February 2007 | Page - 4
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A PRIMEVAL TIDE OF TOXINS  
cultural farms, from discharge of human waste, oil spills and other wastes.

These pollutants feed the excessive growth of harmful algae and bacteria. At the same time, over fishing and destruction of wetlands have diminished the competing sea life and natural buffers that once held the microbes and weeds in check.

In Moreton Bay, Australia, Lyngbya majuscula (a strain of cyanobacteria, an ancestor of modern-day bacteria and algae that flourished 2.7 billion years ago) spreads across the seafloor every spring furiously. This weed, called Fireweed, when contacted by humans causes their skin to break out in searing welts, lips blistered and peeled, eyes burned and swelled shut. As the weed blanketed miles of the bay over the last decade, it stained fishing nets a dark purple and left them coated with a powdery residue. When fishermen tried to shake it off the webbing, their throats constricted and they gasped for air. Water that splashed from their nets spread the inflammation to their legs and torsos.

Today this weed has appeared in at least a dozen other places around the globe. Where this pattern is most pronounced, it evokes a scenario of evolution running in reverse, returning to the primeval seas of hundreds of millions of years ago.

- Article compiled by Capt. Vijay Cherukuri, Marine Superintendent.


Runoff from modern life is feeding an explosion of primitive organisms, this is killing larger species and sickening people. Some of the most advanced forms of ocean life like fish, corals and marine mammals are struggling to survive while the most primitive like algae, bacteria and jellyfish are thriving and spreading.

It was often assumed that the damage caused to the Oceans was temporary & the seas will recover. However with the continued pollution of the high seas from varied sources has collectively altered the basic composition of the seas and made the ocean more hospitable to primitive organisms by putting too much food into the water. The modern industrial society is overdosing the oceans with basic nutrients (the nitrogen, carbon, iron and phosphorous compounds) from industrial exhaust, from the vehicle exhausts, wash into the sea from fertilized lawns and agri -
LOW SULPHUR FUEL & LUBRICITY
  • Particles are trapped between surfaces.
  • Surfaces dent and cracks start.
  • The cracks spread even without more particulate damage.
  • Spalls occur as surface material breaks away.
  • Process is accelerated with thinner fuels of lower viscosity.
Hole-type nozzle
  1. Pressure pin
  2. Nozzle body
  3. Nozzle needle
  4. Feed hole
  1. Pressure chamber
  2. Sac hole
  3. Spray hole
  4. Cone angle of spray hole position
Wear in the sliding area, between Plunger and the Barrel  of fuel pump and needle and guide of fuel injector  will result  in  premature failures, associated with liner glazing and excessive  metal wear between rubbing surfaces . Worn material cannot be replaced but increased lubricity and viscosity , between the Barrel and the Plunger, can eliminate slow response and stiction.
  • Improved lubricity can however reduce the rate of deterioration of injector  and fuel pumps .
  • New injectors will stay new much longer if fed with higher lubricity and clean diesel, Improves Viscosity and Lubicity.
Lubricity Improver additives are able to restore the fuels lubricity to the required performance level. One of the the main component of these additives is fatty acid and they form a lubricating film on surface of metals when applied to fuel. The resulting film reduces the friction of metals, improves the lubricity and extreme pressure, thus prevents metals from wear. 


- Article compiled by Mr. Arvind K. Saxena, Fleet Manager.

Concerns over emissions from diesel engines have led to new regulations to reduce fuel sulphur and aromatics content in diesel fuel. As per existing regulations in effect from 19th May 2006, the vessels in general have to use fuels with sulphur content less than 4.5% and that plying in Baltic sea to use fuels with sulphur content less than 1.5%. The new regulation with effect from 1st Jan 2007, in  Californian waters restricts the use of diesel oil more than 0.5% sulphur.

There are many ways to remove the sulphur content. The cheapest of these involves hydrotreating, a process that removes sulphur by treating it with hydrogen. Unfortunately, hydrogen is highly reactive and also reduces the lubricity, or lubrication properties, of the end-product diesel. Another factor in the equation is the initial content of sulphur in the base crude oil; crude from Alaska tends to be very high sulphur, Venezuelan relatively low, for example. As a result the lubrication properties of the fuel could be different for each oil refinery and can even change as a particular refinery's crude oil sources change. Refinery hydro-desulphurisation of diesel fuel can reduce or eliminate naturally occurring lubricity agents in the fuel. Fuels that have been subjected to deep hydro-desulphurisation can cause accelerated wear in diesel injection equipment and result in catastrophic failure of injection pumps. The process of wear is explained by the following pictures.


Microscopic Wear in Injector
Reductions in diesel viscosity and lubricity can reduce the film thickness to a point where metal to metal contact occurs.

Fatigue Wear and Abrasive Wear
Particle caught
Surfaces dented, cracking initiated
After "N" fatigue cycles, cracks spread
Surface fails, particles released
 
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