Marine Fuel Oil

Part 2
Standards & Handling
Classification & Standardization
of Marine Fuel Oils
Classification: dividing the Marine Fuel Oils into groups
with similar processing and properties

Standardization: setting limits for fuel properties which are

accepted by the industry => suppliers and
customers use them as parameters to
describe the quality of a fuel order / delivery;

=> commercial standards

Types of Fuel Bunkers
Residual Fuel Oil

 a wide group of high viscosity, high density oils consisting of

residues from various refining processes, blended with a distillate
fraction

 often classified according to the Intermediate Fuel Oil (IFO) grade

system, where the viscosity is specified at 50°C, for example an
IFO-180 has a kinematic viscosity of 180 cSt at 50°C.
Classification used for Marine Fuel Oils
Type of classification used on the
MGO (Marine gas oil) international bunker market
made from distillate only
MDO (Marine diesel oil)
a blend of heavy gasoil that may contain very small amounts of black refinery feed stocks, but
has a low viscosity up to 11 cSt so it need not be heated for use in internal combustion engines
IFO (Intermediate fuel oil)
a blend of gasoil and heavy fuel oil, with less gasoil than marine diesel oil
HFO (Heavy fuel oil)
Pure or nearly pure residual oil
MFO (Marine fuel oil)
same as HFO (just another "naming")
See also <OM_Marine Fuel Oil_1_Properties.pptx>
Chart 2, Today’s Marine Fuel Oils (“Bunker Fuels”)
Classification used for Marine Fuel Oils
Additionally, marine fuels are still quoted on the international bunker markets with their maximum viscosity
(which is set by the ISO 8217 standard - see below), for example :

IFO 180
Intermediate fuel oil with a maximum viscosity of 180 Centistokes at 50°C

IFO 380
Intermediate fuel oil with a maximum viscosity of 380 Centistokes at 50°C

Following MARPOL requirements, Low-sulphur fuels have been introduced:

LSMGO
Low-sulphur (<0,1%) Marine Gas Oil - The fuel is to be used in EU community Ports and Anchorages.
EU Sulphur directive 2005/33/EC

LS 180
Low-sulphur (<1,0%) intermediate fuel oil with a maximum viscosity of 180 Centistokes

LS 380
Low-sulphur (<1,0%) intermediate fuel oil with a maximum viscosity of 380 Centistokes
Standardization of Marine Fuel Oil
Historical Development
1982 BRITISH STANDARD MA 100
1985 CIMAC Requirements for Intermediate Residual Fuels for Diesel Engines (as bunkered)
Principal Grades
1986 ISO 8216:1986 (E)
1987 ISO 8217:1987
1996 ISO 8217:1996
2005 ISO 8217:2005 Third Edition

2010 ISO 8216-1:2010

Petroleum products – Fuels (class F) –
Classification Part 1: Categories of marine fuels

2010 ISO 8217:2010 Fourth Edition:

Petroleum products – Fuels (class F) – Specifications of marine fuels
Standardization of Marine Fuel Oil
ISO 8216-1:2010
Petroleum products – Fuels (class F) –
Classification Part 1: Categories of marine fuels

Latest issue: 2017

Standardization of Marine Fuel Oil
ISO 8217:2010 (E)
Petroleum products – Fuels (Class F) – Specifications of marine fuels

• ISO 8217 is the most significant fuel oil standard in the marine industry. (Ordering by
viscosity or generic trade name is still often used, the full specification of the fuel is
incomplete => difficulties when fuel problems arise)
• Fuel related operational problems arose with the generalized upgrading of refinery
operations in the second half of the 1970s from straight run to complex refining.
• An international ISO standard has existed since 1987: ISO 8217. The stated purpose of ISO
8217 is to define the requirements for petroleum fuels for use in marine diesel engines and
boilers, for the guidance of interested parties such as marine equipment designers, suppliers
and purchasers of marine fuels.

Latest issue: 2017

Marine
Distillate Fuels
Marine
Residual Fuels
Use of standards

• Specified standards, laws leaves, limits etc. are subject to a

certain update by the editors, authorities etc.

• Standards presented in the lessons shall indicate their existence.

• For practical purpose, always look for the latest issue of the
original documents.
Operational Problems

Poor fuel quality…

 low engine performance

 frequent / severe engine damage
 fuel oil handling problems
Operational Problems
Poor fuel quality…

low engine performance:

 lower engine power output

 higher fuel oil consumption
 abnormal exhaust gas emission
 ignition and combustion problems
 fluctuating exhaust gas temperature
…
Operational Problems
Poor fuel quality…

 frequent / severe engine damage:

 frequent failure of injection pumps and valves

 wear or corrosion in the fuel system & injection system
 deposits, wear or corrosion at cylinder liners, piston,
piston rings, exhaust valves
 turbocharger reduced efficiency or turbine damage
 …
Operational Problems
Poor fuel quality…

fuel oil handling problems:

 high sludge volume from the settling tank

 abnormal sludge or emulsion from the purifier
 fuel filters frequently clogged
 injection viscosity cannot be hold
 fuel oil is difficult to transfer
…
Operational Problems
 High temperature corrosion
 Low temperature corrosion
 Incompatibility
 Low sulphur problem
 Gap fuels
 Bore polishing
 Cavitation in fuel injection pump
 Used lubricating oil
 Microorganisms
 Catalyst residues (see catalytic fines - aluminium &
silicon)
Operational Problems: High temperature corrosion
Problem description
• Metal compounds form strongly forming ash melts (oxides, carbonates, sulphates) in the
combustion process .
• Vanadium concentrations above 250 mg/kg can lead to increased wear on very warm and hot
engine components (piston crown, exhaust valve, nozzle ring) or on superheater surfaces of
high-pressure steam boilers.
• The ash with the highest melting-point-dependent corrosion rate is a compound of sodium
sulphate (Na2SO4) and vanadium pentoxide (V5O5).
• The sodium compound reduces the bonding temperature and increases the corrosive effect
of the melt.
• The sodium to vanadium ratio of approximately 1 : 3 or 3 : 1 is considered extremely critical.
In this case, the melting range starts at below 500°C. Bonding temperatures are already
distinctly below that – at the temperature level of the combustion chamber components!
Operational Problems: High temperature corrosion
Operational Problems: High temperature corrosion
Wear on hot engine components
Operational Problems: High temperature corrosion
Wear on hot engine components
Operational Problems: High temperature corrosion
Avoiding problems
• The quantity of vanadium in the fuel depends on the quality of crude used.
• Vanadium is soluble in fuel and cannot be separated from fuel by onboard processing systems.
• Sodium occurs in seawater (as NaCl) and can also reach the combustion chamber in
combustion air, especially during bad weather and in stormy seas.
• Sodium chloride dissolves in water and can be mostly purged by the purifier.
Operational Problems: Low temperature corrosion
Problem description
• Large quantities of SO2 und SO3 are generated in the steam phase of exhaust gas during
combustion of sulphurous fuels.
• Sulphurous acids (H2SO3) and sulphuric acid (H2SO4) are formed together with the
condensate of combustion. (The combustion of 1 kg fuel generates approximately 1 kg water
as reaction product).
• In areas of low surface temperatures, a few components can fall below dew point, forming
corrosive acids (low temperature corrosion).
• Cylinder liners, piston skirts, piston rings and piston ring grooves, and the flue gas side of the
pre-heater in the case of boilers, are particularly endangered areas.
Operational Problems: Low temperature corrosion
Avoiding problems
• During operation, care needs to be taken that the cylinder cooling water temperature and
scavenging air temperature are not too low and the base number of the cylinder oil or
engine oil is matched to the sulphur content of the fuel.
Operational Problems: Incompatibility
Problem description
• Residual fuel is a mix of components with various molecular structure and viscosity. It is a
dispersion of asphaltenes and malthenes.
• The high-molecular asphaltenes (rich of aromatics) are dispersed in the fuel oil as colloids,
only a small amount is coagulated.
• If these components are not compatible to each other, the mix is not in balance. As a
consequence, asphaltenes are secreted from the mix.
• If the C/H equilibrium in the border zones of asphaltenes and malthenes is disturbed, e.g. by
adding of an incompatible fuel, the asphaltene micelles will agglomerate and they will
segregate as an asphalt-like sludge.
• This can happen, when gas oil or marine diesel oil (paraffins) is mixed into the high-viscose
fuel with the intention to adjust the viscosity.
• This can also happen, when different bunkers are mixed in the same tank.
• Residuals from thermal cracking foster incompatibility.
Operational Problems: Incompatibility
Problem description

Heavy fuel oil mix of colloid-

disperse asphaltenes in an oil
phase (malthene phase) in
equilibrium state
Operational Problems: Incompatibility
Stable and unstable fuels
• All stable fuels have a certain reserve of stability, which depends on the fuel composition.
This reserve of stability can be reduced by changing the chemical or physical properties of
the oil phase, e. g. by mixing with another type of fuel.
• Two fuels are compatible if they can be mixed without settling of sludge and sediments
under normal storage conditions. Such blended fuel is now stable.
• Two stable fuels can, after mixing, result in one unstable mixture (even with supposedly
identical or similar fuels) if the components are incompatible.
• 50/50 mixtures, mixtures at high temperatures and mixtures of fuels with high sediment
content or with high viscosity or density differences are especially critical.
Operational Problems: Incompatibility
Consequences: An unstable fuel / incompatible fuel mix may cause:
 Sludge formation in the tank (critical in stormy seas)
 Deposits in the fuel oil system (filters, end preheater)
 Excessive sludge formation in the separator/purifier 1)
 Frequent clogging of fuel filters
 Insufficient spray formation during injection
 Disturbances in the combustion process and increase of combustion residues

1) Asphaltenes stabilize oil-water emulsions by forming stable oily films at border areas of
the particles. This can cause problems when separating fuels containing water =>
excessive sludge formation.
Operational Problems: Incompatibility
Clogging of fuel filters
Operational Problems: Incompatibility
Engine failures in ECA zones caused by
incompatibility of conventional bunker
oil with high sulphur content to low-
sulphur distillate fuel:

The distillate fuel relieves asphalt

deposits from the bunker oil in the
tanks
 clogging of the fuel oil filters
 breaking down of the engine
 emergency situations
Operational Problems: Incompatibility
Destabilization can be caused by:
 adding of hydrocarbons with low viscosity;
 adding of heavy fuels from other „crude runs“;
 viscosity reduction through temperature increase;
 by the coagulating effect of water.

To avoid problems, pay attention to:

 Avoid mixing of fuel if not necessary.
 If mixing cannot be avoided, test the compatibility before.
 Add the light oil to the heavy oil, not vice-versa.
 Circulate the oil mix (by pumping) at least 6 hours.
 Purify of the oil mix before injection.
 Purify oils with high asphaltene content at low temperatures.
 Empty and clean the tanks (bunker, settling, service tanks).
Operational Problems: Incompatibility
Avoiding problems
• With mixing of highly viscous fuels, there is generally just a small risk of incompatibility.
• By contrast, a mixture of heavy fuel oil and distillates, e.g. during onboard blending, can be
very problematic and therefore should not be stored in tanks.
• Onboard mixing of fuels should be avoided.
• Should mixing be unavoidable, however, the so-called spot test according Io ASTM D 2781
should be applied to ascertain compatibility. Warm fuel of 60 to 70°C is spotted drop-wise on
special blotting paper. After a period of about 2 hours conclusions can be drawn about
compatibility based on the extent of spread.
Operational Problems: Incompatibility
Compatibility test
Operational Problems: Incompatibility

Compatibility test

Video: Kittiwake - Compatibility

Operational Problems: Incompatibility
Compatibility test 1
Interpretation of the results: comparison with reference spots:

1. Homogenous spot – no inner ring

2
2. Faint or poorly defined inner ring, only slightly darker than the
background
3
3. Well-defined inner ring

4. Well-defined inner ring, thicker than the ring in spot 3, and

somewhat darker than the background 4

5. Very dark solid or nearly solid area in the centre. Central area is
much darker than the background.
5
Operational Problems: Incompatibility
Compatibility test
Interpretation of the results: comparison with
reference spots:
Operational Problems: Low sulphur problem
Problem description
• Fuel pump damages: Low sulphur content reduces lubricity. (That’s why low-sulphur diesel
fuel for land application contains friction modifiers.) It is possible that during changeover
from warm residual oil (approximately 150°C) to distillate fuel (ambient temperature) fuel
pumps easily undergo seizing and are damaged.
• Fluctuating combustion quality: The combustion quality of low-sulphur fuel varies
considerably from time to time depending on the mixing ratio of components.
• Lacquering: A high final boiling point is possible, as the boiling characteristics for marine
fuels are not defined. Operation under full load (high temperatures) can lead to
polymerisation of the un-boiled fuel => lacquering on the piston top land, particularly in the
case of thermally highly loaded 4-stroke engines.
Operational Problems: Low sulphur problem
Problem description
• Alkaline deposits, honing of cylinder liners:
Fuels with a low sulphur content together with lubrication oils with a high unused base
number (BN) can lead to alkaline deposits.
Alkaline deposits can scrape-off cylinder oil film, resulting in dry friction between the
cylinder wall and piston rings and the development of cylinder liner scuffing.
High-molecular organic residue it can extensively put score marks of honing on the cylinder
liner surface. Cylinder liners lose their attribute of storing oil - an attribute that is useful in
countering problems arising from boundary lubrication.
Operational Problems: Low sulphur problem
Lacquering
Operational Problems: Low sulphur problem
Accumulation of alkaline deposits on piston crown’s top land
Operational Problems: Low sulphur problem
Avoiding problems
• Carefully select the cylinder lubricating oil to be compatible with fuel oil sulphur content.
• Carry 2 grades of cylinder oil; one for use with high sulphur fuel and the other for operation
on low sulphur fuel.
• Procedures for individual onboard operation should be worked out even with regard to
mixing of fuels (see compatibility).
• An understanding should be reached with the supplier (fuel and lubrication oil) to match
sulphur content and base number to one another.
Operational Problems: Gap fuels
Problem description
• One possible mix product of distillates with a high flash point and residual oils of vacuum
distillation is so-called gap-fuel.
• Here the boiling curve of the mixture (blended fuel) extends over a very wide temperature
range (approximately 150 to 750°C).
• Hence, problems that may result are
 ignition quality/inflammation => with high component load
 combustion quality => increased depositions
 after-burning => high exhaust gas temperatures
 as well as problems of stability/compatibility (see above).
Operational Problems: Bore polishing
Problem description
• Bore polishing is the result of excessive depositions of combustion residues on the piston
crown and piston top land.
• These residues are squeezed due to the piston's tilt and downward movement. This
phenomenon is seen more commonly in four-stroke engines than in two-stroke crosshead
engines.
• Increased wear results and cylinder liners become polished.
• This can be prevented by proper design, e.g. by installing an anti-polishing ring.
Operational Problems: Bore polishing
Excessive wear of piston and cylinder
Operational Problems: Cavitation in fuel injection pump
Problem description
• The fuel is supplied at a high pressure and temperature to the injection pump.
• At spill point, there is a sudden pressure drop at the helical edge of the fuel injection pump.
Residual water and volatile hydrocarbons (that are already near boiling point because of
temperature) evaporate suddenly due to the pressure drop.
• These vapour bubbles implode at the subsequent pressure rise. This results in local pressure
peaks of up to 20.000 bar resulting in material removal at the pump element.
Operational Problems: Used lubricating oil
Problem description
• Used lubricating oils (ULOs), which are predominantly spent motor vehicles crankcase oils,
have been added to bunker fuels in some parts of the world for more than 25 years
(to “get rid” of the problematic waste by selling it as marine fuel oil).
• Problem: the composition and properties of these by-products is not known; besides old
lube oil it can also contain other waste such as battery acid or cleaning agents. This bears an
incalculable risk for the ship engine operation.
• Already small amounts of ULOs in the fuel can reduce the performance of the separators.
For example, a “hard” sludge is produced when centrifuging the fuel containing lube oil
additives. In consequence, the content of water, cat fines and other particles cannot be
removed in the required extend before the combustion.
Operational Problems: Used lubricating oil
ISO 8217:2010(E) Annex K (informative)
• ULOs contain significant amounts of detergent and anti-wear additives. Detergent additives
are based mainly on calcium, whilst the anti-wear additives are usually zinc-phosphorus
compounds, some are zinc-free.
• Therefore, the principle used in setting limits in the ISO 8217 is that the residual is
considered to contain ULO if either of the two groups of elements calcium and zinc or
calcium and phosphorus are above the limits specified in Table 2.
• Limits for the selected elements of zinc, phosphorus and calcium have been set at levels that
are low as possible, taking into account both the background levels of these elements in
residual fuel free from ULO and the reproducibility of the test methods. It is, therefore, not
possible to set a zero upper limit on these „fingerprint“ elements.
• The limits on zinc, phosphorus and calcium given in Table 2 serve as the basis for determining
whether or not a fuel meets the specification, but do not imply that a fuel that is judged to
contain ULO is necessarily unsuitable for use.
Operational Problems: Microorganisms
Problem description
• Microbiological contamination occurs predominantly in distillate fuels like gasoil and marine
diesel.
• Together with the bunker fuel, microorganisms (bacteria, yeast, fungi/mould) may enter the
fuel oil system.
• Microbes can multiply and spread if the following factors are present: heat (optimum
temperature of 20 to 40°C), free/non-dissolved water (>60ppm), oxygen, organic material
and minerals for metabolism. Fuels deliver all these products so that an explosive
proliferation will result in the event of basic contamination of the fuel system with microbes.
• The ideal conditions for the development of microbiological contamination occur in tropical
and sub-tropical regions: high air humidity combined with a high ambient temperature.
• The microbes remain dormant in the fuel unless they come into contact with free water
when they can begin to grow. Under these conditions, microorganisms form indefinable slimy
deposits in filters, as well as inorganic acids which cause corrosion at the surface of metals.
Operational Problems: Microorganisms
Problem description

Microbiological smear on diesel oil being insufficiently separated from water

Operational Problems: Microorganisms
Problem description

Particularly vulnerable areas are the boundary layers between the aqueous and oil phase of heated tanks
Operational Problems: Microorganisms
Problem description

Slimy deposits at the tank wall

Operational Problems: Microorganisms
Problem description

Clogged diesel oil filter

Operational Problems: Microorganisms
Problem description

Pitting corrosion at the diesel oil tank wall

Operational Problems: Microorganisms
How can microbiological contamination be recognized:
 Slime, sludge, possibly corrosion in filters, tanks, lines;
 On-site macroscopic (visual) examination can give a first screening between the
contaminated and non-contaminated tanks. The following facts give an indication of a
possible microbiological contamination:
 Gasoil is hazy and/or contains suspended fluffy material;
 Emulsion or a slimy interface layer between water and gasoil;
 A turbid, badly smelling water bottom, with sludge-like deposits;
 The anaerobic metabolism process generates hydrogen sulphide (smells like rotten eggs
in low concentrations, is odorless in higher and potentially lethal concentrations).
 Besides being a very dangerous toxin, hydrogen sulphide can also cause severe corrosion.
Operational Problems: Microorganisms
How to prevent microbiological contamination:
 Growth cannot occur if the tank is free of water.
 Regular tank draining is essential and can save a lot of trouble.
 Buy your fuel from a reputable supplier only - who regularly maintains his fuel tanks and
who supplies only clean, dry fuel.
 Never take fuel that has been uplifted from another vessel – it may already be
contaminated.
 Look after the fuel in your tanks (it is expensive) – are there any dark, slimy residues?
 To eliminate the possibility of microbes, remove all traces of water in your tanks by
regularly (at least weekly) draining of any water that has been collected in the bottom of
the tanks, and by separating.
 Dispense alkaline biocides in prescribed concentration to the fuel during bunkering, to
reduce growth of microbes and to neutralize acids.
 Don‘t keep the diesel oil bunker charge too long in the tank.
Operational Problems: Microorganisms
What to do if your tanks are contaminated:
 Draw off samples of the fuel and let them analyse by a laboratory for microbiological
growth.
 Remove the remaining fuel from the tank.
 Manually clean out the solid matter, dry out the tank, and remove all contamination.
This could involve high pressure water washing and/or hot washing/venting the internal
surfaces of the tank. Replace the filters and clean through the fuel lines if necessary.
 Refill the tank with a charge of fresh fuel.
 In most cases, cleaning followed by regular tank draining to prevent further
contamination should be sufficient to remedy the problems.
 In cases where there is some doubt (e.g. where it has been difficult to completely clean
out the tank) it may be necessary to use a biocide. If required, add a quantity of biocide
to the fresh fuel to ensure complete elimination of the microbes. A specialist contractor
should dose the fuel because of the toxicity of most biocides.
Fuel oil handling on board

to avoid problems
Fuel Oil System (Example)
Fuel oil treatment system
Purpose

 Cleaning of the fuel oil by removal of water, solids, and suspended matter to protect
the engine from excessive wear and corrosion;

 Conditioning of the fuel oil to prepare best possible properties for injection to the
engine and a good combustion;

 Treatment of the sludge streams from separators, self-cleaning filters etc.,

with the task to:
 reduce the sludge volume which has to be landed or incinerated
 recover usable fuel oil
 extract water to be transferred to the bilge water system
Fuel oil treatment system
Fuel storage – Bunker tanks

 Keep different fuel charges in separated bunker tanks (incompatibility).

 Deplete the bunker tank before bunkering new fuel into this tank.
 Heat the fuel only as much as necessary:
• to keep the viscosity below the pumpability limit;
• in the double-bottom tank  10 °C above the pour point;
• high-viscose heavy fuel oils  45 °C.
Fuel cleaning – General advice
 Keep the fuel temperature about 10°C above the minimum storage temperature, to
minimise the risk of wax formation.
 Always when ‘Cat-fines’ and water are detected => Frequent bottom draining of all tanks
and filters.
 Regularly clean storage, settling and service tanks
Over time, the concentration of abrasive particles in the bottom of the tanks can be
excessive. During rough weather these components can be whirled up and supplied,
sometimes in concentrations above the limits set out in ISO 8217. As a rule, settling
and daily service tanks should be cleaned at least once a year.
 Check that the fuel treatment system works efficiently
Take fuel samples before and after each separator at intervals of 4 – 6 months and
send them for analysis. The analysis result will provide an indication of the efficiency
of the separators.
Fuel cleaning – Settling
Settling tanks
 Settling tanks have several important functions in the proper treatment of heavy fuel
oil. They provide a settling function for suspended water and solids, a heating function,
a de-aeration function, and a thermal stabilising function.
 The ‘two settling tank’ concept is the most common arrangement fitted to new ships.
One settling tank may contain low sulphur fuel oil and the other the high sulphur fuel
for use outside sulphur emission-controlled areas. A three-way change over valve may
be fitted to ensure that the fuel change-over is made as trouble free as possible.
Engineers should always follow the company’s fuel change-over procedures.
Fuel cleaning – Settling
 Temperatures at storage, settling and service tanks should be monitored at least twice
daily;
 Heat settling tank at ~70 °C => This is a compromise to ensure settling of water and solids,
but preventing fuel oil instability. Stay 6°C below the flash point.
 Convection currents gently homogenise the oil in the tank; concurrently water and solids
settle out by gravity;
 Water and sludge is drained off into the ship's sludge tank.
The importance of operating the settling and service drain test cocks is often
overlooked, particularly in unattended engine rooms. Twice a day is the minimum for
this simple operation, which will reduce the risk of water or sludge entering the fuel
system.
Fuel cleaning - Settling
Settling tanks

 Pre-separating of water and solid particles from the bunker fuel;

 Keep the viscosity at  30 mm2/s (by heating);
 Drain the water sufficiently before taking fuel out.
Fuel cleaning - Settling
Service tanks

 Final storage tank before the engine;

 Provide a final settling function for water and solids (backup in the event of separator
failure), a heating function and a thermal stabilising function;
 On most modern ships, however, two service tanks are provided (SOLAS requirements for
redundancy). One service tank contains the higher sulphur fuel oil and the other may
contain low sulphur fuel to meet MARPOL Annex VI emission regulations.
 Keep a sufficient amount of treated fuel e.g. for 24 hours engine operation.
 Keep the level in the service tank by separating at lowest possible rate (equal to the
consumption).
HFO Separator Plant
Fuel cleaning – Separating
 HFO must be purified before entering the service tank.
 Centrifuging is still recommended for the distillate fuels, MDO, MFO as the fuel may be
contaminated in the storage tanks.
 Run all available HFO separators, even when the fuel used initially has a low level of
catalytic fines.
 Run separators in parallel using the lowest possible feed rate (just keep a level of 80 – 90 %
in the service tank) => longer time for treatment in the separator;
Separators with a manual type with gravity disc must be operated in series with a
purifier followed by a clarifier, but with the lowest possible flow.
 Never exceed the flow rate recommended for the centrifuge for the grade of fuel in use.
Fuel cleaning – Separating
 Keep the fuel temperature steady near to 98°C; for high-viscose heavy fuel oil : 95 to 98 °C,
max. 99°C (water boiling point);
The efficiency of the separators is highly dependent on the inlet temperature of the
fuel, and even a small reduction in temperature will reduce the quality of separation.
The recommended inlet temperature of 98°C is often not achieved due to limited
steam supply to the pre-heaters, wrong set point, the pre-heaters being too small,
fouled or defective.
 Ensure that the correct gravity disc is used / that the WMS and SMS sensors are correctly
adjusted.
 Maintain the separators according to maker’s instructions and use maker’s approved parts
only. In addition, it is recommended to have the separators checked by maker’s service
engineers at regular intervals.
Fuel cleaning – Separating
 Separating effect depends on:

• d2 – the average particle diameter, squared;

• Δρ – the density difference of fuel oil to particles and water;

• 1/η – the reciprocal of the dynamic viscosity of the fuel;

 Optimize the separating viscosity according to the recommendations of the separator

manufacturer – by adjusting the temperature according to the Viscosity – Temperature
dependency of the fuel;

 Maximum separating viscosity  40 mm2/s

Fuel cleaning – Separating

 Sludge formation 0,08 to 0,15% -> sludge disposal intervals 1 to 2 hours;

 Operating modes:

• purifier (particles & water) and clarifier (solid particles only);

• serial or parallel connection,

 HFOs with high asphaltene content: don’t dispense water or use clarification
only;
HFO Separator Plant
Two-stage centrifugal fuel treatment plant for heavy fuel oil
(Courtesy Westfalia Separator)
Effects of separating (purifier)
HFO Conditioning System
Fuel conditioning – General advice
 Keep the temperature after the final heater 5°C to 10°C above the recommended fuel
injection temperature to compensate for heat losses between heater and fuel injector.
 Fuel oil filters should be examined every few days in service – even if the differential
pressure gauges are normal.
The reason for this is twofold. First, a filter will often allow fuel to pass even when
partially choked. It can then suddenly choke completely. Second, although Class
Rules require a standby filter to be available, difficulties have been encountered
in changing over to the standby filter in an emergency situation, resulting in
engine stop.
 An automatic viscosity controller (viscometer) should be in proper working order to
maintain correct viscosity of the fuel at the engine. Failure to do this can result in poor
combustion and even damage.
Fuel conditioning – Mixing & Degassing

 Mixing facility: Preparing a fuel mix, e.g. diesel oil – heavy fuel oil
 Compatibility test required:
 spot test or
 test mix 50 : 50 -> 24 h at a warm place, then monitor the outflow for
solid or sludge formations
Fuel conditioning – Filtration
 A properly designed filtration system will effectively control solids that can damage high
pressure pumps, injection systems, and the cylinder bores of diesel engines.
 As heavy fuel oils may contain sediment, dirt, ash and catalyst particles, the separator
system (preferably operating in series) can provide a sizeable initial reduction in these
solids, but not always enough to prevent an increase in engine wear rates.
 The remainder of the small solids, as well as a small percentage of large particles, can be
effectively stopped by a fine mesh, replaceable element, depth type, filtration system.
 In addition to solids, trace quantities of free water carried over from the separators are
removed by these filters.
Whereas removing trace water may seem unimportant, shipboard experience has
shown that its elimination can increase injection pump life by as much as 100%. The
filter water sumps should be drained daily to prevent water from rising above the
sump level and ‘wetting’ the filter elements.
Fuel conditioning – Filtration
Fuel oil filters
The filter housing should be
equipped with a bottom water drain
and an air vent and a differential
pressure gauge to indicate the
pressure drop across the filter so
that an accurate determination of
filter element replacement
requirements can be made.
These filters are normally self-
cleaning by using a back flushing
principle.
Fuel conditioning – Heating

Tank heating
 All fuel oil bunker tanks and waste oil tanks must have some form of tank heating.
 Normally the heating is by way of steam produced by an oil-fired boiler and passed through
coils inside the oil tank. Other ways to heat the fuel tanks are by using thermal oil.
 Temperature regulation and monitoring can be automatic and self-adjusting, but regular
checking the tank temperature is mandatory.
 Heating coil integrity shall be monitored: in the case of using steam by checking the steam
condensate return or by increase in steam consumption; if oil is observed, the source must
be traced.
 Monitoring of thermal oil heating: regular oil analysis / check for any HFO contamination, or
monitoring of the thermal oil header tank level, or do onboard viscosity test;
Fuel conditioning – Heating

End-Preheaters

 End-preheaters: adjustment of the injection viscosity;

 Avoid temperatures  150 °C => possible cracking of the fuel => coke
deposits in the heater
Fuel conditioning – Heating

Heating chart
for HFO
Fuel conditioning – Fuel Oil Additives
 Fuel oil additives (2 % to 1,5 %):

 Ignition improver (explosive materials)

 Flow improvers (polymer paraffins)

 Anti-corrosion agents & anti-oxidation agents

 …

 Added to the fuel during bunkering, or in the bunker or service tank,

according to the recommendations of the additive manufacturer;
Fuel conditioning – Fuel Oil Additives
Function of Diesel Oil Additives
Summary - Fuel Oil Handling
 Bunker tanks
 Settling tanks
 Service tanks
 Separators
 Mixing facilities
 Filters
 Heaters
 Fuel oil additives
Blending of Fuel Oil
Purpose: adjust the viscosity, by mixing of 2 fuels:
• Fuel A – having a lower viscosity than the target fuel
• Fuel B – having a higher viscosity than the target fuel
• The viscosity – temperature behaviour of both fuels A and B is known or can be determined.
Task:
• The target fuel shall have a certain viscosity at a certain temperature .
Question:
• What shares of % v/v fuel A and % v/v fuel B have to be mixed?
Solution:
• Use the Ubbelohde V-T diagram
90
91
Draw the V-T lines of both
92
fuels in the V-T diagram:

A (here RMA 10)

at 50°C = 50 mm²/s
at 100°C = 10 mm²/s

B (here RMH 35)

at 50°C = 380 mm²/s
at 100°C = 35 mm²/s

The target fuel shall have a

viscosity of 180 mm2/s at
55 °C reference temperature

Important:
The calculation is always only
valid for a specified reference
temperature!
93
94
 95

Draw horizontal
lines from the
reference
temperature
96
 97

reference
viscosity
 98
Go up vertically to
read the % v/v of the
higher-viscose fuel

reference
viscosity
 99

Solution:
The fuel mix should consist of
• 20 %vol of fuel A
• 80 %vol of fuel B
Fuel Oil Systematics
Check your understanding
1. Explain the two basic types of bunker fuel: distillate fuel and residual fuel. How are they
different by the production process and by their properties?

2. What are the differences between Marine Gas Oil (MGO), Marine Diesel Oil (MDO) and
Intermediate Fuel Oil (IFO)?

3. What is are the differences between an IFO 180 and an IFO 380?

4. Why are Low-sulphur fuels offered on the bunker market now?

5. Why do we need standards for marine fuel oil?

6. Why can fuel of lower quality cause a higher fuel oil consumption of the diesel engine?

7. Which fuel oil properties can cause damages on injection pumps and injection valves if they
are out of range?
Check your understanding
8. A shipping company ordered a bunker fuel category DMA. After delivery, the fuel has been
tested by a laboratory, with the following result:
Viscosity at 40°C = 4,5 mm2/s
Density at 15°C = 888 kg/m3
Flashpoint = 58°C
Water = 0 Vol%
Should we claim this fuel? Why?

9. A shipping company ordered a bunker fuel category RMG380. After delivery, the fuel has
been tested by a laboratory, with the following result:
Viscosity at 50°C = 375 mm2/s
Density at 15°C = 990 kg/m3
CCAI = 880
Vanadium = 350 mg/kg
Sodium = 50 mg/kg
Aluminium + Silicon = 50 mg/kg
Should we claim this fuel? Why?
Check your understanding
10. During engine inspection, heavy coke deposits in the piston ring grooves have been found, in
a way that most of the piston rings have got stuck in the grooves. What are possible causes?
What has to be done? What can happen, if no action is taken? How can heavy coking of the
piston rings be avoided?

11. What is “low-temperature corrosion”? By which fuel oil property is it influenced? What other
engine operation conditions promote low-temperature corrosion? How can we avoid low-
temperature corrosion?

12. What is “high-temperature corrosion”? By which fuel oil properties is it influenced? What
other engine operation conditions promote high-temperature corrosion? How can we avoid
high-temperature corrosion?

13. After mixing a heavy fuel oil with a distillate fuel (to reduce the viscosity), lots of sludge has
been found in the service tank. What can be possible causes? What can be possible
consequences for engine operation?
Check your understanding

14. How can the compatibility of 2 fuel oils be tested?

15. During engine inspection lots of alkaline deposits have been found at the piston crowns of all
engine cylinders? What can be possible causes? What can be possible consequences? How
can alkaline deposits be avoided?

Add for SmartEngs:

What can be the reasons if alkaline deposits have only been found at one of the engine
cylinders?

16. Why can low-sulphur fuel cause damages of the injection pump? Why is this particularly
happening during change-over from high-sulphur heavy fuel oil to low-sulphur marine diesel
oil?

17. What are possible causes for “lacquering” of the piston top land?
Check your understanding

18. During engine inspection cavitation marks have been found in the fuel injection pumps. What
can be possible causes?

19. During a fuel tank inspection, large colonies of microorganisms have been found. They have
already caused pitting corrosion at the inner tank wall. How could this happen? What can be
possible consequences for engine operation? What action has to be undertaken? How can it be
prevented?
Literature
1. Compendium Marine Engineering. Seehafen Verlag Hamburg, 2009. Pages 387 – 390
Web links

http://www.kittiwake.com/bunker-fuel-specifications
http://www.shippipedia.com/marine-fuels/
http://www.machineryspaces.com/fuel-oil-treatment.html
http://analystsinc.com/testing-services/fuel-analysis/marine-residual-fuel-oils/
http://www.chevronmarineproducts.com/docs/everythingaboutfuels_v0108_lo.pdf