Operation on Heavy Residual Fuels

Fuel Oil Quality

MAN B&W Diesels two-stroke low speed diesel engines and MAN B&W Holeby four-stroke diesel GenSets are designed to operate in accordance with the unifuel principle, with the same fuel for both main and auxiliary diesels. For guidance on purchase, reference is made to ISO 8217, BS6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines, edition 1990. From these, the maximum accepted grades are RMH 55 and K55. The mentioned ISO and BS standards supersede BS MA 100 in which the limit is M9.

For reference purposes, an extract from relevant standards and specifications is shown in Table 1. Based on our general service experience and as a supplement to the above-mentioned standards, we have prepared a guiding fuel oil specification, shown in Table 2. In both tables the analysed data refers to fuel oils as delivered to the ship, i.e. before onboard cleaning. Fuel oils limited by this specification have, to the extent of their commercial availability, been used with satisfactory results in MAN B&W two-stroke low speed diesel engines and four-stroke Holeby auxiliary diesel engines.

Guiding specification (maximum values) kg/m3 991 * Density at 15 oC Kinematic viscosity 55 at 100 oC cSt 700 at 50 oC cSt Flash point
o o

>

60 30 22 0.15 0.10 1.0 5.0 600 80

Pour point C Carbon residue %(m/m) Ash %(m/m) Toal sediment after %(m/m) ageing Water %(V/V) Sulphur %(m/m) Vanadium mg/kg Aluminium + Silicon mg/kg Equal to ISO 8217/CIMA C H55 * 1010 provided automatic modern clarifiers are installed m/m = mass V/V = volume

Table 2: Guiding fuel oil specification

Designation Related to ISO 8217 (96): Characteristic Density at 15 C Kinematic viscosity at 100 oC Flash point Pour point Carbon residue Ash Total sediment after ageing Water Sulphur Vanadium Aluminium and silicon
o

CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC A 10 B 10 C 10 D 15 E 25 F 25 G 35 H 35 K 35 H45 K 45 H 55 K 55 F Dim. kg/m3 cSt 2)
o

RMA 10

RMB 10

RMC 10

RMD 15

RME 25

RMF 25

RMG 35

RMH 35

RMK 35

RMH 45

RMK 45

RMH 55

Limit max. max. min.

4)

950 10 6 60 0 6 3) 12

975

980 15 15 60 24 14 30 14 0.10 0.10 0.80 4.0 300 350 80 200 15

991 25

991 35

1010

991 45

1010

991 55

1010

C C

min. max. max. max. max. max. max. max. max. 150

60 30 20 0.15 18

60 30 22 0.15 0.10 1.0 5.0 500 300 80 600

60 30 22 0.15 0.10 1.0 5.0 600 80

60 30 22 0.15 0.10 1.0 5.0 600 80

%(m/m) %(m/m) %(m/m) %(V/V) %(m/m) mg/kg mg/kg

0.10 0.10 0.50 3.5

0.10

0.10 1.0 5.0

80

80

1)

Approximate equivalent viscosities (for information only): Kinematic viscosity (cSt) at Kinematic viscosity (cSt) at Sec. Redwood I at 100 oC 50 oC 100 oF 6 22 165 10 40 300 15 80 600 25 180 1500 35 380 3500 45 500 5000 55 700 7000

2) 3)

1cSt = 1 mm2/sec Applies to region and season in which fuel is stored and used, (upper value winter quality, bottom value summer quality) Recommended value only May be lower if density is also lower

4)

Table 1: Residual marine fuel standards

It should be noted that current analysis results do not fully suffice for estimating the combustion properties of fuel oils. This means that service results may depend on oil properties which cannot be known beforehand. This applies especially to the tendency of the fuel oil to form deposits in combustion chambers, gas passages and turbines. We would point out that the data given refers to the fuel as supplied, i.e. before the onboard cleaning. On account of their limited commercial availability, relatively little service experience has been accumulated on fuels with data exceeding the following: Viscosity . . . . . . . . . . . . 450 cSt/50 oC Carbon residue . . . . . . . . . . . . . . 18% Sulphur . . . . . . . . . . . . . . . . . . . . . 4% Vanadium . . . . . . . . . . . . . 400 mg/kg If fuels exceeding these data are to be used, the engine performance should be closely watched. If fuel oils exceeding the data in Table 2, especially with regard to viscosity and density, are to be used, the engine builder should be contacted for advice regarding possible fuel oil system changes.

quality. The water separation ability of the fuel oil is ensured by limiting the density for reasons of centrifuging as stated in the specification. Density is normally measured at higher temperatures, and the density at 15 oC is calculated on the basis of tables which, depending on their origin, date of issue, and the data on which they are based, may give slightly differing densities at 15 oC. Whereas the limit of 991 kg/m3 must be observed when traditional centrifuges (Purifier Clarifier) are used, 1010 kg/m3 is accepted in case centrifuges capable of handling fuel of this density are installed. Flash point The flash point limit is set as a safeguard against fire. Sulphur The corrosive effect of sulphuric acid during combustion is counteracted by adequate lube oils and temperature control of the combustion chamber walls. The sulphur content has a negligible effect on the combustion process. Carbon residue The carbon residue is measured as Conradson Carbon or as Microcarbon. Fuels with high carbon residue content may cause increased fouling of the gasways, necessitating more frequent cleaning, especially of the turbocharger and exhaust gas boiler. Some changes in combustion, requiring adjustment of maximum pressures for reasons of economy, may also be attributed to a high carbon residue content. Part of the carbon residues represents asphaltenes. The effect of asphaltenes on the combustion is similar to that of the carbon residue. Asphaltenes also affect the fuel oil lubrication properties. In extreme cases, high asphalt content may lead to fuel pump sticking. Fuels with a high content of asphaltenes may tend to emulsify with water.

Water Water in the fuel should be removed by centrifuging the fuel before use. This applies especially to salt water, the sodium content of which may result in deposits on valves and turbochargers. If water cannot be removed, homogenising after centrifuging is recommended. Ash Ash represents solid contaminants as well as metals present in the fuel in soluble compounds (vanadium). Part of the ash may be catalyst particles from the refining process. Such particles are highly abrasive. Solid ash should be removed to the widest possible extent by centrifuging. Vanadium and sodium Vanadium is present in the fuel in soluble compounds and, consequently, cannot be removed. Vanadium, in combination with sodium, may lead to exhaust valve corrosion and turbocharger deposits, especially if the weight ratio of sodium to vanadium exceeds 1:3, and especially in the case of a high vanadium content. For smaller contents of sodium and vanadium, the weight ratio is considered of less importance (for vanadium content less than 150 mg/kg). Sodium is normally present in the fuel as a salt water contaminantion and may, as such, be removed by centrifuging. Sodium may also reach the engine in the form of airborne sea water mist. Aluminium and silicon The limit to aluminium and silicon has been introduced in order to restrict the content of catalytic fines, mainly Al2O3 and SiO2, in the oil. 80 mg Al2 and Si corresponds to up to 170 mg Al2O3 and SiO2. Catalytic fines give rise to abrasive wear, and their content should, therefore, be reduced as far as possible by centrifuging the fuel oil before it reaches the engine.

Comments on Analysis Data

Viscosity Viscosity can only partly be considered a quality criterion for fuel oils, and is stated mainly for handling reasons (pumps, preheaters and centrifuges). Density Density is related to the fuel quality due to the fact that cracked products have a higher carbon content, are more aromatic, and are thus heavier. Therefore, fuels with high density are also high in carbon residue and asphalt. The ignition and combustion characteristics of higher density fuels may be inferior. A low viscosity, together with a high density, may indicate poor ignition 2

Ignition quality Normally applied analytical data for fuel oil contain no direct indication of ignition quality, neither do current specifications and standards. Although not an important parameter for low and medium speed engines with high compression ratios, the ignition quality can to some extent be predicted by calculations based on viscosity and density, using formulas issued by the oil industry (CCAI by Shell or CII by BP). High density in combination with low viscosity may be an indication of poor ignition quality. Concluding remarks Generally, it can be concluded that no single analysis data or fuel oil property is conclusive in defining the quality of the fuel. Key parameters are Viscosity, Density, Carbon Residue and Al/Si.

Fuel Oil Treatment

Fuels supplied to a ship must be treated on board before use. Detailed information on fuel oil system layout can be found in the CIMAC Recommendations concerning the design of heavy fuel treatment plants for diesel engines issued in 1987. Practically all fuel specifications refer to fuel as supplied and, as such, serve primarily as purchasing specifications. Furthermore, the data in a standard fuel analysis serves to adjust the onboard treatment and is actually of little use to the operator when referring to the engine operational data. Hence our basic design criterion is that our engines shall be capable of accepting all commercially available fuel oils, provided that they are adequately treated on board. For this purpose, a well-designed fuel oil treatment system is a must. General minimum recommendations for the lay-out of such a system have been specified and should be complied with in order to ensure proper treatment of the fuel permitted by our guiding specification. The operation of the fuel preparation system is the responsibility of the operator. Good results require both the correct system and the correct operation of the system. The fuel oil system consists of a cleaning plant (comprising centrifuging) and a pressurised fuel oil system. Fig. 1 shows the pressurised fuel oil system, and the connection from the centrifuges.

Fuel Oil Stability

Fuel oils are produced on the basis of widely varying crude oils and refinery processes. Due to incompatibility, such fuels may occasionally tend to be unstable when mixed, for which reason mixing should be avoided to the widest possible extent. A mixture of incompatible fuels in the tanks may result in rather large amounts of sludge being taken out by the centrifuges or even lead to centrifuge blocking. Inhomogeneity in the service tank can be counteracted by re-circulating the contents of the tank through the centrifuge. This will have to be carried out at the expense of the benefits derived from a low centrifuge flow rate as mentioned below.

From centrifuges

Deck

Automatic de-aerating valve

Venting box Diesel oil service tank Heavy fuel oil service tank

Common fuel oil supply unit

Overflow valve adjusted to 4 bar

Full flow filter Main engine

Booster pump

Supply pumps

Circulation pumps

Heater

Auxiliary engine

Auxiliary engine

Auxiliary engine

To jacket water cooling pump suction

Fuel oil drain tank

Diesel oil Heavy fuel oil Heated pipe with insulation

Fig. 1: Presssurised fuel oil system

Centrifuging Recommendations
Fuel oils should always be considered as contaminated upon delivery and should therefore be thoroughly cleaned to remove solid as well as liquid contaminants before use. The solid contaminants in the fuel are mainly rust, sand, dust and refinery catalysts. Liquid contaminants are mainly water, i.e. either fresh water or salt water. Impurities in the fuel can cause damage to fuel pumps and fuel valves, and can result in increased cylinder liner wear and deterioration of the exhaust valve seats. Also increased fouling of gasways and turbocharger blades may result from the use of inadequately cleaned fuel oil. Effective cleaning can only be ensured by using a centrifuge. We recommend that the capacity of the installed centrifuges should, at least, accord to the centrifuge makers instructions. To obtain optimum cleaning, it is of the utmost importance that the centrifuge is operated with as low a fuel oil viscosity as possible, and that the fuel oil is allowed to remain in the centrifuge bowl for as long as possible. A sufficiently low viscosity is obtained by operating the centrifuge preheater at the maximum allowable temperature for the fuel concerned. See Fig. 2. For fuels above 180 cSt/50 oC it is especially important that the highest possible temperature, 98 oC, is maintained in the centrifuge oil preheater. The fuel is kept in the centrifuge as long as possible by adjusting the flow rate through the centrifuge so that it corresponds to the amount of fuel required by the engine without excessive re-circulating. Consequently, the centrifuge should operate for 24 hours a day except during necessary cleaning.

Centrifuges with separate feed pumps with a capacity matched to the engine output are to be preferred. Taking todays fuel qualities into consideration, the need for cleaning the centrifuges (shooting frequency) should not be underestimated.

On centrifuges equipped with adjusting screws and/or gravity discs, their correct choice and adjustment is of special importance for the efficient removal of water. The centrifuge manual states which disc or screw adjustment should be chosen on the basis of the density of the fuel.

Centrifuge and preheater Major makers capacity specification % 80 Rate of flow Related to rated capacity of centrifuge

60

40

20

% 100

Separation temperature

90

80

70

Log. scales

15 30 60 400

25 80 600

45 180 1500

75 380 3500

100

130 cSt/80 OC 700 cSt/50 oC 7000 sec RI/100 oF

200

Fig. 2: Centrifuge makers capacity specification

The normal practice is to have at least two centrifuges available for fuel cleaning purposes. Results from experimental work on the centrifuge treatment of todays residual fuel qualities have shown that the best cleaning effect, particularly in regard to removal of catalytic fines, is achieved when the centrifuges are operated in series, i.e. in purifier/clarifier mode. This recommendation is valid for conventional centrifuges. For more modern types, suitable for treating fuels with densities higher than 991 kg/m3 at 15 oC, it is recommended to follow the makers specific instructions. In this context, see paragraph on high density fuels. If the installed centrifuge capacity is on the low side, in relation to the specific viscosity of the fuel oil used, and if more than one centrifuge is available, parallel operation should be considered as a means of obtaining an even lower flow rate. However, in view of the above results and recommendations, serious consideration should be given to installing new equipment in compliance with todays fuel qualities and flow recommendations. For determination of the centrifuging capacity, we generally advise that the recommendations of the centrifuge maker be followed, but the curves in Fig. 2 can be used as a guide.

purifier, new improved clarifiers, with automatic de-sludging, have been introduced, which means that the purifier can be dispensed with. With such equipment, adequate separation of water and fuel can be carried out in the centrifuge, for fuels up to a density of 1010 kg/m3 at 15 oC. Therefore, this has been selected as the density limit for new high density fuel grades. Thus we have no objections to the use of such high density fuels for our engines provided that these types of centrifuges are installed. They should be operated in parallel or in series according to the centrifuge makers instructions.

in any fuel specification. Both ultrasonic and mechanical homogenisers are available. Fine filters Fine filters are placed directly after the centrifuge, or in the supply line to the engine, in order to remove any solid particles not taken by centrifuging. The mesh is very fine, i.e. down to 5 m. Homogenising before a fine filter may reduce the risk of fine filter blocking by agglomeration of asphaltenes. Super decanters This is, in principle, a horizontal clarifier. The aim is to remove sludge before normal centrifuging, and thus prevent blocking of the centrifuge.

Supplementary Equipment
In a traditional system, the presence of large amounts of water and sludge will hamper the functioning of a clarifier, for which reason a purifier has been used as the first step in the cleaning process. With the new automatic de-sludging clarifiers, the purifier can, as mentioned, be dispensed with. We consider the removal of solids to be the main purpose of fuel treatment. Although not necessarily harmful in its own right, the presence of an uncontrolled amount of water and sludge in the fuel makes it difficult to remove the solid particles by centrifuging. Therefore, additional equipment has been developed: Homogenisers Homogenisers are used to disperse any sludge and water remaining in the fuel after centrifuging. A homogeniser placed after the centrifuge will render fresh water (not removed by centrifuging) harmless to the engine, and eventually lead to the acceptance of fuels with no density limit. Homogenising may also be a means to cope with the more and more frequently occurring incompatibility problems, which are not really safeguarded against

Pressurised Fuel Oil System

A pressurised fuel oil system is preferable when operating on high viscosity fuels. When using high viscosity fuels requiring high preheating temperatures, the oil from the engine fuel oil system to the return line will also have a relatively high temperature. When this part of the fuel oil system was non-pressurised, we received some reports of boiling and foaming in the return pipe, especially if any water was present in the fuel oil. Cases of cavitation at the fuel oil primary pump suction side have also been reported, especially in such installations with low static pressure, i.e. ships with low deck height. As shown in Fig. 1, illustrating the pressurised fuel oil system, an additional supply pump is placed between the service tank and the circulating loop, and the return line is connected, via a deaerating valve, to the service tank. This enables a pressure of about 4 bar to be maintained in the preheated system as a safeguard against gasification. A pressurised system is standard on all MC low speed engines and Holeby

High Density Fuels

In view of the fact that some fuel oil standards incorporate fuel grades without a density limit, and also the fact that the traditional limit of 991 kg/m3 at 15 oC is occasionally exceeded on actual deliveries, some improvements in the centrifuging treatment have been introduced to enable treatment of fuels with higher density. Since the density limit used so far is, as informed by centrifuge makers, given mainly to ensure interface control of the 6

auxiliary diesels, and can be retrofitted on all previous engines. The fuel oil pressure measured on the engine (at fuel pump level) should be about 8 bar, which is equivalent to a circulating pump delivery pressure of up to 10 bar. This maintains a pressure margin against gasification and cavitation in the fuel system, even at 150 oC preheat.
Temperature after heater
o

Approximate viscosity after heater cSt. 7 sec. Rw. 43

170 Normal heating limit 160 150 10 12 15 52 59 69

Heating of Fuel Oil

In order to ensure correct atomisation, the fuel oil temperature must be adjusted according to the specific fuel oil viscosity used. Inadequate temperature will influence the combustion and may cause increased wear on cylinder liners and piston rings, as well as deterioration of the exhaust valve seats. Too low a heating temperature, i.e. too high viscosity, may also result in too high injection pressures, leading to excessive mechanical stresses in the fuel oil system. In most installations, heating is carried out by means of steam, and the viscosity is kept on the specified level by a viscosity regulator controlling the steam supply. Depending on the viscosity/temperature relationship of the fuel oil (the viscosity index), an outlet temperature of up to 150 oC may be necessary, as indicated on the guidance curves shown in Fig. 3, which illustrate the expected heating temperature as a function of the specific fuel oil viscosity in cSt/50 oC. The recommended viscosity meter setting is 10-15 cSt. However, service experience has shown that the viscosity of the fuel before the fuel pump is not too critical a parameter, for which reason we allow a viscosity of up to 20 cSt after the heater. In order to avoid too rapid fouling of the heater, the temperature should not exceed 150 oC.

140 130 120 110 100 90 80 70 60 Approximate pumping limit 50 40 30 10 30 200 60 400 15 100 800 25 180 1500 35 380 3500 45 55 cSt/100 oC 600 cSt/50 oC 6000 sec. Rw/100 oF 20 87

30

125

Viscosity of fuel
Fig. 3: Heating chart for heavy fuel oil

Operational Aspects
All low speed engines from and including the K-GF (from around 1973) are equipped with uncooled, all-symmetrical light-weight fuel injection valves. These allow constant operation on heavy fuel, due to the built-in possibility of circulating heated heavy fuel

through the high-pressure fuel pipes, and fuel valves during engine standstill. On the auxiliaries a corresponding circulation of fuel takes place through the fuel pumps while the same recommendation applies. In view of the price difference between diesel oil and heavy fuels, and because 7

of the latent risk of diesel oils and heavy fuels of marginal quality forming incompatible blends during fuel type changing, it is recommended that both main and auxiliary engines at all times, irrespective of load, are operated on heavy fuels. This includes start, stop and manoeuvring. Should a change to diesel oil be necessitated by, for instance, the need for a major repair of the fuel oil system, a prolonged stop, or the use of low-sulphur fuels where required by environmental legislation, the heavy fuel in the system can be changed with diesel oil at any time, even when the engine is not running. During engine standstill, the circulation of heated fuel oil through the fuel system does not require the same low viscosity as is recommended for injection. Thus, in order to save steam, the heating temperature may be lowered by some 20 oC, giving the circulating oil a viscosity of some 30 cSt. The temperature should be raised to the recommended service value, as illustrated in Fig. 3, about 30 minutes before the expected starting-up. As mentioned previously, the heating temperature must not exceed 150 oC, and during operation it is not necessary to apply pipe heating by means of heat tracing. When running on diesel oil, the heat tracing system must not be used at all. However, it should be noted that the pipe heating system on drain pipes should remain in operation during running on heavy fuel.

Lubricating Oil Qualities

Circulating oil, low speed diesels Rust and oxidation inhibited engine oils of the SAE 30 viscosity grade should be chosen. The oils should have adequate dispersancy/detergency to keep the crankcase and the piston cooling spaces free from deposits. Alkaline system oils have, in general, proved to be superior in this respect. For engines with an integrated geardriven Power Take Off (PTO), a minimum FZG load level (Four-square gear oil test) of 8 should be observed. Circulating oil, auxiliary diesels Rust and oxidation inhibited engine oils of the SAE 30 viscosity grade should be chosen. The oils should have adequate dispersancy/detergency to keep the crankcase and the piston cooling spaces free from deposits. Alkaline system oils have, in general, proved to be superior in this respect. To cater for appropriate neutralising of sulphuric acid, formed during combustion an initial TBN level about 20-25 is recommended. Cylinder oil, low speed diesels For engines operation on gas oil or diesel oil, a cylinder oil with a viscosity of SAE 50 and TBN (alkalinity expressed as Total Base Number) 10-20 is recommended. The same type of oil is used during running-in on the testbed. For engines operating on heavy residual fuel oil, a cylinder oil with a viscosity of SAE 50 and TBN about 70 is recommended.

In most cases the high TBN cylinder lubricant will also be satisfactory during temporary operation on diesel oil/gas oil. In general, changing the cylinder oil type to correspond to the fuel type used (i.e. bunker fuel or diesel oil/gas oil) is considered relevant only in cases where operation on the respective fuel type is to exceed 10 hours. However, it should be noted that some of the high alkaline cylinder oils are not compatible with certain low sulphur fuels having poor combustion properties, and with some diesel oils. If any such incompatibility, indicated by poor cylinder conditions, is revealed when inspecting through the scavenge air ports, it may be advisable to use a cylinder oil with a lower TBN. Low alkaline cylinder lubricants are available on request from the major lubricating oil suppliers.

Lubricating oils Low speed main engine Type Requirement Circulating oil SAE 30, TBN 5-10 Cylinder oil SAE 50, TBN 70-80 Oil company Elf BP Castrol Chevron Exxon Fina Mobil Shell Texaco Atlanta Marine D3005 Energol OE-HT 30 Marine CDX 30 Veritas 800 Marine Exxmar XA Alcano 308 Mobilgard 300 Melina 30/30S Doro AR 30 Talusia XT 70 CLO 50-M S/DZ 70 cyl. Delo Cyloil Special Exxmar X70 Vegano 570 Mobilgard 570 Alexia 50 Taro Special Aurella 3020 Energol IC-HFX 203 Castrol TLX 203 Delo 2000 Exxmar 24 TP30 Stellano 320 Mobilgard (TB 25) Argina oil S30 Taro 20 DP 30 Auxiliary engine Circulating oil SAE 30, TBN 20-25

Brands Table 3 indicates international brands of oils that have given satisfactory results when applied in MAN B&W diesel engine types. The list must not be considered complete, and oils from other companies may be equally suitable. Further information can be obtained by contacting the engine builder or MAN B&W Diesel A/S.

* for S26MC TBN 10-20 is preferred Table 3: International brands of lubricating oils which have been applied with satisfactory results in MAN B&W engines