MAN EDF CIMAC

Limitations
Limitations Limitations
S.N° Parameters Units Report: T-30508700-2019-000629 Report date: 27.04.2020

Standard Optimum Standard Optimum

Standard Limit Optimum Value Standard Limit Optimum Value
Limit Value Limit Value

1 Bromine Number g Br/100g <12 <10 12 12 10

Ref:FO19050_EDF-EDL_L_35, dated 1st April 2020:

Inhibitors are added to the fuel in order to reduce the content
of some components. The goal can be to bring a low quality
fuel into the specification or to hide a mix of different
qualities of fuel.
Inhibitors influence a lot of engine parameters (injection,
combustion, fouling of the exhaust system) and reduce the
filtration and purification process efficiency by increasing
the tendency of the fuel to form harmful gums.
Inhibitors have a limited action in time. A fuel which is in
the speicifications on the day of the test can be out of
specifications several days or weeks after. The duration of
action of the inhibitor depends on the type of inhibitor used.
Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020:
Avoid the use of a fuel with bromine rate higher than 12
g/Br/100g. High bromine rate is an indicator of the presence
of inhibitor which are in some cases abrasives, can reduce
the efficiency of the purification process and lead to the use
in engines of fuel sometimes loaded with particles and
sediments, especially in base load operation when the
maximum capacity of the purification process is reached or
when fuel quality is not optimal (high sediment content).

Vanadium / Sodium <1/3 can be managed by exhaust temperature

2 - Sodium <1/3 of Vanadium, sodium<100 Sodium <Vanadium/3 Sodium <1/3 of Vanadium
Ratio follow up and load reduction
 Ref:MAN:PEQAC_073e/19: The sodium content Ref:FO19050_EDF-EDL_L_35, dated 1st April 2020: Ref:CIMAC Number 21/2003:All residual fuels
should not exceed 1/3 of the vanadium content. This This parameter is a specific one used to manage the risk of contain vanadium and those introduced from external
high sodium content can cause hot corrosion at hot corrosion in hot areas. The consequences of operation in the sources such as sodium from sea water. When a fuel
engine parts (e.g.turbocharger, exhaust valves) too. critical range is very fast and irreversible engines damages is burned some of these metals are converted into
Ref:MAN O&M Manual: If the vanadium/sodium (mainly the exhaust system). solid particles of oxides, sulphates or more complex
ratio is unfavorable, the melting point of the heavy The presence of inhibitors can influence the ratio. The compounds, collectively know as ash. The nature of
fuel oil ash may fall in the operating area of the follow up of this ratio can be difficult in presence of these compounds is such that at certain higher
exhaust-gas valve which can lead to high-temperature inhibitors. temperatures these solid ash particles will become
corrosion. Most of the water and water-soluble Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020: partly fluid. in this state they can adhere to the engine
sodium compounds it contains can be removed by Operator has to be careful with any sea water pollution coponents in a combustion system, when the
pretreating the heavy fuel oil in the settling tank and which can increase the sodium content in the combusiton component surface temperatures are high enough.
in the separators. chamber. These adhering ash deposits can cause damage to
The risk of high-temp.corrosion is low if the sodium The V/Na ratio is not depending on the content of each components (piston crowns, exhaust valves and
content is one third of the vanadium content or less. it single element but, the risk of fouling and high temperature turbocharger blade surfaces), either by a process
must also be ensured that sodium does not enter the corrosion is lower if each single element (V and Na) is termed 'hot corrosion' . The temperature at which the
engine in the form of seawater in the intake air. present in a small quantity. Lower than 50 for Na and 100 ash particles start to become fluid and to stick to
If the sodium content is highter than 100mg/kg, this for Vanadium for example. surfaces, often referred to as the 'stiction'
is likely to result in a highter quantity of salt deposits temperature, is lowest for ashes which are rich in V
in the combustion chamber and exhaust-gas system. and Na.
This will impair the function of the engine (e.g,
suction function of the turbocharger).

3 Vanadium mg/kg 450 600

4 Sodium mg/kg <100

%
5 Water Content (volume/volu 0.5%
me)
Ref:PEQAC_073e/19: The water content must not
exceed % before the separator. After separator
(before engine) the water content must not exceed %.
Too high water content harms the engine parts.
Ref:MAN O&M Manual: Water content in the fuel
promotes corrosion and sludge formation in the fuel
system and therefore impairs the supply, atomisation
and combustion of the heavy fuel oil.
<0.5% 0.1% <0.5%
Ref:FO19050_EDF-EDL_L_35, dated 1st April 2020: A
too high water content can lead to significant engines
damages, especially to injection system. The second
consequence of a high water content is to increase the
difficulty of hard particulate removal by the purification and
filtration process.
Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020:
Water (sea water) has major impact on engines operation, it
reduce the efficiency of the atomization process, producing
a lot of combustion residues, and it reduce de lubrication
properties of the fuel (important impact on injection
system). A high water content increase the difficulty of hard
particulate removal by the purification and filtration process.

Carbonyl
6 Components (Total mg/KOH/g 2.5 2.5 <1.0 <2.5 <1.0
acid number)
 Ref:MAN:PEQAC_073e/19:
Carbonyl components can have different sources.
Biofuel can be one source, chemical waste another.
Often the presence of carbonyl component correlates
with a high acidity of the fuel. The acid number of
this fuel is with 1.4mg KOH/g respectively high, but
still within the requirements.
Potassium in fuel has been seen very seldom. This
high potassium content can cause sticky deposits on
hot engine parts that can cause hot corrosion.
Ref:FO19050_EDF-EDL_L_35, dated 1st April 2020:
Chemical pollution can be due to a lot of different causes.
The most common one is bad storage condition: boat,
cleaning of the tanks or any other pollution. The second one
is fuel mixing, with very low quality fuel (in order to dilute
very bad fuel in a better one), sometimes with biofuel, etc.
The consequences of a chemical pollution are very close to
and linked with the ones of the previous finding. Chemical
pollution is more common on highly mixed fuel.
Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020:
Avoid fuel with chemical waste, used lube oil and/or Bio
fuel. The carbonyl content can be tracked with Total acid
number.
Ref:CIMAC Number 21/2003:
Fuels with high acid numbers arising from acidic
compounds occasionally have caused accelerated
damage to marine diesel engines. Such damages have
been found primarily within the fuel injectors and
associated pumps. These failures have resulted
shortly after commencement of use of the bunker
supplies.

Ratio of Asphaltene
7 content / Conradson <0.66 0.5 max <0.5 <0.66 <0.5
Carbon Residue
Ref:MAN O&M Manual: Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020: The
If the portion of asphalt is more than two thirds of the presence of coke formed during combustion can be a source
coke reisude (conradson), combustion may be of erosion (and fouling). The Ratio of Asphaltene
delayed which in turn may increase the formation of content/Conradson carbon residue (micro carbon residue)
combustion residues, leading to such as deposits on should be below 0.66, try to be at 0.5, to prevent injection
and in the injection nozzles, large amounts of smoke, and combustion issue.
low output, increased fuel consumption and rapid rise
in ignition pressure as well as combustion close to the
cylinder wall. If the ratio reaches the limit 0.66, and
if the asphalt content exceeds 8%, the risk of deposits
forming in the combustion chamber and injection
system is higher.

8 Carbon Residue mass % 20 max 22

Total Sediment
9 (mass/mass)% 0.1% <0.1% 0.03%
Content
Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020:
Avoid fuel with high sediment content. A high sediment
content can lead to reduce the clearances between pistons
ring and cylinder sleeve which can lead in worse cases to
piston seizure. Avoid the use of fuel with total sediment
highter than 0.1%. This parameter is a very good indicator
of cleanliness, stability.
<0.1%
Ref:CIMAC Number 21/2003:
All residual fuels contain a certain amount of
sediment. This sediment can be both of organic and
inorganic nature. The total sediment is defined as the
sum of the insoluble organic and inorganic material
which is separated from the bulk of the sample by
filtration through a specified filter and which is also
insoluble in a predominatly paraffinic solvent. The
total sedimen test assesses both the cleanliness and
stability of the fuel without differentiating between
these two properties. Fuels with total sediment
content in excess of the specification limit can cause
severe difficulties in use.
 Catalyst fines
Aim for 20
10 (Al+Si, Metal mg/kg 60 <60 80
max
content)

Ref:MAN:PEQAC_073e/19: Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020: Ref:CIMAC Number 21/2003:

Catfines are abrasive particles. A too high content of
catfines is very abrasive and will cause wear in the
fuel system and combustion chamber.
Avoid the use of fuel with catalyst fines. Catfines is the first
source of abrasive particulates in fuels. To reduce the risk of
erosion and wear due to catfines, avoid fuel with Al+Si
content highter than 60mg/kg. The optinum level is 15-
30mg/kg.
The main source of potentially abrasive particulates
in bunker fuels is catalyst fines. Aluminium and
silicon intended to limit catalyst fines contamination
to a level that will ensure minimal risk of abrasive
wear, given that adequate fuel pre-treatment is
achieved.
 HEAVY FUEL OIL PARAMETERS
Ref:FO19050_EDF-EDL_L_35, dated 1st April 2020:
Inhibitors are added to the fuel in order to reduce the content of some components. The goal can be to bring a low quality fuel into the specification or
to hide a mix of different qualities of fuel.
Inhibitors influence a lot of engine parameters (injection, combustion, fouling of the exhaust system) and reduce the filtration and purification process
efficiency by increasing the tendency of the fuel to form harmful gums.
Inhibitors have a limited action in time. A fuel which is in the speicifications on the day of the test can be out of specifications several days or weeks
Bromine after. The duration of action of the inhibitor depends on the type of inhibitor used.
1
Number Ref:FO19050_EDF-EDL_L_37, dated 27 April 2020:
Avoid the use of a fuel with bromine rate higher than 12 g/Br/100g. High bromine rate is an indicator of the presence of inhibitor which are in some
cases abrasives, can reduce the efficiency of the purification process and lead to the use in engines of fuel sometimes loaded with particles and
sediments, especially in base load operation when the maximum capacity of the purification process is reached or when fuel quality is not optimal
(high sediment content).

Ref:MAN:PEQAC_073e/19:
The sodium content should not exceed 1/3 of the vanadium content. This high sodium content can cause hot corrosion at hot engine parts
(e.g.turbocharger, exhaust valves) too.
Ref:MAN O&M Manual: If the vanadium/sodium ratio is unfavorable, the melting point of the heavy fuel oil ash may fall in the operating area of the
Vanadium exhaust-gas valve which can lead to high-temperature corrosion. Most of the water and water-soluble sodium compounds it contains can be removed
2 / Sodium by pretreating the heavy fuel oil in the settling tank and in the separators.
Ratio The risk of high-temp.corrosion is low if the sodium content is one third of the vanadium content or less. it must also be ensured that sodium does not
enter the engine in the form of seawater in the intake air.
If the sodium content is highter than 100mg/kg, this is likely to result in a highter quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (e.g, suction function of the turbocharger).

Ref:PEQAC_073e/19:
The water content must not exceed % before the separator. After separator (before engine) the water content must not exceed %. Too high water
Water content harms the engine parts.
3
Content Ref:MAN O&M Manual: Water content in the fuel promotes corrosion and sludge formation in the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.

Carbonyl Ref:MAN:PEQAC_073e/19:
Componen Carbonyl components can have different sources. Biofuel can be one source, chemical waste another. Often the presence of carbonyl component
4 ts (Total correlates with a high acidity of the fuel. The acid number of this fuel is with 1.4mg KOH/g respectively high, but still within the requirements.
acid Potassium in fuel has been seen very seldom. This high potassium content can cause sticky deposits on hot engine parts that can cause hot corrosion.
number)
 Ref:MAN O&M Manual:
Ratio of If the portion of asphalt is more than two thirds of the coke reisude (conradson), combustion may be delayed which in turn may increase the formation
Asphalten of combustion residues, leading to such as deposits on and in the injection nozzles, large amounts of smoke, low output, increased fuel consumption
e content / and rapid rise in ignition pressure as well as combustion close to the cylinder wall. If the ratio reaches the limit 0.66, and if the asphalt content exceeds
5
Conradson 8%, the risk of deposits forming in the combustion chamber and injection system is higher.
Carbon
Residue

Ref:CIMAC Number 21/2003:

All residual fuels contain a certain amount of sediment. This sediment can be both of organic and inorganic nature. The total sediment is defined as the
Total sum of the insoluble organic and inorganic material which is separated from the bulk of the sample by filtration through a specified filter and which is
6 Sediment also insoluble in a predominatly paraffinic solvent. The total sedimen test assesses both the cleanliness and stability of the fuel without differentiating
Content between these two properties. Fuels with total sediment content in excess of the specification limit can cause severe difficulties in use.

Catalyst Ref:MAN:PEQAC_073e/19:
fines Catfines are abrasive particles. A too high content of catfines is very abrasive and will cause wear in the fuel system and combustion chamber.
7 (Al+Si,
Metal
content)
Ref:MAN O&M Manual: The addition of engine oils (old lubricating oil, ULO-used lubricating oil) and additives that are not manufactured from
mineral oils, (coal-tar, e.g) and residucal products of chemical or other processes such as solvents (polymers or chemical waste) is not permitted.
Some of the reasons : abrasive & corrosive effects, unfavourable combustion, poor compatibility with mineral oils and adverse effects on the
Used environemnt.
8 lubricating If engine oils added to fuel this poses a particular danger as the additives in the lubricating oil act as emulsifiers that cause dirt, water and catfines to
oil (ULO) be transported as fine suspension. This can severely damage the engine and turbocharger components.
The addition of chemical waste products(solvents, e.g) to the fuel is prohibited for environmental protection reasons according to the Marine
environment protection committee (IMO).