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185-196
Introduction
FROM the very moment in the fall of 1973 when the Oil Producing and Exporting Countries (OPEC) agreed to decide both
the selling amount and the price ofoil by their own will, the oilconsuming nations of the world were plunged into a severe oil
shock. Even prior to the oil crisis, it was well known t h a t oil resources were limited. People were powerfully aware of the importance of oil, and the crisis deepened further their understanding of the situation as they actually faced not only the expensive price of gasoline for cars and oil for home heat, b u t also
the difficulty of obtaining such fuels.
Furthermore, at the OPEC meeting at Geneva in June 1979
the oil price was raised to some 20 U.S. dollars per barrel and
forecasted to increase further to some $30 by 1980.
As an example of the impact of skyrocketing oil prices, the fuel
oil cost for a 10 000-dwt cargo vessel powered by our 6200-bhp
UE engine burning 1500 sec (Redwood No. I at 100F) heavy fuel
accounted f o r - - e v e n in 1976--approximately 50 to 60 percent
of the overall operating cost (excluding capital costs), according
to the results of an in-house investigation (see Fig. 1).
It is clear t h a t the growing impact of the fuel cost problem on
shipowners, operators, engine manufacturers, and others in the
maritime industry will not disappear. It is also clear that marine
diesel engines are a vital resource to exploit energy savings in
many ways. Accordingly, research and development for this
purpose has been vigorously advanced in marine communities
throughout the world, and the present paper is a record of the
author's experiences with one aspect of this movement, namely,
the use of heavy fuel.
APRIL 1982
0025-3316/82/1902-0185500.49/0
185
(Asof 1976)
I Transportation Cost I
[ Operation Cost I
I
(F) ... Fuel cost
(F) ... Port & stevedoring
charge
(F) = 43.5%~
(F) = 54.1%
"~
...................
~rect
shipCo!i~~"
Vessel A
Vessel
Ol~bcr$
o.o6
Vessel C
Fig. I
Model analysis
~ect
fuel up to both 1500 sec and 3500 sec, however, some items are
just a bit different for the two kinds of heavy fuel and these are
listed in Table 4.
As shown in Fig. 2, various accessories for burning heavy fuel
m u s t be installed. The current technical thinking on these accessories is discussed in the following subsections.
Table 1
"---.--..'~,
RW No.l I00~
type
~cStsoOc
(Horse power)
200
400
600
1,OOO
I, 500
2,500
38
50
75
120
180
280
Diesel oil
U28 tested.
t,
(under 1,800 ps )
DM28, AH28, AH28A
AH28A tested.
150 cSI~,I,200 sec.
v'
DM33 tested.
180 cSt, Ij500
v2
see,
III I
E~8A tested.
. . . . .
.J%.
8eCe
DM47 I( teste
I ....
Table 2
....
~ . ~ ~
EW.No.I 100 ]
Diesel oil
type
~
(Horse power )
UET 45/750, 45180D
" 45/80DS, 52/90C,
" 52/90D, 52/9ODS
"-'~ s,c.
500(
Trunk piston
Common use
"~> Using limit
200
1,OOO
1,500
2,500
5,500
38
120
180
280
380
5,000
5oO
"~>
52/I0;I]S tes
ed.
490 cSt, 5,000 s
.
0.
(under 16,200 ps )
APRIL 1982
187
Table 3
Heav
4-stroke engine,
trunk piston
Engine type
Properties
RW No.I at IooOF
Viscosity
sec,
cSt at 50C
2-stroke UE engine
trunk piston
2-stroke UEengine
cross head
1,500
180
2,500
5,000
280
5OO
Specific gravity
15/4C
0.97
0.98
0.99
Water content
vol. %
0.5
0.5
1.o
Sulphur content
).o
3.5
4.~
Ash content
o.o5
0.O8
0.10
Conradson Carbon
10.0
Asohltenes
6.0
15.0
~8.0
6.0
10.0
Vanadium content
pp~
200
200
~00
Sodium content
ppm
5O
50
80
Si
p~u
5O
A1
ppm
3O
to upper
deck
drain trap
~~~deck
1
draln trap
open
,~
___c~'~
I I~--eloil
~o ~ Iee~ice t ~
~ I I~
fo
f]
~O
'
t~'~
Heavy fuel
service
Heavy fuel
settling taJn]
LOWsuction
(60 mesh)
-
Primary F.0
strainer
-l~:,er~,~
~ d~b
Preheaterf o r
/=~
Inlet preheater
; _pu,ifier
straine
)00mesh
-- (300
me
-supply
-=
I ~
Main inlet
~ M aEngniei n
',
Press. regulatingvalve_
~JI .............
j~r__.___J
~I4
.....
.....
"J
188
MARINE TECHNOLOGY
Table 4
Fuel pipe
all insulated
Oil separator
3,500 sec.
all trace-heated and
insulated.
two stage in tandem;
purifier --~ purifier or
purifier ~
clarifier
aut% blow-off type with
steam jacket and ins~?lated
(attached to engine)
ports)
F.O main pipe
inlet m i n
pipe
Pressure regulating
valve
(attached to
(attached to engine)
fitted to the end of
insulated
insulated
and t r a c e -
heated if possible
Table 5
!,OOO sec.
120 cSt
1,500 sec.
180 cSt
Table 6
3,500 sec.
580 cSt
type
fm 0 to 25
fm 0 to 30
25
3o
6,700
8,200
fm O to 55-40
4-stroke engine
2-stroke UE eng.
2-stroke UE eng.
trunk piston
trunk piston
cross head
3,800-6,500 ps.
5,400-10,650 ps.
55-40
11,ooo
tank capacity (m 5)
Manufacturing
Settling tank;
temperature rise (C)
fm 25 to 60
fm 50 to 65
fm 35 to 70
35
6,400
35
6,500
55
6,600
1.7
1.7
1.7
fm 60 to 90
fm 65 to 95
1966 - 1979
1962 - 1979
1971 - 1979
year
D~esel oll
30.2
(fishing boats)
O%
O%.
6.6 %
2.2 %
O%
fm 70 to 98
30
30
50
3,900
5,900
3,9O0
fm 75 to 85
fm 80 to 90
fm 85 to 95
IO
10
10
I, 900
I,900
1,900
1.7
1.7
1.7
4 0 0 - 999 sec.
15.3
12.1
38.1%
65.2 %
34.7 %
0%
fm 85 to 100
fm 90 to 105
15
1,600
15
1,6OO
fm 93 to 125
32
5,500
about
I,OOO
20,500
22,100
27,900
52
56
72
9.8 %
20.5 %
65.5 %
Numbers of unit
236
261
9~
Heating capacities for L.O settling t~k, L.O purifier, the blow-in
steam for jacket water war,ring, etc, are not included.
1. Supplying ample air, complete combustion can be obtained under burning a low-grade heavy oil.
0 ) IL~creased air amoun~
h_____~Low fuel
~lete
] _ ~ j F u a l cost
(2)
(3)
Moisture ~ _ ~
separator '
Reject of
1 IAvoid breakage
Imoisture due to ~-~of oil film
air cooled
I Ibetween piston
| & liner
II
2. Owing to considerable design improvements, excellent reliability and durability are preserved under burning a low-grade
heavy oil.
(1)
o i l pasea~, in
-Ipistn pin
~replaoe~ent of
I | No stick of
1 ~ S m a l l L.O
~
ring. Low wear~j~splash-up
] Iof ring and ~ ~
'
I liner
) I i Lng piston
r
I I verha~l
/
[_~intervals.
~ jpiston pin.
ll(
oiproof> II
I [NO stress
] I
~consentration
~ l ~ No trouble
{ a r o u n d oil holes J
of piston
pin
(2)
] JL.O cost
~--~saving
I
I
~_~
ic,
Ill i f eng,a
o f ring
l& liner.
---~Long l l f e of
| p i s t o n pin
I
)
l
~
~etal
I
/
fl [Maintenance, I
~_~epare parts
I I & repair costI
[ lea,i~
J
'
{in
(~)
-~Rigid valve
Cage
~ Low deformation
c o
j
~with
I
]
Conical seat.
I IWater-coled valve I
[Jseat.
I
-I Rote-cap.
~
|(Aboves are assort-{
Led case by case) J
[
Fig. 3
APRIL 1982
Avoid corrosion [
Jacket side j
rain.oil ~
~Long service7
'{life of bush.I
INo corrosion~ IMaintenance, 1
~ o r spring. I ~spere parts I
~ &
repair coet~
l leaving
I
L ILOng overhaulI I
V | intervals f I I
~valve & e e a t ~
{Long service|
[[life.
J E a s y draw-out of
I ~valve cage
]. ~
r-~ valve & seat.
i I Low thermal load.
]
~
I I Auto lapping of valve1
~ & seat in operation.
-I Uniform temperature
of valve face
I
Akasaka 4-stroke diesel engines: design features and countermeasures for burning heavy fuel
191
Table 7
Unit
4-stroke
L-------~
~"'"~I
Diesel oil
2-stroke
slow speed
Remark
1500 sec.
1500 sec
5500 sec.
As required
As required
As required
As required
Fuel injection
5O00 -
6OOO
2OO0 -
30OO
2000 -
5000
1500 -
2000
Cleaning
Exhaust valve
6OOO -
90OO
5ooo-
60o0
5OO0-
6OOO
2000 -
3000
Lapping
9000 - 12000
60oo-
9OO0
Startin~
valve
12000-
valve
Safety vlave
Indicator
valve
do~-
9000 - 12000
9000 - 12000
do.-
180OO - 24000
do.-
do.-
18000 - 24000
180O0 - 2400O
12000 - 15000
9000 - 120OO
9OO0 - 120OO
6OOO-
90OO
5000 -
50oo -
3ooo-
6ooo
5000 -
driving
no valve
6000
50oo
5ooo
gear
6000
6ooo
6000 - 12000
6000 - 12000
not needed
Inspection
Inspection
3OOO
5ooo
18000-
24000
12000 - 18000
12000 - 18000
9000 - 12000
Cylinder
18000-
24000
12000 - 18000
12000 - 18000
9000 - 12000
1800O - 24000
12000 - 18000
12000 - 18000
9OOO - 12OOO
Cleaning
18000 - 24000
12000 - 18000
12000 - 18000
12000 - 18000
Inspection,
if needed
F.O injection
18000 - 24000
15000 - 180OO
15000 - 18000
12000 - 15000
12000 - 18000
12OOO - 18OOO
4 stroke;
2 stroke;
Cylinder
liner
cover
test
Inspection
6000 - 12000
6000 - 12000
press,
Measurement
3oOO
300o
not needed
& injection
9000 - 12000
no valve
180OO - 24000
Moving parts in
crank case
Camshaft
15000
(hours)
UE
of combustion
top &
face
BearinCs;
pump
clearance
check
of
Turbocharger;
replacement
inspection
~ear~
60oo-
90oo
6000-
9000
Blower side
6ooo -
90o0
5000 -
60OO
500O -
6OOO
2OOO-
~000
Water washing
Turbine
not needed
6000 -
9000
6OOO-
9OOO
3OOO-
6OOO
Water washing
12000 - 18000
12000-
18000
side
180OO-
Overhaul
24000
Air cooler
030
Cleaning
- 12000
9000
'o08
I
i
OO
(chemical)
m,,n
Inspection
12000 - 18000
12000 - 18000
(ball)
(plain)
0.o6 .......
c
@
0
'
0.04.
~0 . . . .
O
o
He,~
0.0Z
0 U
6
Run hours.
Fig. 4
192
~"
4o
12
14
103
MARINE TECHNOLOGY
capacity is considerably affected by ambient seawater temperature. For the settling tank, purifier and service tank, preheating
is also required to promote cleaning, and for the engine inlet fuel,
preheating is required to reduce the viscosity to about 70 to 80
sec RW No. 1 in order to ensure satisfactory fuel injection.
Heavy fuel preheating can be carried out by a low-pressure
steam generated in the auxiliary boiler or in the exhaust gas
economizer. (If the economizer is employed, the preheating energy cost at sea can be reduced significantly.) Electric heating is
limited for heavy fuel of less than 600 sec; otherwise the generator
output power must be greatly increased. Table 5 gives examples
of recommended preheating capacity and tank capacity.
Table 8
W
ORKN
IG
TIME
MAINTENA~CEWORK
(HOUR)
removal V
EXHAUST
and
ALVE installationof an
removal and installation of
NUMBER 0~
WORKERS
STARTINGAIR VALVE
INDICATORVALVE
~
The heavy fuel limitations of our manufactured engines are removal and installation of a
as indicated in Tables 1-3; however, in practice on existing PUEL INJECTIONVALVE
shipboard engines, the fuels have not been so distinctly heavy.
Table 6 shows the transition in the practice of heavy fuel use in
recent years.
The reasons why heavy fuels of significantly low quality are
still not being used are that the bunkering stations for such fuels
are greatly limited in the United States and Europe and that the ~YLINDER COVER
price differential between fuels is not so great if their viscosity
exceeds 1500 sec RW No. 1. However, since fuel cost occupies
almost 50 to 60 percent of overall operating cost, as mentioned (withbeing a cylinder cover reraoved)
earlier, it is evident that shipowners and operators require
~
~
lower-cost fuels. Accordingly, the use of heavier, cheaper fuels extraction and installation of a
will become popular in near future for marine diesel engines of CYLINDER LINER (withbeing a cylinder
cover and a pistonremoved)
fairly high speed.
Since various improvements have been introduced to cope with
unnecessary
heavy fuel, neither serious damage nor engine trouble due to fuel cleaning of CYLINDERLINER PORTS
quality has ever been caused in our engines so long as the specifled heavy fuels were used. For reference, our 4-stroke engine's
design features and countermeasures for burning heavy fuel are
~ : Shows one hour
shown in Fig. 3. Similar as well as additional countermeasures
have also been completed on our 2-stroke UE engines; thus the
heavy fuel listed in Table 3 could be used without any particular
: Showsone worker
difficulties. Nevertheless, the influence of the changed properties
of heavy fuels should be thoroughly understood in order to
properly operate and maintain diesel engines.
As already mentioned, the higher the viscosity of the heavy
Table 9 Man-hours for one complete cylinder assembly
fuel, the higher the preheating necessary to reduce viscosity in
transferring, purifying, etc.; therefore, the oil pressure of the fuel
Item
m a n x hrs.
Total man-hours
system should be raised (2.0 to 3.0 kg/cm2 for 1500 sec and 3.0 to
5.0 kg/cm 2 for 3500 sec) in order to prevent vapor lock.
1. E x h a u s t v a l v e
2x0.5
1.0
Increased water in heavy fuel could be discharged sufficiently
2.
S
t
a
r
t
i
n
g
v
a
l
v
e
i
x
0
.
5
0.5
by the conventional water-washing method so long as the specific
gravity is kept within 0.99. However, purifier capacity should be
3. I n d i c a t o r v a l v e
ix0.5
0.5
increased somewhat to obtain far more effective cleaning.
4. F u e l i n j e c t i o n
Sulfur, which increases the risk of low-temperature corrosion,
valve
1 x 0.5
0.5
could be neutralized by alkaline cylinder oil. It is said that the
dew point of sulfuric acid lies at about 200C; therefore the cyl5. S a f e t y v a l v e
ix0.5
0.5
inder liner, the gas passage of the cylinder cover and the turbo6. C y l i n d e r c o v e r
3x2
6.0
charger gas casing, which are directly in contact with combustion
gas, should be above this temperature so as to prevent corrosion.
7. P i s t o n
3xi.5
4.5
The jacket cooling water temperature should be kept at the
8. C y l i n d e r l i n e r
3xl
3.0
highest allowable limit (70 to 80C) where possible.
Higher carbon residue and asphalt content in heavy fuel may
Total
16.5 hrs.
lead to lower combustion efficiency due to a long ignition lag, high
boiling point, long combustion duration, etc. and, as a result, may
9. S t u f f i n g b o x
2 x 1
2.0
cause carbon deposit around the combustion components. For
10. C r o s s h e a d
3 x 1
3.0
such fuel, it would be important to preserve suitable viscosity at
the fuel injection nozzle and to raise the injection pressure with
ii. C r a n k p i n b e a r i n g
2 x 1
2.0
a sufficient volume of air in the cylinder.
12.
M
a
i
n
b
e
a
r
i
n
g
2
x
1
2.0
High vanadium content, particularly in combination with high
sodium, may decrease the melting point of iron, causing highOne complete
temperature corrosion damage to the piston crown and exhaust
a s s e m b l y total
25.5 hrs.
valve. To cope with this trouble, the piston as well as the exhaust
APRIL 1982
193
Ship A
Ship B
Ship C
'11
L_ln
0
I I J J
O,O5 "~"
Wear factor
Fig. 5
o, o 5
O. ~ '~'~
mm/10 3 hrs.
mm
~o.3
%
Ring m a t e r i a l ;
-- ~ Uballoy
Below ~ r d .'Uballoy
f
0.2
D
~ 0.1
~ITarkalloy
ll Uballoy
top
ring
2nd
Position
Fig. 6
5th-
4th
3rd
of piston
rlng
Metric Conversion
1 dwt
1 gross ton (100 f t 3)
1m
1 mm
1 kg/cm 2
C
1 bhp
=
=
=
=
=
=
=
Table
1.016 047 metric tons
2.831 685 m :~
3.28 ft
0.04 in.
14.2 psi
5/9 (F -32)
0.7457 kW
. = 100%
110
~o5
lOO
I
1,000
I
2,000
I
3,000
I
4,000
M A R I N E TECHNOLOGY
Main engine;
Slow speed
M.C.R
(Max. continuous rating)
S.C.R
Medium speed
6,000 ps
6,000 ps
165 rpm
9OO/160 rpm
5,500 ps
5,500 ps
159 g/psh
165 g/psh
1,500 sec.
diesel oli
specific gravity
0.96
0.85
9,800 k c a l / k g
10,200 kcal/kg
19.89 kl/day
25.60 kl/day
5,255
Diesel Generator;
M.C.R
S.C.R
200 kw = 300 ps
170 g/psh
1.44 kl/day
(kl/day, US gal/day)
380 US gal/day
Preheating steam;
Required heat
131,700 kcal/h
not necessary
0.456 kl/day
(kl/day, US gal/day)
120 US gal/day
20 kl/day
5260 US gal/day
Diesel oil
2 kl/day
27.O4 kl/day
500 US gal/day
Table 10 Fuel and lubricant cost calculation
7150 US gal/day
0.157
"
1,264
"
"
"
2.245 - 1,264
2.245
x 100 = 45.7 = 44 %
0.8 g/psh
system oil
0.1
"
I. 5 g/psh
L.O cost
cylinder oiI,TBN = 70
3.3 us$/gal
2.8
specific gravity
0.93
"
115.5 I / d a y
i
14.2
"
0
212.9 1/day
11.6 1/day
34.140 US$/year
11.6 1/day
6.585
"
57.296 US$/~ear
"
57.296
57.296 - 40.725
"
x 1OO = 28.9 = 29 %
57.296
APRIL 1982
195
196
ships. When the run-hours are still within 4000, the mutual
abrasive wear, due obviously to the "running-in" of the piston
rings, is observed. As the run-hours accumulate further, an almost
ideal corrosive wear mode begins to appear.
T h e t y p i c a l wear factor of a p i s t o n ring is s h o w n in Fig. 6. O n
Conclusion
Most of the author's experience with heavy fuel has been discussed briefly herein, and yet much more remains to be discussed.
A fuel which has been forecasted to appear in the marine bunkering market in near future is certainly a problem we shall have
to deal with. However, we are just now standing on the starting
line to challenge this problem of converting to heavy fuel. The
author's company is, therefore, determined to make greater efforts to study how to use such a significantly lower-quality
fuel.
MARINE TECHNOLOGY