船舶低硫油转换程序

船用低硫油管理、转换与操作船用低硫油管理,转换与操作Management,TransferandOperationofMarineLowSulphurFuel口陈秋华WiththecomingintoeffectofIMO'Sconventiononship'Sgasemissionconvention,therequir ementsonship'Semissionwillturnstricterandlow—sulphurfuelwillbeappliedwidely.Thissimultaneouslybringsaboutaseriesofproblemsin relationtotheoperationofship'Smainengine,auxiliaryengine,boiler,oilseparator,etc.国际海事组织fIMO)已经将大气污染物由MARPOLAnnexVI中硫化物排放控制区改成了排放物控制区.并于2010年7月1日生效.这一改变.意味着大气污染物由原来的S0x的排放控制扩大到了对更多大气排放物的控制(如NOx排放等).目前,IMO批准了北海和波罗的海和英吉利海峡这两个大气排放控制区.航行在以上航区的船舶燃油中的含硫量要求在2010年7月1日后要低于1.0%.2015年1月1日以后要低于0.1%.随着以上公约的生效.对于船舶排放物的要求将更加严格.低硫油会得到广泛的使用,同时这对船舶主机,辅机,锅炉,分油机等设备的管理带来一系列的技术问题为了叙述的方便.下文中低硫油指含硫量低于0.1%的燃油(ULsH—FO).目前市场上低于1.5%含硫量燃油主要从低硫原油中提炼得到.只有部分地区可以得到也可安装脱硫设备提炼低硫燃油,但需要添加昂贵设备. 然而.不管是蒸馏提炼的低硫油,还是脱硫冶炼的低硫油.低硫油的贮存保管,理化特性以及燃油的燃烧特性与传统的重油相比.有了很大的变化.具体表现在以下方面:一是较差的发火/燃烧性能:低硫油进行脱硫后导致燃油成分中烃类含量变化.从而降低了低硫油的发火燃烧性能.大气污染物的排放量随之增加.对未来柴油机技术,日常的管理将带来改变二是低的润滑性能:低硫油本身润滑性能不如传统的重油此外.燃油中的硫在机器内进行燃烧反应时.同燃油中的其他成分产生的化学物质有一定的润滑作用随着燃油中的硫含量降低.燃烧产物巾的润滑性能也会降低.对按照传统重油设计机器部件如主,辅机排气阀将带来磨损.低硫油润滑性能降低会带来主,辅机高压油泵,喷油器等柱塞偶件以及燃油泵的磨损甚至咬死为此.国际标准化组织对燃油的润滑性能制定了相关标准以及测试方法(ISOl2156—1).要求燃油商提供的燃油润滑性能.按照以上标准测试值为460～520微米如果低硫油的润滑性指标不在以上范围内.可以要求燃油供应商添加燃油润滑剂三是不相容性:两种不同的燃油混合时会带来燃油不相容.产生沉淀, 分层堵塞管路滤器等蒸馏的低硫油与其他的重油相容性很差.传统的重油中含有较多的芳香烃成分以及沥青.这些成分与柴油,低硫油混合后稳定性很差.将会产生析蜡和质量很大的油泥四是低硫油对目前船舶设备潜在的影响:由于ULSFHO含硫量降低,燃烧产物中的酸性物质较少.要求滑油的碱性降低尤其是目前美国陆}}j低硫柴油含硫量只有l5PPM.如果仍然使用BN70的汽缸油.过高碱性的滑油将会带来缸套等运动部件磨损,拉缸等事故过高碱性的滑油没有被机器内的燃烧产物巾和掉,会燃烧室j二, 活塞环槽内沉淀大量?硬钙镁化合物五是低硫油的净化:通常情况下.MG0轻油可以不需要分油机净化处理.然而有些机器制造商推荐净化处理净化操作应该按照分油机厂家指导进行至于像硅,铝化合物的触媒颗粒.燃油的热裂化提炼过程是存500℃的高温分离塔中通过触媒裂化分解. 大量的触媒颗粒存在于蒸馏物巾触媒对于燃油的终端产品会产生负面的影响.对机器运动部件产生磨损这种触媒颗粒尺寸和硬度不同密度较大的燃油提炼的I序比低硫燃油T序少.存在于低硫燃油rrI的触媒含晕比密度大的劣质燃油要大船上减少触媒颗粒的方法是燃油沉淀加热,放残以及进行离心分油机净化处理如果这些触媒颗粒不能降低到以接受41—的程度.对设备运动部件如柱塞套筒偶件,喷油器,高压油泵,活塞环等产生潜在危害六是鉴于低硫油与传统燃油的差异,以及进入排放控制区进行转换操作给船舶设备带来潜在的危害.相关船级社建议:低硫油与传统燃油之间转换进行风险评估目前相关设备厂家都是按照传统燃油设计,制造的由于低硫油的理化特性.在燃油——低硫油转换操作中.以及低硫油使用过程中会产生潜在危害船东和经营人应该同设备厂家联系.制定改进措施. 包括修改设备,操作管理,以及对船员进行相关培训七是对于目前船舶现有设备.对于燃油——低硫油转换以及使用低硫油操作.相关船级社建议:●同设备厂家联系.准备一份潜在风险评估.这种评估应该包括整个燃油系统和设备部件.也可以同这些部件的生产厂家联系.得到相关指导●同设备厂家联系.制定详细的操作转换程序.包括所有必要的检查. 维护.适当的船员培训程序作为安全程序的组成部分.这个程序应该存放在船上.在接受ISM审核时应该可以在船上查到●同燃油供应商联系.选择和接收适当的MGO燃油/低硫油(黏度在设备要求最小黏度以上)●对燃油系统法兰,密封部位等进行检查维护.低黏度将会带来这些密封部位的泄漏●对燃油净化系统,过滤器进行维护●控制系统,警报系统,传感器,指示器等应该良好维护和操作●船员的培训(初次培训,定期培训).船员培训评估的需求要经常了解和实施●汽缸油应该细致检查和监测.过多的汽缸润滑油会导致汽缸磨损八是燃油转换程序.转换程序没有统一的格式这种转换程序根据每一42一艘船的不同情况具体制作然而制定的转换程序要对船员的操作有指导, 帮助作用.但极力推荐低硫油转换应该由技能较好和有操作经验的船员执行.在安全开阔的水域对船员安全没有危险时进行完成相关转换操作的船员应该进行培训和安全措施提醒. 新上船船员在进行转换操作前进行培训应该特别注意低硫油的操作都是在沿岸水域和靠港进行.在这些水域转换操作出现问题.会对环境带来很大危险.低硫油的操作如果在加利福尼亚水域进行.最好选择在船舶进入拥挤的航道以前完成.错误的操作将会导致搁浅或碰撞的危险燃油一低硫油转换操作程序如下因素应该考虑:●有良好技能的船员对燃油系统安全有效的转换进行评估●考虑到燃油日用柜,沉淀柜的设计布置情况.决定了转换操作时是否混油1998年以后建造的船舶.按照SOLAS公约要求.有两个日用柜和多个储存柜.在很多情况下.有一个日用油柜是轻油柜而不是重油柜.当这个油是MDO或MGO时好操作.在装LSFHO时就像MGO转换操作一样.这是这种设计的优点●开始进行转换操作时.建议降低主机负荷.典型的情况是30%70% MCR进行转换操作具体的情况依照推进装置的特点确定●避免燃油系统温度变化过快设备制造厂家对温度变化要求一般不高于2~C/MIN.正常情况下以主机燃油进机温度150~C为例.MGO温度4O度.按照2~C/MIN的要求进行操作.完成转换过程需要55分钟.接近1个小时很多船舶采用3通阀直接转换.燃油在混合油柜中快速流动.会导致MGO过热气化.过快的从MGO转换HFO.由于过冷的MGO使HFO温度降低过快堵塞滤器导致主机停车因此.转换系统不得不进行修改.安装自动转换装置●为了保证低硫油的进机黏度不低于设备要求的最低黏度.燃油系统安装冷却器,冷却旁通阀保持常开.进行转换操作时在关闭九是锅炉燃烧低硫油:现在燃油锅炉都是采用外部电源与集成控制系统.注意到锅炉的最初设计不是使用MGO之类的轻油现在船上的锅炉设备将要进行修改.相关船级社对此建议如下.●船东和经营人要对锅炉及附属设备对燃烧低硫油存在的风险进行评估.船级社建议船东和经营人.同设备制造厂家以及认可的设计单位联系.以便确认是否需要添加设备或修改管路以便适合燃烧低硫油.以及相关的操作程序毕竞原来的操作程序不是燃烧MGO对于不需要修改或添加设备的锅炉系统.作为安全措施.建议制定低硫油操作程序放在船上.这是ISM 审核时要求●对于初始设计使用HFO/MD0的燃油锅炉应该注意如下事宜:(a)锅炉在冷态初始状态燃烧MGO.但要考虑燃烧MGO时蒸汽负荷达不到要求(b)不正确的操作会引起锅炉的爆炸控制系统发生故障.如锅炉彳F点火以前没有进行适当扫风.燃烧失败以后在炉膛内产生了高压燃气(c1没有完全燃烧的燃油进入到高温的炉膛内.炉膛内的热源可以点着这些燃油而发生爆炸(d1对锅炉雾化油嘴进行重新评估.以前的雾化油嘴不适合燃烧MGO.可能导致火焰熄灭.应该同厂家联系制定安全措施(e)MGO可能会在旋转杯上结碳,需要采取防热措施避免结碳此外.锅炉燃油一低硫油转换时.同样要考虑油的相容问题.(f1目前适用HFO/MDO 的燃烧器不得不修改以便满足适用HFO/MGO要求.(目前船舶燃油管路系统中的伴热管是为燃烧HFO设计的.不适合MGO应该考虑添加单独的低硫油管路.(h1目前船舶锅炉油泵适合HFO.但对于使用MGO会带来吸入困难.(i)详细的船员转换操作程序应该在船上.(j)除了以上所述外,燃油系统的检查维护应该制定☆。

低硫—高硫重油转换程序一．高硫油---低硫油转换1.进入低硫油限制区域前48小时，停重油分油机和重油驳运泵。

关重油沉淀柜加温阀。

2.放空重油沉淀柜高硫重油到NO.3 C ，关闭放残阀。

3.驳NO.4（P）低硫重油到重油沉淀柜并将重油驳运泵放在自动位。

4.开加温阀，待油温达80℃开重油分油机开始分油。

5.劳克簿记录开始驳低硫油时间，船位，舱别及存油量。

6.开始分油20小时后，主机汽缸油转换为低碱值汽缸油。

7.根据我轮状况及这种更换方法，从开始分油，36小时后燃油日用系统就已全部更换为低硫油。

8.劳克簿记录低硫油更换完毕的时间，船位，舱别及存油量。

9.以上操作同时要在油水记录薄和燃油含硫量记录薄记录。

且将以上操作时间告诉驾驶台。

10.消耗低硫油期间，劳克簿每日要记录低硫油舱别及存油量。

11.到港主机系统运转低硫重油。

如果锅炉停烧则改为低硫MGO，离港时换为低硫重油。

二．低硫油---高硫油转换1.离限制区域前8小时，停重油分油机和重油驳运泵。

关重油沉淀柜加温阀2.，将重油沉淀柜低硫重油驳到NO.4 （P） ，关闭放残阀3.驳高硫重油到重油沉淀柜并将重油驳运泵放在自动位。

4.开加温阀，待油温达80℃且船舶离开限制区域开重油分油机开始分油。

5.劳克簿记录开始驳低硫油时间，船位，舱别及存油量。

油水记录薄和燃油含硫量记录薄作相应记录。

欧盟港口停泊期间低硫轻油的转换程序一．高硫油---低硫油转换1.在加油完成后72小时内，完成以下工作：A.将轻油日用柜存油全部驳至NO.1轻油舱，并且驳NO.2轻油舱的低硫轻油至轻油日用柜。

B.启动另外两台非航行使用付机中任意一台，将重油转换至低硫轻油，在日常额定负荷下运转24小时，检查付机各部件运转状况。

确认无任何不正常状况后，改用航行用付机并使用重油正常航行。

C.开大油舱加温阀调低锅炉压力，启用付锅炉燃烧器并换为低硫轻油，试用24小时确认无不正常状况后停（特别要注意燃油泵轴封漏油状况）。

1.总则 / GENERAL硫氧化物排放控制区定义/SPECIAL AREA DEFINITIONS北欧硫排放控制区/ Northern Europe Sulfur Emission Control Area(SECA)欧盟港口/Territorial water in the member countries of European Union(EU)美国加利福尼亚州|临岸水域/Californian(US) Coastal waters1.1北欧硫排放控制区/ Northern Europe Sulfur Emission Control Area(SECA)北欧硫排放控制区的范围包括整个波罗的海和北海的大部分区域以及英吉利海峡。

该区域的界限见图1。

Northern Europe SECA is comprised the whole Baltic Sea and main part of the North Sea and English Channel. The area with the boundaries is shown in Figure 1图1 北欧硫排放控制区Figure 1 Northern Europe SECA1.2欧盟港口/Territorial water in the member countries of European Union(EU)经欧盟法令2005/33/EC修正的欧盟法令1999/32/EC的4b章关于船用燃油最大含硫量的规定于2010年7月1日起生效。

该法令规定，自2010年1月1日起，在欧盟港口停泊超过2小时的船舶不得使用硫含量超过0.1%m/m的燃油。

The Sulfur content of fuel used in ships sailing in territorial waters of EU member countries is limited by European parliament and Council in EU directive 2005/33/EC. The limitation is coming into force in 1st of January 2010.According to the direction, the maximum Sulfur content of fuel oils burned on board the ships in EU ports is 0.1 %m/m. The limit is coming into force in 1st of January 2010. This limit is applied for ships staying in port longer than 2 hours.1.3美国加利福尼亚州|临岸水域/Californian(US) Coastal waters美国加利福尼亚州对距加州|岸线24海里水域内不得使用硫含量超过0.1%m/m燃油的要求将于2012年1月1日实施。

5. Backround & Future(背景及未来)MARPOL 73/78, Annex Vl outlines international requirements for vessel air emissions and pollution prevention.MARPOL73/78附则6概要描述了船舶气体排放和防污染的国际要求.Under the terms of the convention, nations must require ships of their administration and foreign ships in their waters to comply with these international air pollution prevention regulations.根据公约条款的要求,成员国必须要求所有进入他们水域和本国船遵守国际防大气污染规则Upon entry into force of Annex VI to MARPOL on the 19 May 2005, the sulphur oxide (SOx) emissions from ships are controlled by setting a limit of 4.5% on the sulphur content of marine fuel oils. Further, a limit of 1.5% on the sulphur content of marine fuel oil is apply in designated SOx Emission Control Areas (SECAs).根据2005年5月19日开始生效的MARPOL附则6,所有船用燃油的硫份最高为4.5%.在规定的硫氧化物排放控制区SECAs区使用的燃油硫份不得超过1.5%.SECAsIMO has currently agreed on the designation of two SECA’s, the first is the Baltic Sea and the second the North Sea with English Channel. It is expected that further SECA’s will be designated and IMO has set forth certain criteria for designating such SECA’s.目前IMO同意已就指定两个SECAs达成共识.第一个是波罗的海区域,第二个是北海包括英吉利海峡.可以预期将来IMO将指定更多的这样的SECAs区并已设立确定的目标.ECA (Emission Control Area)ECA means to unite Sulphur Emission Control Areas (SECA) with incorporation of NOx emission as requirements.So far Emission Control Area means an area where the adoption of special mandatory measures for emissions from ships is required to prevent, reduce and control air pollution from SOx, NOx, and particulate matter and its attendant adverse impacts on human health and the environment. Emission Control Areas includes those listed in, or designated under regulations MARPOL ANNEX VI Reg. 13 and 14.ECA是硫化物的排放控制区(SECA)和氮氧化物的排放控制的结合.ECA进一步表示采取特殊的强制措施防止,减少和控制SOx, NOx,颗粒物和由含有这些元素的物质对人类健康和环境有害的大气污染物的排放.NOxAs a part of the revision of MARPOL Annex VI, IMO countries agreed to set stricter limits for NOx from ships too. MEPC of IMO agreed in 57th meeting that in the ECAs, NOx reduction from 17g/kWh to 14.4 g/kWh is mandatory for engines constructed after 2011.After 2016 only max of 3.4 gkWh-1 is allowed for new ships. This practically makes catalytic converters compulsory for ships sailing in NOx ECA areas, provided that low sulphur fuel can be produced at sufficient quantities.It is noteworthy that IMO also requires modification of old engines built in 1990-2000, so that they conform to existing NOx limits of 17 gkWh-1.作为MARPOL附则6的修订版的一部分,IMO成员国同意设定更严格的船舶氮氧化物排放控制.IMO 海洋环境保护委员会在57次会议上达成协议在ECAs2011年以后建成的船用柴油机氮氧化物的排放从降低到14.4g/KWh.2016年以后的新船,降低到最大3.4g/KWh. 这实际上是强制要求能为航行在NOx ECA控制区的船舶生产足够的低硫油.值得注意的是,IMO同时对于1990-2000之间生产的柴油机提出了改进要求以满足现行的17g/KWh的氮氧化物的排放要求.Revised MARPOL Annex VIThe Baltic Sea and the North Sea will become ECA's upon entry into force of the revised MARPOL Annex VI. The MEPC agreed that two sessions of MEPC would be required to complete the necessary revisions to the Code.Subsequently it was agreed to revise the entry into force date to 1 July 2010.Global limits reduced to 3.50% from the 1st January 2012.Global limit reduced to 0.50% from 1st January 2020, subject to a 2018 review.Global limit reduced to 0.50% by the 1st January 2025.Sulphur content in fuel oils reduced to 1.00% within an Emission Control Area (ECA) from the 1st July 2010.ECA Sulphur content limits reduced to 0.10% from the 1st January 2015.Those ships using separate fuel and entering or leaving an ECA shall carry a written procedure showing how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils exceeding the applicable sulphur content prior entry into ECA.The volume of low sulphur fuel oils in each tank as well as the date, time, and position of the ship when any fuel-oil-change-over operation is completed prior to the entry into an ECA or commenced after exit from such an area, shall be recorded.当MARPOL附则6修订版生效时,波罗的海和北海区域将成为ECA’s. 海洋环境保护委员会已同意第二次会议上将完成相关的必要修正.2010年7月1日评估生效的可能性.2012年1月1日开始,全球允许最高含硫量为3.5%;2018年将进行评估,如果当时燃油的生产技术能力能提供0.5%的低硫油,则从2020年1月1日起全球允许最高含硫量为0.5%;如果不行,则推迟到2025年1月1日;.自2010年7月1日起,ECA控制区,燃油硫份减至最高1.00%;自2015年1月1日起,ECA控制区,燃油硫份减至最高0.10%;对于进入和离开ECA的船舶,必须携带纸质燃油转换程序,说明在进入ECA前,必须提前足够的时间转换,确保燃油系统中的燃油完全符合ECA的要求.在进入ECA前燃油转换完成时或离开ECA后燃油转换开始时每个油舱中的低硫油,和日期,时间船位必须要记录.SECA Areas-Baltic Sea-North SeaEast of 5 West – English ChannelEast of 4 West – North SeaSouth of 62 North57.44.08 North – Baltic SeaSummary - EU and other requirements2007 1st January CARB Max 0.5% sulphur within 24 miles of California shore11th August EU North Sea and English Channel SECA enters into force22nd Nov IMO North Sea and English Channel SECA enters into force2008 1st January EU Max 0.1% sulphur for marine gas oils2010 1st January EU Max 0.1% sulphur bunker fuel in use at EU berthsEU Max 0.1% sulphur in all EU inland waterwaysCARB Max 0.1% sulphur within 24 miles of California shore2012 1st January EUMax 0.1% sulphur bunker fuel in use by Greek ferries at Greek ports6. Change-over proceduresChange-over between heavy fuel oil grades is standard practice and so is changeover from heavy fuel oil to marine diesel oil in connection with e.g. dry-dockings.Change-over from heavy fuel oil to marine gas oil is however completely different and clearly not common standard. If gas oil is mixed in while the fuel temperature is still very high, there is a high probability of gassing in the fuel oil service system with subsequent loss of power.It should be acknowledged that the frequency and timing of such change-over may increase and become far more essential upon entry into force of SECA’s.Additionally, the time, ship’s posit ions at the start and completion of change-over to and from1.5% fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks involved and fuel used. It can be anticipated that the same will be applicable with respect to the EU proposal upon entry into force.Following description of procedure, how it is possible to keep set limits of Sulphur with entrance in SECA(s).不同牌号的重油之间的转换,重油转为轻油是很日常的操作,但是重油转为MGO却是完全不同的概念,如果在重油温度还很高时换入MGO,燃油将会气化,从而造成船舶失去动力.举世公认,随着SECA’s进入强制,这种转换将变得越来越频繁.另外,时间,转换开始和结束的船位,相关油舱的详细情况必须记录进相应的记录簿(如轮机日志).可以预期,欧洲港口相关要求也将生效.下面描述了转换程序,以及如何保证进入SECA ’s 前保证所用燃油含硫量低于1.5%.The No.2 is appointed as the low sulphur fuel oil storage tank. 2 days before passing western borderline of SECA / EU, lower sulphur fuel oil Settling Tank should be filled with theseparator.1. According to the LR ’0.67tons/hours, G/E 0.075tons/hours); 2. open 86v, close85v;3. open30v,37v,31v,34v;close 28v,29v,37v,33v.NO.2重油舱为低硫油储油舱,低硫油必须在经过SECA / EU 前两天驳入低硫油沉淀柜加温并通过分油机分离入低硫油日用柜.1. 根据劳氏提供的计算法,得出符合要求的转换时间表如下(计算时,系统含有0.5吨燃油,主机耗油SOx and Fuel Oil Quality - Bunker Delivery NotesBunker Delivery Notes contain information specified in Appendix V to Annex VISulphur content of not more than 4.5 % m/mKept aboard for 3 years after bunker deliverySox和燃油质量– BDNBDN附录5包含附则6要求的特有信息硫份不超过4.5 % m/m加油后保留在船3年SOx and Fuel Oil Quality - Bunker SamplesEach sample not less than 400 ml for each deliverySealedUniquely identifiedLocation (including facility), date & method drawnMarked with the delivery dateMarked with the name of the bunker facilityMarked with the vessel’s name and IMO num berSigned by the fuel supplier’s representative and the Master or Officer in chargeMarked with the bunker gradeOnboard storage at cool/ambient temperature and not stored in direct sunlight or in an accommodation spaceSample retained for a minimum of 12 monthsSox和燃油质量–油样每次加油时每个油样不少于400ml;已加上封条;每个油样有唯一标识;地方(包括设施),日期和油样提取方法;标识上加油日期;标识上加油设施的名称;标识上船名和IMO号;供油船代表的签字和受油船船长或加油负责人的签字;标识上所加燃油的品牌;储存在船舶凉快或环境温度下不要放在阳光直射或生活区;油样留船最少12个月.Sulphur Emission Control Areas (SECA) Baltic Sea / North SeaIf separate fuel tanks are used –verify that “high” & “low” sulphur fuels cannot be blended/mixedVerify unauthorized inter-connection of “high” & “low” sulphur fuel pipingApproved exhaust gas cleaning system (if installed)Verify logs to ensure date, time, position, of fuel change over was documentedVerify bunker delivery notes to verify 1.5% m/m sulphur fuel was deliveredSulphur content consumed in SECA does not exceed 1.5% m/m 注意事项(SECA/波罗的海/ 北海)如果使用单独的油舱–确认高低硫油不能混合;确认没有未经授权的高低硫油的内部管路连接;批准的排气清洗系统(如有);确认燃油转换的日期,时间,船位记录有存档;确认BDN载明所加燃油硫份不超过1.5%;确认SECA 区内消耗的燃油硫份不超过1.5%m/m;。

低硫燃油更换操作探讨作者：来源：《航海》2016年第06期摘要：世界上设置的船舶排放控制区越来越多。

这种期望从燃料的使用上实现治理船舶污染排放的做法非常有效。

而船舶在进出排放控制区时，燃油的更换操作不当也会引发各种问题。

本文以理论分析和实践经验总结为基础梳理出较好的燃油更换操作流程。

关键词：环境保护排放低硫燃油操作流程0引言伴随人们环保意识的日益提高，陆地污染治理已非常深入，进一步减排的潜力有限。

而治理船舶污染方面还有很大的减排空间。

因而，全球范围内将设置的船舶排放控制区必定越来越多，在排放控制区对船舶燃油硫含量的要求也愈加苛刻。

当船舶换用低硫燃油时，可能导致船舶设备发生故障，甚者使船舶失去动力。

此类状况在船上常常出现。

本文将就低硫燃油的更换操作进行探讨。

1相关政策和法规2015年末，中国交通部出台的《珠三角、长三角、环渤海（京津冀）水域船舶排放控制区实施方案》设立了中国船舶大气污染物排放控制区。

控制区范围为三个地区水域领海基线外12 海里内的领海，其内将严控船舶硫氧化物等污染物的排放。

它要求自2016年1月1日起，可对船舶靠岸停泊期间实施使用硫含量不高于0.5%（质量分数）燃油的标准。

之后要求燃油中的硫含量逐年降低且扩大实施区域。

并决定2019年12月31日前完成评估决定船舶进入排放控制区是否使用硫含量不高于0.1%的燃油和扩大排放控制区地理范围等。

还规定自2016年4月1日起，在长三角核心港口（上海港、宁波-舟山港、苏州港和南通港）强制靠泊船舶使用低硫燃油。

其实早在2015年2月17日，深圳就实施了《深圳市港口、船舶岸电设施和船用低硫油补贴实施细则》以鼓励靠港船舶使用低硫燃油。

对船舶靠泊期间使用0.1%在国际上，相关法规的制定和实施日期更早。

欧盟法令要求自2010年1月1日起，在欧盟港口停泊（包括系泊和锚泊）超过2小时的船舶不得使用硫含量超过0.1%的燃油。

加利福尼亚空气资源委员会（CARB）要求加州沿海地区24英里海域内航行的船舶自 2014年1月1日起，使用DMA和DMB（ISO8217）燃油的硫含量不大于0.1%。

***轮进出SOx排放控制区域(ECA)低硫油更换操作规程MV**** L.S.F.O.AND H.F.O CHANGE-OVER PROCEDURE PRIOR TO ENTERING AND AFTER EXITING ECA1. 低硫油舱柜分布情况:(根据本轮实际填写油舱使用情况)如:我轮指定如下油舱为低硫油舱:D.O TANK(CAP. **m3)---------- 低硫轻油舱D.O SETT. TANK(CAP.** m3)-------低硫轻油沉淀柜D.O SERV. TANK(CAP.** m3) ------低硫轻油日用柜NO3S F.O TANK(CAP. **m3)------- 低硫轻油或低硫重油舱F.O SETT. TANK(CAP. **m3)-------重油沉淀柜L.S.F.O SETT. TANK(CAP.**m3)----低硫重油沉淀柜F.O (CAP. **m3):------ 重油日用柜。

L.S.F.O SERV. TANK(CAP.**m3)----低硫重油日用柜2. 更换低硫油涉及的设备2.1 需更换低硫油的设备:主机、副机、锅炉。

2.2 低硫油驳运设备:重油驳运泵、轻油驳运泵。

2.3 低硫油净化设备:NO.**燃油分油机2.4 低硫油冷却设备低硫油冷却器 ***3. 进入排放控制区之前所需的准备:3.1 驳油:船舶根据本轮实际详细说明驳油的过程,包括使用的驳运泵名称、开关的阀门号码及顺序等,如果需要转换管路中盲板位置,也要说明。

3.2 计算抵ECA前更换燃油开始时间:按照Lioyd’s Regist er的FOBAS change-over calculator计算换油时间如下:注:将本轮更换低硫油所涉及的燃油日用柜和沉淀柜名称及容量列出,如:轻油日用柜容量:** m3 轻油沉淀柜容量:** m3重油日用柜的存油量:** m3 重油沉淀柜存油量:** m3。

低硫燃油更换操作探讨摘要：世界上设置的船舶排放控制区越来越多。

这种期望从燃料的使用上实现治理船舶污染排放的做法非常有效。

而船舶在进出排放控制区时，燃油的更换操作不当也会引发各种问题。

本文以理论分析和实践经验为基础梳理出较好的燃油更换操作流程。

关键词：环境保护排放低硫燃油操作流程0引言伴随人们环保意识的日益提高，陆地污染治理已非常深入，进一步减排的潜力有限。

而治理船舶污染方面还有很大的减排空间。

因而，全球范围内将设置的船舶排放控制区必定越来越多，在排放控制区对船舶燃油硫含量的要求也愈加苛刻。

当船舶换用低硫燃油时，可能导致船舶设备发生故障，甚者使船舶失去动力。

此类状况在船上常常出现。

本文将就低硫燃油的更换操作进行探讨。

1相关政策和法规2022年末，中国交通部出台的《珠三角、长三角、环渤海（京津冀）水域船舶排放控制区实施方案》设立了中国船舶大气污染物排放控制区。

控制区范围为三个地区水域领海基线外12海里内的领海，其内将严控船舶硫氧化物等污染物的排放。

它要求自2022年1月1日起，可对船舶靠岸停泊期间实施使用硫含量不高于0.5%（质量分数）燃油的标准。

之后要求燃油中的硫含量逐年降低且扩大实施区域。

并决定2022年12月31日前完成评估决定船舶进入排放控制区是否使用硫含量不高于0.1%的燃油和扩大排放控制区地理范围等。

还规定自2022年4月1日起，在长三角核心港口（上海港、宁波-舟山港、苏州港和南通港）强制靠泊船舶使用低硫燃油。

其实早在2022年2月17日，深圳就实施了《深圳市港口、船舶岸电设施和船用低硫油补贴实施细则》以鼓励靠港船舶使用低硫燃油。

对船舶靠泊期间使用0.1%在国际上，相关法规的制定和实施日期更早。

欧盟法令要求自2022年1月1日起，在欧盟港口停泊（包括系泊和锚泊）超过2小时的船舶不得使用硫含量超过0.1%的燃油。

加利福尼亚空气资源委员会（CARB）要求加州沿海地区24英里海域内航行的船舶自2022年1月1日起，使用DMA和DMB（ISO8217）燃油的硫含量不大于0.1%。

低硫油转换操作须知低硫油转换操作须知Low sulfur oil conversion operation instruction在“排放控制区（Emission Control Areas，ECAs）”区域使用重油的程序Procedure for using HFO in “ECAs”1.从高硫燃油转换到低硫燃油Changing over from high sulphur fuel to low sulphur fuel:1.1.确保低硫油舱的燃油被提前加热好Ensure that the fuel oil in the low sulphur bunker tank is heated well in advance1.2.在进入“ECA s”区域前，停止向重油沉淀柜驳油，并将驳运泵转到手动操作方式Before entering the ECAs, stop transfer of HFO to settling tank and put the HFO transfer pump in manual mode.1.3.直到重油沉淀柜消耗到低位即分油机不能吸入重油时，停止重油分油机工作When the HFO settling tank level comes down to minimum or when the separator looses suction, stop HFO separator.1.4.从低硫燃油舱驳运低于1.5%含硫量的低硫重油至重油沉淀柜Transfer 1.5 %or less sulphur content HFO from low sulphur HFO tank to the HFO settling tank.1.5.继续保持使用重油日用柜的高硫重油Keep consuming the high sulphur content HFO from the service tank.1.6.当重油日用柜的重油消耗到最低位，起动重油分油机向重油日用柜分油When the HFO level in the service tank, comes down to the minimum level, start the HFO separator and start filling theservice tank.1.7.请注意，必须在进入“ECA s”区域前就已经转换好低硫油并开始使用，当进入“ECA s”区域时，将情况记入轮机日志，请见下面的备注。

船舶低硫燃油转换操作程序
(适用于压力雾化型燃烧器及单燃油泵组运行HFO/MDO/MGO，低硫燃油是指硫含量≤0.5% m/m的船用燃油)
1) 从普通燃油转换至低硫燃油：
1. 船员进行燃油转换前应先确认燃油日用油舱可用；
2. 检查位于燃油输送泵前的三通燃油切换阀，并转换到MDO侧；
3. 切断燃油管路的蒸汽伴热；
4. 确认锅炉控制箱燃油模式开关位置，并将开关从HFO切换至MDO位置，系统开始燃烧低硫燃油大约30分钟，使残留在燃油管路内的普通燃油完全燃烧殆尽。

；
5. 确认燃油管路冷却器开始运行开启循环冷却水(若有)；
6. 通过控制箱面板上的燃烧器模式开关从自动模式切换到停止模式使燃烧器停止运行；
7. 待管路温度降低，船员可以从普通燃油油舱切换至低硫燃油油舱，并确认各阀门位置；
8. 启动燃烧器通过将燃烧器模式开关从停止位置切换到自动位置等待燃烧器自动运行开始燃烧低硫燃油；
9. 注意：待管路中的油温降低至低硫燃油允许范围内，再将控制面板旋钮切换至MDO，则无需停止燃烧器。

否则，会触发MDO温度高报警。

2）从低硫燃油转换至普通燃油：
1. 船员应把日用油柜从低硫燃油舱切换至普通燃油舱；
2. 持续运行20-30分钟；
3. 将燃油管路冷却器切换到旁路(若有) ；
4. 开启燃油管路的蒸汽伴热；
5. 确认位于燃油输送泵前的三通燃油切换阀并转换至HFO位置；
6. 切换锅炉控制箱面板燃油模式开关从MDO转换至HFO位置；
7. 注意：由于此时普通燃油油温较低，系统会激活燃油温度低报警并停止燃烧，这是正常现象，船员应通过控制箱面板按钮复位，等待普通燃油油温上升至设定值后系统会重新启动燃烧器并开始燃烧。

1目的
本须知旨在对船舶加装和进入排放控制区时使用低硫油的操作进行规范..
2适用范围：船舶加装和使用非低硫油;进入排放控制区需要进行换油操作的..
3定义：低硫油指硫含量≤0.5%m/m燃油..
3船舶驶入含硫量排放控制区域航行时..
3.1当船舶到达距离含硫量限制区域1小时路程位置时;通知机舱进行换油操作；
3.2主机转换成低硫油操作:打开低硫油日用柜出口阀;关闭重质燃油日用柜出口阀;系
统进入低硫燃油..
4. 进入含硫量控制排放区核心港口靠泊时；
4.1 到港前1小时打开日用轻柴油柜出口阀;关闭主机燃油系统加热;启动发电机柴油供
给泵;当油温降到换油温度时将低硫油转换阀转到轻油位置;靠泊过程和期间发电机和主机使用轻柴油..靠泊后尽可能使用岸电..
5.驶离含硫量控制排放区域核心港口时..
5.1船舶离开控制排放区港口1小时后驾驶台应通知机舱准备进行换油操作..
5.1.1.机舱接到通知后开启主机燃油系统加热器;待油温到达换油温度时将主机轻质燃
油系统转换阀转至低硫油阀门;使主机使用低硫燃油..
5.1.2驶离含硫量控制排放区域航行时..
5.1.3船舶到达限制区域分界线时驾驶台应通知机舱换用重质燃油;此时轮机员开启重
质燃油日用柜出口阀关闭低硫燃油日用柜出口阀;完成由低硫燃油到重质燃油的转换..
6记录
6.1 船位;燃油转换开始和结束时间;油品、低硫油存量、燃油消耗情况..
7附件
航海日志轮机日志。

船舶低硫油转换程序以某轮为例：某轮主辅机燃油系统中存油量大约400LTR，航行时主辅机每小时燃油消耗量大约1370LTR；换油应在船舶到达燃油含硫量限制区域前1小时路程的位置进行更换换油操作。

具体操作如下：一．到达燃油含硫量限制区域航行1. 当船舶到达距离含硫量限制区域1小时路程位置时，通知机舱进行换油操作。

2．主机转换成低硫油操作，打开低硫油日用柜出口阀FS05V和FS08V，关闭普通燃油日用柜出口阀FS04V和FS07V，系统进入低硫燃油。

3. 汽缸油转换，打开低硫汽缸油硫测量柜出口阀L0208V、L029V将汽缸油进口三通阀L030V转至低硫测量柜位置，关闭高硫汽缸油硫测量柜出口阀L014V、L015V，将汽缸油回油转换三通阀L031转至低硫测量柜位置。

4. 锅炉低硫油转换，由于锅炉燃油与主机燃油共用油柜出口管，主机转换后锅炉进油就已经完成，只需将回油桶回油三通阀FS01V转至低硫油柜位置。

5. 发电机使用重油时与主机共用同一燃油系统，转换与主机一致。

二. 在燃油含硫量限制港口靠泊进港前转换操作1. 在船舶进港备车之前，关闭主机燃油系统加热，当油温降到换油温度时将轻重油转换阀转到轻油位置，使主机使用轻柴油，同时将锅炉轻重油转换阀转到轻油位置，使锅炉使用轻柴油。

2. 到港前打开低硫轻柴油柜出口阀FP27V、FP30V，关闭日用轻柴油柜出口阀FS06V、FS06，启动发电机柴油供给泵，将发电机轻重油转换阀转至轻柴油位置，是发电机使用含硫量低于0.1%的轻柴油，同时主机和锅炉燃油系统也都转换成了含硫量低于0.1%的轻柴油。

三．出燃油含硫量限制区域燃油转换1. 离港后低硫轻柴油转换成普通轻柴油，将轻油日用柜出口阀打开，关闭低硫轻油日用柜出口阀，使系统使用普通轻柴油；2. 当船舶离开港区及航道后驾驶台应通知机舱准备进行换油操作，a. 主机辅机燃油系统：此时开启主机燃油系统加热器，待油温到达换油温度时将主机燃油系统轻重油转换阀转至重油位置，同时将发电机进出口轻重油转换阀转至重油位置，停止发电机轻柴油泵，使主机和辅机是由低硫燃油。

MV:INITIAL CHECKS•Check local requirements in excess of Marpol Annex VI – Refer to PB Marpol Annex VI APPP & Record Book. •Confirm sufficient fuel oil of the right Sulfur content (%) is available on board for voyage consumption. •Ensure that the entire system is purged of any HSFO prior to entering an ECA. Refer to PB “Change over procedure to Low Sulphur MGO” and calculate the hours required to flush out the HSFO.•Drain off water and sludge from settling & service tanks.•Clean all line filters prior change over.•Control FO service tank heating, ensure max. oil temperature is 95 deg, stop the FO purifier in advance.CASE 1 FROM HSFO TO LSMGO (APPLICABLE TO COMMON FUEL SYSTEMS FOR VESSELS WITH COMMON SYSTEM FOR AE AND ME AS WELL AS ME SYSTEM FOR VESSELS WITH SEPARATE SYSTEMS FOR AE AND ME)Vessel fitted with Viscometer System•Start Standby Generator on LSMGO and take on part load in parallel with the running AE (for common systems only).•Adjust Main engine load to 70 - 75% MCRwith a rate of 1rpm per 2 minutes as far as possible•Shut off steam tracing valves for FO supply pipes; mixing column ; fuel pump injection pipes and filters. •Throttle steam inlet valve before steam temperature regulating valve gradually; ensure temperature drop with a rate of about 20C per minute.•Open the MGO service tank valve [insert valve no.], when fuel oil temperature drops to 90-950C depending on FO temperature in service tank, and shut off the FO service tank valve [insert valve no.]•Ensure system return oil valve [insert valve no.]open to mixing column, but not to service tank. Check valves [insert valves nos.]status (valve to mixing column to be opened, and valve to service tank to be closed).•Shut off steam inlet valve [insert valve no.]before steam temperature regulating valve•Shut off LO supply to FO injecting pump rack, when viscosity drops to 3-4 Cst, Keep viscometer setting same as actual value to avoid any damage to it.•Record the date/ time of change over, contents of the MGO in each tank and the flow meter reading and inform bridge to make entries with ship’s position. At the time of completion of change over.•Readjust ME rpm with the rate of 1 rpm per 2 minutes to steaming speed [insert RPM], as per instructions from the Bridge.•For vessels with common systems - flush the FO system: a) flush all AEs with LSMGO.b) flush standby pump and pipelines; c) flush filters,•Try out and confirm that the main engine can be started/ stopped and reversed on air and MDO/ MGO from all stations ( Bridge/ ECR and Local Control ). Operate M/E at CSR for one hour after fully changed over to LSMGO. Ensure FO pressure is as per maker recommendation at full speed•Vessels fitted with cooler, when change over to LSMGO, cooler to be put into use to maintain higher viscosity only in case the viscosity is below 2 at the temperature of the fuel.•Flush all filter vents to ensure any remaining FO is flushed out.•Open & supply LO to fuel pump injecting rack for 15mins every 1 hours while operating on LSMGO.•Change over cylinder lubrication to LSCLO and adjust lubricator as per the engine maker manualVessel fitted with Steam Temperature Regulating Valve only•Start Standby AE on LSMGO (direct line) and take on part load in parallel with the running AE (for common systems only).•Adjust Main engine load to 70 - 75%MCR with a rate of 1rpm per 2 minutes as far as possible•Open LO supply valve [insert valve no.] to FO injecting pump rack (UEC engines).•Reduce temperature regulating valve setting gradually. Ensure FO temperature drops with a rate of about of 20C per minute.•Shut off steam tracing valves [insert valve no.] FO supply pipes; mixing column ;fuel pump injection pipes and filters.•Open the MGO service tank valve[insert valve no.], when FO temperature drops to 90-95°C (depending upon FO temperature in service tank). Shut off FO service tank valve. [insert valve no.]•Check the valves [insert valve no.] in FO return line and ensure oil returns to mixing column.•Shut off FO heaters steam inlet valves [insert valve no.].•Changeover is completed when oil temperature drops to almost same as in MGO service tank.•Shut off LO supply to FO Pump rack.•Record the date/ time of change over, contents of the MDO/ MGO in each tank and the flow meter reading and inform bridge to make entries with ship’s position. At the time of completion of change over.•Readjust ME rpm with a rate of 1 rpm per 2 minutes to steaming speed as per instructions from the Bridge. •For vessels with common systems - flush the FO system: a)flush all AEs with LSMGO. b) flush stby pump and pipeline; c) flush filters.•Try out and confirm that the main engine can be started/ stopped and reversed on air and MDO/ MGO from all stations ( Bridge/ ECR and Local Control ). Operate M/E at CSR for one hour after fully changed over to LSMGO. Ensure FO pressure is as per maker recommendation at full speed.•Vessels fitted with cooler, when change over to LSMGO, cooler to be put into use to maintain higher viscosity only in case the viscosity is below 2 at the temperature of the fuel.•Flush all filter vents to ensure any remaining FO is flushed out.•Open & supply LO to fuel pump injecting rack for 15mins every 1 hours while operating on LSMGO.•Change over cylinder lubrication to LSCLO and adjust lubricator as per the engine maker manualCASE 2 - FROM MDO/ MGO TO HSFO (APPLICABLE TO COMMON FUEL SYSTEMS FOR VESSELS WITH COMMON SYSTEM FOR AE AND ME AS WELL AS ME SYSTEM FOR VESSELS WITH SEPARATE SYSTEMS FOR AE AND ME)Vessel fitted with Viscometer SystemStart Standby AE on LSMGO (direct line) and take on part load in parallel with the running AE (for common systems only).Check and confirm HFO in service tank is heating to 80 - 85 °C.Readjust Main engine load to 70 - 75%MCRwith a rate of 1rpm per 2 minutes as far as possible•Open LO supply valve [insert valve no.] to FO injecting pump rack (UEC engine).•Partly open steam inlet valve [insert valve no.] before steam temperature regulating valve of FO heaters gradually and ensure temperature rises gradually with a rate of 20C per minute.•Open FO valve [insert valve no.] from HFO service tank and shut off the valve [insert valve no.] from the MGO/MDO service tank, when the oil temperature rises to 60°C.•Check the FO return line valve [insert valve nos.] status and confirm that oil returns to mixing column (not to service tanks).•Open the steam tracing valves[insert valve nos.]for FO supply line; mixing column and main engine injecting pipes and FO filters.•Confirm indication in the ECR control panel.•Increase temperature gradually and ensure FO temperature rises at a desired speed.•Check actual viscosity, when it rises to 14 Cst, open the steam inlet valve [insert valve no.]fully.Set viscosity to 12-13 Cst. Shut off the LO supply valve to FO injection pump rack.•Once system is completely on HFO, other AE (on LSMGO) may be off-loaded and stopped (depending upon no.of engines required to be in service)•Increase the HFO Service tank temperature to 90 – 950C•Reduce/ increase ME rpm with a rate of 1 rpm per 2 minutes to steaming speed as per instructions from the Bridge•Record the date/ time of change over, contents of the FO/ LSMGO in each tank and the flow meter reading and inform bridge to make entries with ship’s position. At the time of commencement of change over.Change over cylinder lubrication to normal CLO and adjust lubricator as per the engine maker manual Vesselfitted with Steam Temperature Regulating Valve only•Start Standby AE on LSMGO (direct line) and take on part load in parallel with the running AE (for common systems only).•Adjust Main engine load to 70 - 75% MCR by reducing/ increasing with a rate of 1rpm per 2 minutes as far as possible.•Check and confirm that the HFO service tank temperature is 80-85°C.•Open LO supply valve to FO injecting pump rack.•Open the steam inlet valve [insert valve nos.] of FO heaters and set temperature controller from ER temperature to 60°C gradually. with a rate of 1 deg. per 2 mins.•Open FO valve [insert valve nos.] from HFO service tank, when the oil temperature rises to 60°C, and shut off the valve [insert valve nos.] of the MGO/MDO service tank.•Check the FO return line valve [insert valve no.] status, and confirm that oil returns to mixing column and not to service tanks.•Increase temperature of steam temperature regulating valve gradually and ensure FO temperature to rise with a rate of 2°C per minute.•Open the steam tracing valves [insert valve nos.] for FO supply pipes; mixing column and main engine fuel pump pipes•Set the temperature as per bunker sample test report, shut off the LO supply valve to FO injecting pump rack.•Once system is completely on HFO, other AE (on LSMGO) may be off-loaded and stopped (depending upon no.of engines required to be in service)•Reduce/ increase ME rpm with the rate of 1 rpm per 2 minutes to steaming speed as per instructions from the Bridge•Record the time of change over and the flow meter reading and inform bridge to make entries with ship’s position.•Change over cylinder lubrication to normal CLO and adjust lubricator as per the engine maker manualCASE 3 - FROM HSFO TO LSMGO (APPLICABLE TO AE SYSTEM FOR VESSELS WITH SEPARATE SYSTEMS FOR AE AND ME)Vessel fitted with Viscometer System•Start the standby Auxiliary engine on LSMGO using direct line from the service tank and take on part load •Lubricate fuel pump racks and lubricate through the inspection hole used to check fuel pump timing mark manually.•For AE FO system, shut off steam tracing valves [insert valve no.]FO supply pipes; mixing column and fuel pump injection pipes.•Throttle steam inlet valve [insert valve no.] before steam temperature regulating valve gradually; ensure temperature drop with a rate of about 20C per minute.•Open the MGO service tank valve [insert valve no.], when fuel oil temperature drops to 90-950C and shut off the FO service tank valve (insert valve No.)•Ensure system return oil valve [insert valve no.]open to mixing column, but not to service tank. Check valves [insert valves nos.]status (valve to mixing column to be opened, and valve to service tank to be closed).•Shut off steam inlet valve [insert valve no.]before steam temperature regulating valve.•Monitor fuel pressure when running on MGO. Adjustment of the DO pump pressure adjusting valve may be required.•Record the date/ time of change over, contents of the MGO in each tank and the flow meter reading andinform bridge to make entries with ship’s position at the time of completion of change over.•Keep viscometer setting same as actual value to avoid any damage to it.•Once Viscosity drops to 3 or 4 cst, run all AEs on part load until all AE lines are flushed with LSMGO •Vessels fitted with cooler, when change over to LSMGO, cooler to be put into use to maintain higher viscosity only in case the viscosity is below 2 at the temperature of the fuel.•Flush all filter vents to ensure any remaining FO in pipeline is flushed out.Vessel fitted with Steam Temperature Regulating Valve only•Start the standby Auxiliary engine on LSMGO using direct line from the service tank and take on part load •Lubricate each fuel pump racks and lubricate through the inspection hole used to check fuel pump timing mark manually.•For AE FO system, shut off steam tracing valves [insert valve no.]FO supply pipes; mixing column and fuel pump injection pipes.•Reduce temperature regulating valve setting gradually. Ensure FO temperature drops at a rate of about of 20C per minute.•Shut off steam tracing valves [insert valve no.] FO supply pipes; mixing column and fuel pump injection pipes.•Open the MGO service tank valve[insert valve no.], when FO temperature drops to 90-95°C (depending upon FO temperature in service tank). Shut off FO service tank valve. [insert valve no.]•Check the valves [insert valve no.]of FO return line and ensure oil returns to mixing column.•Shut off FO heaters steam inlet valves [insert valve no.].•Changeover is completed when oil temperature drops to almost same as in MGO service tank.•Monitor fuel pressure when running on MGO. Adjustment of the pump pressure adjusting valve may be required.•Record the date/ time of change over, contents of the MDO/ MGO in each tank and the flow meter reading and inform bridge to make entries with ship’s position. At the time of completion of change over.•Once temperature drops to nearly same as service tank, run all AEs on part load until all AE lines are flushed with LSMGO•Vessels fitted with cooler, when change over to LSMGO, cooler to be put into use to maintain higher viscosity only in case the viscosity is below 2 at the temperature of the fuel.•Flush all filter vents to ensure any remaining FO is flushed out.CASE 3 - CHANGE OVER - FROM MDO/ MGO TO HSFO (APPLICABLE TO AE SYSTEM FOR VESSELS WITH SEPARATE SYSTEMS FOR AE AND ME)Vessel fitted with Viscometer System•Start standby AE on LSMGO using direct line from LSMGO service tank•Confirm that the HFO service tank temperature is 80-85°C.•Partly open steam inlet valve [insert valve no.] before steam temperature regulating valve of FO heaters gradually and ensure temperature rises gradually at 20C per minute.•Open FO valve [insert valve no.] from HFO service tank and shut off the valve [insert valve no.] from the MGO/MDO service tank, whe n the oil temperature rises to 60°C.•Check the FO return line valve [insert valve nos.] status and confirm that oil returns to mixing column (not to service tanks).•Open the steam tracing valves[insert valve nos.]for FO supply line; mixing column and main engine injecting pipes.•Confirm indication in the ECR control panel.•Increase temperature gradually and ensure FO temperature rises at a desired speed.•Check actual viscosity, when it rises to 14 Cst, open the steam inlet valve [insert valve no.]fully.Set viscosity to 11-12 Cst.•Monitor fuel pressure. Adjustment of the pressure adjusting valve may be required.•Record the date/ time of change over, contents of the FO/ LSMGO in each tank and the flow meter reading and inform bridge to make entries with ship’s position. At the time of commencement of change over.Vessel fitted with Steam Temperature Regulating Valve only•Start standby AE on LSMGO using direct line from LSMGO service tank•Confirm that the HFO service tank temperature is 80-85°C.•Open the steam inlet valve [insert valve nos.] of FO heaters and set temperature controller at 60°C.•Open FO valve [insert valve nos.] from HFO service tank, when the oil temperature rises to 60°C, and shut off the valve [insert valve nos.] of the MGO/MDO service tank.•Check the FO return line valve [insert valve no.] status, and confirm that oil returns to mixing column and not to service tanks.•Open the steam tracing valves [insert valve nos.] for FO supply pipes; mixing column and main engine fuel pump pipes.•Increase temperature of steam temperature regulating valve gradually and ensure FO temperature to rise ata rate of 20C per minute.•Set the temperature as per bunker sample test report, shut off the LO supply valve to FO injecting pump rack.•Monitor fuel pressure. Adjustment of the pressure adjusting valve may be required•Record the time of change over and the flow meter reading and inform bridge to make entries with ship’s position.CHANGE OVER OF BOILER - FROM HFO to LSMGO•Boiler to be changed over to LSMGO prior to statring• 4 hours prior entry into ECA, change over the boiler FO pump suction valve to LSMGO (if not already on LSMGO)•Switch off fuel heating to the Boiler•With Boiler FO return line to HFO service tank, run the Boiler FO pump until the entire line is flushed and only LSMGO remains in the line•Fire the Boiler on LSMGO•After 1 hour of Boiler firing, change the return line to LSMGO tank.•The boiler fuel pump may develop less pressure and adjustment of the relief valve setting may be required, while running the boiler on LS MGO.•Do not re-start the boiler in the event of any flame failure without sufficient purging followed by checking inside the furnace for leakage of fuel or any collection of un-burnt fuel•The air damper position may need to be adjusted to prevent misfiring and flame failure, while running boiler on LS MGO. A low firing rate is preferable to frequent start / stopsChief Engineer _____________________ Date: _________________________2nd Engr.: 3rd Engr.:4/E:。

前方进入ECA,船舶如何进行燃油转换？进入污染物排放控制区（ECA）的船舶，应遵守国际法规MARPOL附则VI-“防止船舶造成的空气污染”的规定，而全球其他地方的法规也对船舶排放硫含量有自己的限制要求（例如欧盟港口、中国ECA等）。

在ECA之外，大多数船舶使用高硫燃料油（HSFO）航行，该燃料比低硫燃料便宜得多，但污染物更多。

当它们进入指定区域时，船员要将燃油全面转换成符合硫含量标准的燃油，减少二氧化硫（SOx）的排放，防止海上活动造成的空气污染。

那么，如何安全进行燃油转换？主机燃油更换在进行燃油转换时，应考虑正确的时机，防止主机遭受损害，防止昂贵的低硫燃料损失。

转换过程中，机组人员应在LSF计算器的指导下操作。

一般来说，所有现代化的船舶均带有低硫燃料（LSF）计算器，该仪器用于指示船舶在接近ECA时开始转换低硫油的最佳时机。

根据计算器指示最佳转换时间，在转换之前需要检查一些如下项目：1.所有油箱必须准备就绪。

2.分离器的使用应根据罐体的活动情况而定。

3.根据航程计划中针对特定ECA范围计算的所需的LSFO量，填充到燃油罐中。

辅助发动机和锅炉中的燃油转换辅助发动机和锅炉也应遵循燃油的更换程序。

关于辅助发动机，转换应在负载下进行，需执行的操作是：1.关闭燃油加热器2.在合适的温度下，打开柴油阀3.冲洗系统时关闭重油回油口在转换过程中，锅炉应遵循等效的程序。

转换过程中可能发生的危险此过程中最具挑战性的问题是，按照供应商的指导来完成转换，并考虑到不同的燃油可能导致泵损伤或主机故障，该事件可能导致海上事故的进一步发生。

安全操作的另一个原因，是应对在港口或海上（使用无人机）可能进行的港口国控制检查，以验证是否符合硫排放限制。

记录保存必须遵循燃油转换程序，记录与船上燃油转换所有操作和活动，并记下燃油量，以确定是否遵循要求。

在开始转换燃油之前，机组人员应保持现有燃油水平。

此外，应完成ORB和引擎日志，其中包含该操作过程总的所有必要信息，例如操作日期、时间和位置。

ITAMI 本轮特殊区域换油程序本轮进入特殊区域前已计算好FO.DO.沉淀油柜和日用油柜的存量，和具体的换油准备工作。

具体换油程序如下：重油换轻油1.主机，发电机，锅炉，正常航行时使用的是380CST 重油，当进入特殊区域时需要换成低硫轻油。

当需要换油时，先关闭伴热阀，SV23，以及分油机加热器上方的五个小阀。

主机：关闭主机燃油加热器SV15. SV16.蒸汽阀，再将温度控制盒从130度调至90度，当到达90度时将低硫柜出口，NV1 NV7打开，关闭重油柜出口，NV4 NV6.主机回油是回到除气筒里面，继续循环使用所以不用动其它的阀。

2.发电机使用自己独立的一套轻油管路，（正常航行时和主机使用一路燃油，但完车后，要将燃油循环泵和燃油增压泵停掉，所以改用自己的轻油管路）换油时，只需将发电机轻油输送泵启动，再到机旁和正常航行时重油换轻油一样，伴热管也一样。

3. 锅炉只需打开低硫柜出口NV81 .NV73. 再到锅炉旁将加热器打到“STOP”位置，等油温降至90度时，打开“THERMOSTA T BY-PASS”，到“ON”的位置，这时锅炉回油仍然回到重油日用油柜，让其燃烧一会，再打开低硫柜回油阀NV86 打开，再关重油回油阀NV82.轻油换重油1.离港到定速提前把伴热阀打开，主机加热器NV15 NV16打开，把温度控制盒调到90度，就可换重油，开NV4 NV6 只需关闭NV7 因为NV1 不但给主机供油，也给发电机供油，再将温度从90度调到130。

2.发电机确认要留用的发电机，将其直接换重油即可，剩余俩台仍然由轻油输送泵供给，直到定速不用时，将其停止即可。

3.锅炉换油时，先开重油回油阀NV82 再关轻油回油阀NV86 再开重油柜NV70 NV74再关轻油柜NV81 NV73 再将加热器调到“AUTO”位置，油温达到90度时将“THERMOSTA T BY- PASS”调到“OFF”位置整个过程所说的阀都用粉红色标记标好换油注意事项如下：1.燃油更换过程中两种燃油逐渐混合，随着比例变化，沥青会由混合油中分离出来，对油柜出口以及分油机进口滤器应加强注意是否堵塞，并及时清洗。

船舶高硫燃油与低硫燃油转换程序1.定义1.1高硫燃油:系指硫含量大于0.1%m/m但低于0.5%m/m的燃油；1.2低硫燃油:系指硫含量不超过0.1%m/m的燃油。

2总则2.1未安装经认可的废气滤清系统或任何其他除硫技术方法的船舶，船上使用的或为使用而载运的任何燃油的硫含量不得超过0.50%m/m。

船舶进入硫氧化物（SOx）排放控制区，必须符合公司文件CZ-19《船舶防止大气污染管理须知》5.3.2的规定要求。

2.2船舶从进入至离开排放控制区的时间段内，必须使用含硫量低于0.5%m/m(或0.1%m/m)的燃油或使用经认可的废气滤清系统或任何其他技术方法，保证船舶的硫氧化物排出总量不大于规定值。

船舶进入排放控制区应使用硫含量≤0.5%m/m的船用燃油，进入内河控制区应使用硫含量≤0.1%m/m的船用燃油。

2.3船舶停靠的码头如具备岸基供受电条件,在不影响船岸安全的前提下,船舶应优先使用岸电。

船舶使用岸电时,应按照船岸双方规定的程序操作,同时船舶应保存岸方提供的使用程序手册和安全作业指南；船舶轮机部应将岸电使用起至日期以及时间、操作人员等信息记录在轮机日志中。

2.4为使船舶燃油使用达到规定的标准，在进入排放控制区之前，必须做好燃油转换准备工作。

3燃油品质管理3.1未使用硫氧化物和颗粒物污染控制装置等替代措施的船舶进入排放控制区只能装载和使用按照《船舶大气污染物排放控制区实施方案》（交海发2018第168号）规定应使用的船用燃油。

3.2为了满足船舶在硫氧化物（SOx）排放控制区的废气排放要求,还应储备一定数量的低硫燃油,其含硫量应控制在0.1%m/m以下。

4燃油储存量控制4.1根据船舶航行区域的排放要求及日耗量,并考虑气象原因,每次在申请补充燃油时，应分别申请两种品质燃油在既定的加油港所需补充的数量。

4.2在加装燃油时，必须按公司文件CZ-15《加装燃润油操作须知》的要求执行。

船舶燃油储存、驳运、分离及日用系统为两个独立的系统，但当发生本规定第8点的例外情况下，可以互为代用。