
mass %
max.
-
-
0,30
℃
max.
-
-
-
winter quality
℃
max.
-6
-6
0
summer quality
℃
max.
0
0
6
-
-
volume %
max.
-
-
0,30d
mass %
max.
0,010
0,010
0,010
㎛
max.
520
520
520 g
Kinematic viscosity at 40℃a Density at 15 ℃
mm 2/s
Cetane index Sulfurb Flash point Hydrogen sulfide Acid number Total sediment by hot filtration Oxidation stability
Cloud point Pour point (upper)c Appearance Water Ash Lubricity, corrected wear scar diameter (wsd 1,4) at 60℃h
Clear and brighth
d,e,f
a
1 mm2/s=1 cSt.
b
Notw ithstanding the limits given, the purchaser shall define the maximum sulfur content in accordance w ith relevant statutory limitations. See Annex C of ISO8217(2012).
c
Purchasers should ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.
d
If the sample is not clear and bright, the total sediment by hot filtration and w ater tests shall be required. (See 7.4 and 7.6 of ISO8217(2012).
e
If the sample is not clear and bright, the test cannot be undertaken and hence the oxidation stability limit shall not apply.
f
If the sample is not clear and bright, the test cannot be undertaken and hence the lubricity limit shall not apply.
g
This requirement is applicable to fuels w ith a sulfur content below 500 mg/kg (0,050 mass %).
h
If the sample is dyed and not transparent, then the w ater limit and test method as given in 7.6 of ISO8217(2012) shall apply.
HYUNDAI HEAVY INDUSTRIES CO., LTD.
Engine & Machinery Division
14.01/KCM
Page
All type Fuel Oil and Its Control
Fuel Oil Specification
연료 및 관리
연료 사양
5/5
Section No.
Rev.
G05100
1G
Residual Fuel Oil Category ISO-FCharacteristics
Unit
Limit RMA RMB RMD RME 10a
30
80
180
RMG 180
380
500
RMK 700
380
500
700
Kinematic viscosity at 50℃b
mm 2/s
max. 10,00 30,00 80,00 180,0 180,0 380,0 500,0 700,0 380,0 500,0 700,0
Density at 15 ℃
kg/m 3
max. 920,0 960,0 975,0 991,0
CCAI
991,0
1010,0
870
870
─
max.
mass %
max.
℃
min.
60,0
60,0
60,0
60,0
60,0
60,0
mg/kg
max.
2,00
2,00
2,00
2,00
2,00
2,00
mg KOH/g
max.
2,5
2,5
2,5
2,5
2,5
2,5
Total sediment aged
mass %
max.
0,10
0,10
0,10
0,10
0,10
0,10
Carbon residue: micro method
mass %
max.
2,50 10,00 14,00 15,00
18,00
20,00
winter quality
℃
max.
0
0
30
30
30
30
summer quality
℃
max.
6
6
30
30
30
30
volume %
max.
0,30
0,50
0,50
0,50
0,50
0,50
0,100
0,150
SulfurC Flash point Hydrogen sulfide Acid numberd
Pour point (upper)e Water Ash
mass %
850
860
860
860
Statutory requirements
max. 0,040 0,070 0,070 0,070
Vanadium
mg/kg
max.
50
150
150
150
350
450
Sodium
mg/kg
max.
50
100
100
50
100
100
Aluminium plus silicon
mg/kg
max.
25
40
40
50
60
60
Used lubricating oils (ULO)
mg/kg
─
a
b c
The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following conditions is met:
calcium and zinc; or
calcium > 30 and zinc > 15; or
calcium and phosphorus
calcium > 30 and phosphorus > 15
This category is based on a previously defined distillate DMC category that w as described in ISO 8217:2005, Table 1. ISO 8217:2005 has been w ithdraw n. 1 mm2/s=1 cSt. The purchaser shall define the maximum sulfur content in accordance w ith relevant statutory limitations. See 0.3 and Annex C of ISO8217(2012).
d
See Annex H of ISO8217(2012).
e
Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.
Note 1: The following kinds of fuel are not to b e used: 1) Bunker fuel including cat-fines 2) Bunker fuel including land-used lub ricating oil waste 3) Bunker fuel including acidic compounds (Acid Numb er ≥ 3 mg KOH/g)
HYUNDAI HEAVY INDUSTRIES CO., LTD.
Engine & Machinery Division
14.01/KCM
