Engine & Machinery Division Tel No.

+82 52 202 7313

1000, Bangeojinsunhwan-doro 24/7 Hot line +1 212 845 9803
Dong-gu, Ulsan, Korea 682-792 Fax No +82 52 202 7581
E-mail: enginecs@hhi.co.kr

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: enginecs@hhi.co.kr

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 RMA RMB RMD RME RMG RMK

10 30 80 180 180 380 500 700 380 500 700

Kinematic
2
viscosity mm /s max. 10.0 30.0 80.0 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0
at 50 ℃

Density 3
kg/m max. 920.0 960.0 975.0 991.0 991.0 1010.0
at 15 ℃

CCAI - 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: k240hhi@hhi.co.kr
 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: k240hhi@hhi.co.kr
 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: k240hhi@hhi.co.kr
 Page
All type 1/4
Section No. Rev.
Fuel Oil and Its Control Fuel Oil Quality
연료 및 관리 연료 특성
G05200 1C

1. 연료 특성 1. Fuel Characteristics
1) 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) Density
만일 연료의 밀도가 최대 밀도 (15℃에서 991 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.

HYUNDAI HEAVY INDUSTRIES CO., LTD. Engine & Machinery Division 13.11/KCM
 Page
All type 2/4
Section No. Rev.
Fuel Oil and Its Control Fuel Oil Quality
연료 및 관리 연료 특성
G05200 1C

어떠한 형태로든 재가 엔진 부품의 기계적인 마 As the ash in any form 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 deposit formation in combustion
유발시킨다. chamber and exhaust system particularly at
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.

HYUNDAI HEAVY INDUSTRIES CO., LTD. Engine & Machinery Division 13.11/KCM

Fuel Oil and Its Control Fuel Oil Quality
연료 및 관리
8) 수분
표준화된 증류 시험에 의해서 수분 성분을 측
정할 수 있다. 수분은 연료 분사 펌프의 부식 및
공동현상 그리고 배기 시스템과 터보 과급기의
상태악화 등을 야기시킨다. 수분 성분은 원심 분
리에 의해 최대 0.2%까지 줄여야 한다.
9) 연마입자
연료는 알루미늄과 실리콘 산화물로 구성된
연마 입자에 의해 오염될 수 있다. 만일 효율적
인 연료의 처리가 수행되지 않으면 분사 장치와
실린더 라이너 / 피스톤 링에 비정상적 마모가
발생할 수 있다.
2. 점화 특성
점화 특성은 연료 분사와 연소 사이의 간격을 나타
내는 점화 지연과 관계가 있다. 만일 낮은 부하나 연
소실에서의 저온 혹은 저압 상태에서 엔진이 작동된
다면, 점화 지연은 길어진다. 처음 시동 시, 충분하게
예열하지 못한 엔진은 낮은 점화 특성으로 손상을 입
을 수가 있다. 중유의 점화 특성을 얻기 위해 CCAI
(Calculated Carbon Aromaticity Index) 방정식이 이용
될 수 있다.
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.
Page
All type 3/4
Section No. Rev.
연료 특성
G05200 1C
8) Water
The water content can be measured by a
standardized distillation test. The water
causes corrosion and cavitations of the fuel
injection pump and fouling of the exhaust
system and turbochargers. The water content
should be reduced to maximum 0.2% by
centrifuging
9) Abrasive Particles
Fuel oil can be contaminated by abrasive
particles composed of aluminum and silicon
oxides. If the efficient fuel treatment is not
applied, these fine catalysts can cause
abnormal wear on injection system and
cylinder liners / piston rings.
2. Ignition Quality
The ignition quality is related to the ignition
delay that is the intervals between fuel injection
and combustion. If the engine is operated at low
load or in the condition of low temperature or
pressure in the combustion chamber, the ignition
delay is lengthened. During first operating, the
engine can be damaged by the low ignition quality
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.
Engine & Machinery Division 13.11/KCM
 Page
All type 4/4
Section No. Rev.
Fuel Oil and Its Control Fuel Oil Quality
연료 및 관리 연료 특성
G05200 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 The CCAI guidelines are specified in G05100 (Fuel
참조한다. oil specification).

HYUNDAI HEAVY INDUSTRIES CO., LTD. Engine & Machinery Division 13.11/KCM

Fuel Oil and Its Control
연료 및 관리
1. 일반사항
엔진은 최고 700cSt at 50℃의 점도를 가진 잔사유
(HFO/MDO)로 운전 가능하다. 이 값은 ISO8217(2012)
에 따라 RMK700의 등급에 해당된다. 이 엔진은 저 점도
의 혼합 연료뿐만 아니라 정제유(MDO/MGO)로도 운전
가능하다.
요구되는 정제유 (MDO/MGO)의 품질은 ISO8217
(2012) 내에 ISO-F-DMA, DMZ 그리고 DMB 등급에
따르고 있다.
연료는 아래와 같이 엔진에 공급되기 전 정제되고 예
열되어야 한다.
2. 연료 처리 과정
1) 정제
잔사유(HFO/MDO)는 항상 고체 입자, 소금 및
물 등으로 오염되어 있기 때문에 원심분리기로 정
제되어야 한다.
연료의 고체 오염물질은 피스톤 링과 실린더 라
이너의 과도한 마모를 유발하거나, 연료 분사 펌
프와 연료 분사 밸브의 고착을 일으킬 수 있다.
연료 내에서의 액체 오염 물질은 배기 시스템과
터보과급기 뿐만 아니라 연료 분사 펌프와 연료
분사 밸브의 부식 및 공동현상을 일으킬 수 있다.
그러므로 적합한 분리 장치가 외부 연료 시스템
에 설치되어야 한다. 잔사유(MDO/HFO) 및 정제
유(MGO/MDO)는 선상에서 쉽게 오염되기 때문이
다.
연료의 원심분리는 원심분리기 메이커 메뉴얼에
따른다.
HYUNDAI HEAVY INDUSTRIES CO., LTD.
Page
All type 1/5
Section No. Rev.
Fuel Oil Specification
연료 사양
G05100 1G
1. General
The engine can be operated on Residual fuel oil
(HFO/MDO) of viscosity up to 700cSt at 50℃, which
corresponds to the grades of ISO8217(2012). It can
be also operated on blended fuels of lower viscosity
as well as distillate fuel oil (MDO/MGO).
The quality requirements for MDO/MGO shall be
in accordance with ISO-F-DMA, DMZ and DMB
grade in ISO8217(2012).
The fuel should be cleaned and preheated before
entering the engine as follows.
2. Fuel Treatment
1) Purification
Residual fuel oil should be purified by
centrifuging because the fuel oils are always
contaminated with solid particles, salt and
water etc.
Solid contaminants in the fuel oils can cause
excessive wear to the piston rings and cylinder
liners or seizure of fuel injection pump and fuel
valve.
Liquid contaminants in the fuel oils can
cause fouling of exhaust systems and
turbochargers as well as corrosion and
cavitations of fuel injection pumps and fuel
valves.
Therefore qualified separation equipment
should be included in the external fuel oil
system not only for HFO but also for
MDO/MGO which is easily contaminated on
board.
Fuel oil separation should be carried out
accordance with separator maker's manual.
Engine & Machinery Division 14.01/KCM
 Page
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Section No. Rev.
Fuel Oil and Its Control Fuel Oil Specification
연료 및 관리 연료 사양
G05100 1G

2) 가열 2) Heating
엔진으로 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 A typical fuel oil viscosity diagram regarding
래에 나타나 있다. temperature is as follows.

HYUNDAI HEAVY INDUSTRIES CO., LTD. Engine & Machinery Division 14.01/KCM
 Page
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Section No. Rev.
Fuel Oil and Its Control Fuel Oil Specification
연료 및 관리 연료 사양
G05100 1G

3) 점도의 제어 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 Higher or lower viscosity may cause
시스템에 심각한 손상을 초래할 수 있습니다. serious damages on fuel injection system.

3. 표준 연료 특성치 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,

HYUNDAI HEAVY INDUSTRIES CO., LTD. Engine & Machinery Division 14.01/KCM
 Page
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Section No. Rev.
Fuel Oil and Its Control Fuel Oil Specification
연료 및 관리 연료 사양
G05100 1G

Distillate Fuel Oil

Category ISO-F-
Characteristics Unit Limit
DMA DMZ DMB
max. 6,000 6,000 11,00
Kinematic viscosity at 40℃a mm 2/s
min. 2,000 3,000 2,000

Density at 15 ℃ kg/m 3 max. 890,0 890,0 900,0

Cetane index - min. 40 40 35

Sulfurb mass % max. 1,50 1,50 2,00

Flash point ℃ min. 60,0 60,0 60,0

Hydrogen sulfide mg/kg max. 2,00 2,00 2,00

Acid number mg KOH/g max. 0,5 0,5 0,5

Total sediment by hot filtration mass % max. - - 0,10d

Oxidation stability g/m 3 max. 25 25 25e

Carbon residue: micro method on the 10% volume
mass % max. 0,30 0,30 -
distillation residue
Carbon residue: micro method mass % max. - - 0,30

Cloud point ℃ max. - - -

winter quality ℃ max. -6 -6 0

Pour point (upper)c
summer quality ℃ max. 0 0 6

Appearance - - Clear and brighth d,e,f

Water volume % max. - - 0,30d

Ash mass % max. 0,010 0,010 0,010
Lubricity, corrected wear scar diameter
㎛ max. 520 520 520 g
(wsd 1,4) at 60℃h
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 5/5
Section No. Rev.
Fuel Oil and Its Control Fuel Oil Specification
연료 및 관리 연료 사양
G05100 1G

Residual Fuel Oil

Category ISO-F-

Characteristics Unit Limit RMA RMB RMD RME RMG RMK

10a 30 80 180 180 380 500 700 380 500 700

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. 920,0 960,0 975,0 991,0 991,0 1010,0

CCAI ─ max. 850 860 860 860 870 870

SulfurC mass % max. Statutory requirements

Flash point ℃ min. 60,0 60,0 60,0 60,0 60,0 60,0

Hydrogen sulfide mg/kg max. 2,00 2,00 2,00 2,00 2,00 2,00

Acid numberd 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

Pour point
(upper)e
summer quality ℃ max. 6 6 30 30 30 30

Water volume % max. 0,30 0,50 0,50 0,50 0,50 0,50

Ash mass % max. 0,040 0,070 0,070 0,070 0,100 0,150

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 ─ 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

a
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.
b
1 mm2/s=1 cSt.
c
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