SOLUTIONS FOR LOW EMISSIONS OPERATIONS
It is likely that the fuel supply system originally designed for your existing ship's main and auxiliary engines was created to run on fuels with differing properties than the future fuels available on the marine market today.
New fuel supply systems for newbuild and existing vessels require expert engineering and consultation to ensure the correct components and materials are integrated in compliance with future fuels.
Controlling fuel viscosity and temperature at engine inlets remains crucial.
Therefore introducing any new fuel to an existing fuel supply system may require an evaluation of the system and potential modifications to maintain reliability and peak performance. These avoid system instabilities, leaks, clogging, thermal stresses and excessive wear.
Whatever option you choose to be compliant, you can rely onAuramarine'sexpertise to ensure the safest and most efficient solution available.
- Safe design
- Suitable for engines and other methanol consumers
- Fulfills rules and regulations
HFO and MGO
An operator's choice of fuel depends on trade routes as well as on the frequency and combinations of port calls within and outside sulphur emission control areas (SECAs).
Typical choices are:
- Conventional HFO or low sulphur fuel oil depending on EGCS availability
- Low sulphur HFO and MGO
MDO/MGO
For ships without scrubbers fitted and where the use of conventional 3.5%S HFO is prohibited on board, common fuel options are 0.5% sulphur content MDO (DMB) or 0.1% sulphur content MGO (DMA, DMZ) fuels.
Biofuels
- Cross-industrial collaboration
- Correct materials
- Temperature management
Solutions to support LNG/LPG operations
- Pilot fuel supply units
- MGO fuel supply units
- LSHFO fuel supply units
What we do for you:
Definitions
Heavy fuel oil (HFO): available either with a high sulphur content (e.g. RMA-RMK), in which case a scrubber is needed, or with a 0.50% (low) sulphur content (also called global fuel), or a 0.10% (ultra low) sulphur emission control area (SECA) compliant content. In both latter cases a scrubber is not needed. HFO needs to be heated to reach the correct viscosity. When using HFO, a fine filter is recommended to prevent potential damage from impurities, such as cat fines.
Liquefied petroleum gas (LPG, LP gas, or condensate), is a flammable mixture of hydrocarbon gases such as propane and butane.(Wikipedia)
Marine diesel oil (MDO): based on today’s availability, MDO (DFB/DMB) is suitable for use by vessels operating in non-SECA areas due to its 0.5% sulphur content. To reach the correct viscosity, it needs to be cooled using a cooler.
Liquefied natural gas (LNG)is natural gas (predominantly methane, CH4, with some mixture of ethane, C2H6) that has been cooled down to liquid form for ease and safety of non-pressurized storage or transport. (Wikipedia)
Marine gas oil (MGO): required for operation in SECA areas and in certain ports. Sulphur content 0.1% (DMA, DMZ). To reach the correct viscosity, a cooler or possibly a chiller is needed. A compatibility check of the feeder and booster pumps is required before switching to MGO to ensure that any viscosity-related issues, and subsequently the risk of capacity and lubrication problems, are avoided.
Biofuels:biomass and waste-derived liquid fuels for large diesel engines(Bioflexproject)
Let's talk!
Every ship is different from a technical, trading and operational perspective. However, from design to delivery there are elements of newbuilding and modernisation projects that remain essential for all vessel types, namely cost efficiency and short lead times.
开云体育在线登录入口官网下载Auramarine的行业专家团队在这里help you navigate the complexities of future fuel requirements for your vessel’s fuel supply systems and to tailor solutions for your projects. We always look ahead and keep an eye on the future, ensuring your system is as flexible as possible to accommodate change.
Contact us to find the best solution to meet your vessel’s needs:
Tel.: +358 20 486 5030