UK P&I
Fuel oil change-over procedures – Europe
Members are reminded of EU Directive 2005/33/EC which came into force on January 1, 2010. This requires that the fuel oil used by ships while ‘at berth’ in EU ports is to be limited to 0.1% m/m maximum sulphur content.
The particular requirements within Article 4b are:
The change-over to this 0.1% m/m maximum sulphur fuel oil is to be undertaken as soon as possible after arrival and from it as late as possible prior to departure (allowing sufficient time for the crew to complete any change-over).
The times of these change-overs are to be recorded in the ship’s logbook.
The Club’s Risk Assessors whilst visiting ships in Dutch and Belgium ports are finding that a significant number of ships are changing their auxiliary equipment (generators and boilers) from Heavy Fuel Oil to <0.1% sulphur fuel (e.g. Marine Gas Oil (MGO)) before picking up the pilot or when on passage to the berth. Outbound, the change-over was being made after leaving the berth.
The UK P&I Club’s latest supplement Risk Focus: Loss of Power identified a marked increase in main engine and generator failures occurring during critical manoeuvring operations which could lead to catastrophic damage to ships and property.
It was also noted that the compliance with Emission Control Regulations (both in Europe and the US) could be a contributory factor in these failures.
Risk Focus: Loss of Power also pointed out that if a vessel changes over from HFO, when MGO is introduced into the fuel system it may act like a solvent, releasing any asphaltenes (sludge) which then collect in the fuel filters/strainers and clog them which could result in a blackout.
Further problems may occur as a result of introducing relatively cool MGO into a fuel system that is already hot (e.g.“gassing up” of the fuel, thermal stressing etc.). Fuel pump leakage, seizure and decreased efficiency may also be experienced.
The procedure of changing from one type of fuel to another will, therefore, involve a degree of risk and could possibly result in a blackout situation. The consequences of this scenario may be largely minimised by making the fuel change-over after the ship is safely secured inside the port rather than being underway in probably congested / restricted waters.
There are no requirements of the regulations that oblige a ship to make the change-over before berthing (which not only increases potential risk but also fuel costs) only to do so “as soon as possible after arrival and from it as late as possible prior to departure”.
For practical purposes “after arrival” would be when the order “Finished with Engines” is given. Departure time should be set on the basis of the time notified as when engines are first required, reasonable delays accepted. Change-over times should be recorded in a logbook which is countersigned by either the Master or Chief Engineer.
（译文参考：船舶管理部机务培训师 傅恒星译）
安全公告
燃油转换程序-欧盟
欧盟成员被提醒执行2005/33/EC的排放控制方案，即自2010年元月1日起，靠泊欧盟港口的船舶在靠泊期间其使用的燃油硫含量不得大于0.1%。
其特殊要求在第4款b项表述为：
转换为不大于0.1%含硫量燃油的操作应该在抵港后尽可能早点或离港前尽可能推迟进行（允许留有足够的时间供船员完成任何设备燃油转换操作）。
所有这些转换操作应该记入船舶航海日志、轮机日志中。
保赔协会的风险评估师经常会访问靠泊丹麦及比利时的船舶，检查时发现部分船舶是在接引水前或靠泊途中将辅机（发电柴油机和锅炉）燃油转换为小于0.1%含硫量的燃油。离港，燃油转换工作在离泊时进行。
UK P&I近期新增了风险集中项：失去动力，确认主机和发电机在机动用车时发生故障的事例有显著增长，上述问题会导致船舶灾难性损坏和财产巨大损失。
同时注意到，为了满足欧盟和美国的排放控制相关法规而进行的相关操作是造成船舶失去动力及全船失电的重要推手之一。
风险集中：失去动力事故也同样被提出来，在船舶从燃料油转换为低硫油时，MGO进入燃油系统，会表现出溶剂的特征，促进燃油释放出中所含的沥青质（油渣），沥青质在滤器中积聚直至堵塞滤器使电机断油导致全船失电。
原本高温的燃油系统中引入相对低温的MGO可能会引发更多问题（如燃油气化、热应力等），燃油泵泄漏，咬死和效率下降等现象也经常出现。
从一种类型的燃油转换为另一种燃油的过程中，包含一定程度的风险并且可能会导致全船失电的情况发生。如果在船舶安全系泊后再完成燃油转换工作而不是在拥挤或受限的水域来完成，就能够最大限度减少危险后果产生。
法规没有强制要求船舶必须在靠泊前完成燃油转换工作（不仅增加潜在风险，同时增加了燃油成本）仅要求“在抵港后尽可能快和离港前尽可能迟地转换燃油”。
实际上， “完车指令”（Finish with Engines）给出后，才是真正意义上的“抵港后”。离港时间应该是给出第一个用车指令的时间。合理的时间延后是可以接受的。记入航海日志的转换时间应该由轮机长和船长共同签字。
