Figure No. 9: Fuel Treatment
Figure No. 10: Ignition and Combustion
Regrettably so far no distinctive and generally accepted method is at hand to clearly discriminate between fuels that ignite properly and such that do not. Progress has been achieved in the last years [14, 15], but it is expected to take some time until ISO include a method and limits for ignition quality into a revised edition of ISO 8217. In the mean time ship owners are advised to avoid bunkering of low viscosity high density fuels in case their engine is critical in CCAI or CII terms. The probability of problems is low in case OEM advise is considered. Increased load (generators) and heated scavenge air help to reduce the problem.
4. Conclusions and Recommendations
Following the critical path through the nine sections above it becomes evident that there is quite a number of "negative events" which under normal circumstances can and will be compensated for by corrective measures of redundant systems.
Some processes, however, can lead to situations in which damage, malfunction and risk for engine, ship and human life are the result. These, although rare on a statistical basis, can and must be reduced by keeping the fuel management of a ship on the correct track.
On a statistical basis it appears that there are more problems with the logistical and technical activities of ordering, supplying, treating and consuming the fuel than with the actual quality of the fuel per se.
