International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004.

xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479) 00

Analysis of The Effect of Marine Diesel Oil Desulfurisation Using

Rhodococcus Erythropolis Bacteria Towards Performance of One
Cylinder Diesel Engine
M Fauzi Hartono1, Beny Cahyono 2, I Made Ariana 3
Abstract The Indonesian government and the International Maritime Organization (IMO) strictly regulate the
use of fuels with sulfur content, where the maximum sulfur content used is 0.5% m/m. Marine Diesel Oil (MDO) has a
sulfur content of 2% m/m which means that the sulfur content in marine diesel oil does not meet the requirements for use.
For this reason, it is necessary to reduce sulfur content in fuel by desulfurization. The purpose of this study was to
determine the effect of sulfur content on marine diesel oil after biodesulfurization using Rhodococcus Erythropolis bacteria
and its effect on diesel engine performance. This study is based on an experiment where bacterial cultures were incubated
for 8 days in a mineral salt medium with three fuel concentrations, namely 15%, 20%, and 25%. Experiment-based
research to analyze the effect of mixture variations on fuel sulfur content and also its effect on diesel engine performance.
The results of the highest sulfur content test in this study sequentially were the variations of MSM+MDO 15%, MSM+MDO
25%, MSM+MDO 20%, and MDO and for the performance test results for power, torque, and BMEP produced by MDO
15% fuel compared to using MDO, 20% MDO and 25% MDO.

Keywords Desulfurisation, Rhodococcus Erythropolis, MDO, Performance.

I. INTRODUCTION1 reaction. One of the sulfur content found in diesel engine

fuel is dibenzothiophene (DBT), where DBT is the most

T he diesel engine is an internal combustion

motor that uses the heat of compression to create ignition
and burns the fuel that has been injected into the
combustion chamber. The fuel used here is Marine
Diesel Oil which is the result of the distillation of black
oil which is liquid at low temperatures Usually has a
low sulfur content and is acceptable for Medium Speed
Diesel Engines in the industrial sector. One of the
problems that arise due to the widespread use of
combustion engines is exhaust gas emissions resulting
from the combustion process. The exhaust gases
produced by diesel engines include Nitrogen Oxide
(NOx), Sulfur Oxide (SOx), Hydrocarbons (HC), Carbon
Monoxide (CO), and Particulate Matter (PM), especially
sulfur oxide (SOx) gas which can pollute pollution and
has the potential to cause acid rain which is very
detrimental to living things.
The sulfur content in the fuel affects the
performance of the engine is carrying out combustion,
due to the sulfur content in the fuel. Therefore, the sulfur
content in the fuel must be reduced. The sulfur content in
fuel can be reduced by several methods, one of which is
using the biodesulfurization method, which is a method
of removing sulfur content by using microorganisms that
play a biological role to accelerate the sulfur oxidation
1
M Fauzi Hartono, Department of Marine Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia. E-mail:
fauzihartono6@gmail.com
Beny Cahyono, Department of Marine Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia. E-mail:
cak_beny@yahoo.com
I Made Ariana, Department of Marine Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, 60111, Indonesia. E-mail: ariana@its.ac.id
abundant sulfur content in diesel engine fuel. One type of
microorganism that can reduce the sulfur content is the
bacteria Rhodococcus erythropolis where the bacteria
can release the DBT content contained in the fuel.
In the maritime sector, the government through
the Directorate General of Sea Transportation has also
issued a Circular Letter of the Director-General of Sea
Transportation No. SE.35 of 2019 concerning Obligation
to Use Low Sulfur Fuel and Prohibition of Transporting
or Carrying Fuel that does not meet the Requirements
and Management of Waste from Exhaust Gas
Recirculation from Ships. The Indonesian government
emphasizes that every ship, both Indonesian-flagged and
foreign vessels operating in Indonesian waters, must use
fuel with a sulfur content of a maximum of 0.5% m/m.
Therefore, this research focuses on analyzing
sulfur content in fuel using Rhodococcus erythropolis
bacteria and its effect on diesel engine performance.
With this analysis, it is hoped that the sulfur content in
the fuel will decrease and also be able to improve the
performance of the diesel engine after fuel
desulfurization using Rhodococcus erythropolis bacteria
to improve the quality of the fuel and be able to
decompose air and environmental pollution.
.
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479)
II. METHOD
The methodology used in this paper is based on
experimental research. Starting from the process of
making Nutrient Agar medium to purify isolates
Rhodococcus Erythropolis was then put into Nutrient
Broth medium to be used as a starter culture. Put the
isolates into the treatment medium, where the treatment
medium consists of MSM+15% MDO, MSM+20%
MDO, MSM+25% MDO. Then after reaching a certain
time, the MDO fuel is separated from the MSM medium
using the vacuum distillation method, after which the
properties of the MDO fuel are tested. Then the next step
is to prepare equipment for engine testing in the form of
an engine set up where further testing is carried out on
fuel performance that has been treated with the addition
of Rhodococcus erythropolis isolates. Then the data from
the observations and tests were analyzed to draw
conclusions and suggestions.
Write the complete author’s name without academic
degrees for all of the authors.
A. Bacterial Purification
Microbial purity test is a test carried
out in the early stages of research aimed at
ensuring that the culture used is pure. The
culture of Rhodococcus Erythropolis on agar
stock was taken as much as 3 oses, then
inoculated on Nutrient agar (NA) media using
Figure 1. The Isolate of Purified Bacteria
Figure 2. Starter Culture
the sixteen streak method and incubated on a
rotary shaker at a speed of 120 rpm at room
temperature for 24 hours. The pure colonies
were then observed for their morphology
microscopically with 1000x magnification
followed by simple staining using Methylene
Blue. From microscopic observation, the
00
isolates showed uniform cell shapes.
B. Starter Culture
This starter culture was prepared for
use in the biodesulfurization treatment. One
single colony of Rhodococcus erythropolis was
inoculated in 5 mL of Nutrient Broth (NB)
medium, incubated for 24 hours at room
temperature, 120 rpm. Furthermore, 4 mL of the
bacterial isolate culture was inoculated into 36
mL of Minimal Salt Medium (MSM), incubated
for 24 hours, room temperature, 120 rpm. After
that 40 ml of the bacterial isolate culture was
inoculated into 360 mL of Minimal Salt
Medium (MSM) + 10% MDO, incubated for 24
hours, room temperature, 120 rpm. The cell
concentration was checked using the TPC
method. If the growth of bacterial cells has
reached 107 CFU/ml, the culture is ready to be
used for the next treatment.
C. Treatment Cultures
MSM+ media was made by adding
10% starter culture to the culture bottle, then
adding MDO fuel with 3 different
concentrations of MDO fuel, namely 15% (v/v),
20% (v/v), and 25%. (v/v) and then the
remaining MSM was added until the total
volume reached 300 mL. MSM+ media was
sterilized at 121oC at 2 atm pressure for 15
minutes. This media is used for the
biodesulfurization stage.
D. Bacterial Abundance Test
A bacterial abundance test was
conducted to determine the concentration of
bacteria that grew during the desulfurization
test. A bacterial abundance test was carried out
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479)
by preparing a sterile NA medium in liquid
form at a temperature of ± 40°C. then prepare 9
mL of distilled water in a sterilized test tube.
After that, prepare the test sample. Then take 1
mL of the test sample, then put it into 9 mL of
sterile distilled water. Then homogenized with a
vortex and hereinafter referred to as a 10-1 .
dilution Next take 1 mL from a dilution of 10 -1,
Then put into 9 mL of sterile distilled water.
Then homogenize and hereinafter referred to as
the 10-2 dilution where the sample is diluted to
10-10 then take 1 mL of each dilution 10 -5 - 10-10
and put into a sterile petri dish. Then pour the
NA medium into each petri dish containing the
sample with two repetitions. Then homogenize
by shaking to form a figure of eight. After that,
incubation for 2 x 24 hours for bacterial
observation. Then count the number of bacterial
and fungal colonies with a colony counter.
E. Separation of MDO from MSM
In this paper, the separation was
carried out using the vacuum distillation
method. Before purification using vacuum
distillation, the MDO fuel with the medium is
00
separated first using a separator funnel.
Separation with a separatory funnel can be done
beforehand to reduce the medium. This is due to
the difference in density between equates and
MDO fuel. When the fuel has been separated
from the medium, then the fuel is purified again
using the vacuum distillation method to obtain
MDO fuel content. The principle of vacuum
distillation is that by lowering the pressure
above the liquid surface with the help of a
vacuum pump, the distilled liquid easily
evaporates because this liquid will boil below
its normal boiling point. This is especially
advantageous for distilling mixtures whose
constituent compounds are easily broken down
or decomposed at their boiling points or for
vaporizing highly concentrated mixtures
because evaporation does not require high heat.
III. RESULTS AND DISCUSSION
A. Bacterial Abundance Test Results
Based on the test, the pure culture
isolates used for the manufacture of starter
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
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cultures had 8 concentrations of 8.50 x 10 7 increase in calorific value is caused by a

CFU/mL. The highest abundance of bacteria in reduction in the moisture present in the fuel
the culture medium was found in the MSM + where the humidity is influenced by the water
20% diesel medium treatment with an incubation content in the fuel.
period of 8 days, while on the 8 th day the 2. Sulfur Content Test Results
abundance of bacteria in the MSM + 15% diesel
medium decreased and was inversely
proportional to the MSM + 25% diesel medium
treatment. tend to experience an increase in

Table 2. Test Results of Fuel Characteristics

No. sampel Jenis Uji Hasil Satuan Metode Pengujian
1. Nilai kalor 10.847 kal/g IKA/LEL-ITS/BK
MDO Water Content 0.046 % ASTM D6304
Sulfur Content 0.198 % SNI 7431:2015
2. Nilai kalor 10.813 kal/g IKA/LEL-ITS/BK
MSM+MDO15% Water Content 0.028 % ASTM D6304
Sulfur Content 0.321 % SNI 7431:2015
3. Nilai kalor 10.888 kal/g IKA/LEL-ITS/BK
MSM+MDO20% Water Content 0.020 % ASTM D6304
Sulfur Content 0.261 % SNI 7431:2015
4. Nilai kalor 10.915 kal/g IKA/LEL-ITS/BK
MSM+MDO25% Water Content 0.021 % ASTM D6304
Sulfur Content 0.268 % SNI 7431:2015

bacterial abundance.
B. Characteristic Test Results
1. Calorific Value Test Results
Based on the results of the calorific value
test using the Bomb Calorimeter carried out at
the ITS Energy and Environment Lab, the
calorific value of MDO, MSM+MDO15%,
MSM+MDO 20%, and MSM+MDO 25% have
the following values of 10,847 cal/g, 10,813
cal/g, 10,888 cal/g, and 10.915 cal/g. The
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
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Heat Level (kal/g)

11 10.888
10.915
10.910.847
10.813
10.8 MDO
10.7 MDO 15%
10.6 MDO 20%
10.5 MDO 25%
10.4
10.3
10.2
10.1
10
Figure 7. Calorific Value Test Results

Sulfur Content (%)

0.35 0.321
0.3 0.268
0.261 MDO
0.25 MDO 15%
0.198
0.2 MDO 20%
0.15 MDO 25%
0.1
0.05
0
Figure 8. Sulfur Content Test Results

Water Content (%)

0.050.046
0.045
0.04 MDO
0.035 MDO 15%
0.03 0.028 MDO 20%
0.025 0.02
0.021 MDO 25%
0.02
0.015
0.01
0.005
0
Figure 9. Water Content Test Results

Based on the results of testing the sulfur
content in fuel using the SNI 7431:2015 test
method carried out at the ITS Energy and
Environment Lab, the sulfur content of MDO,
MSM+MDO15%, MSM+MDO 20%, and
MSM+MDO 25% has the following consecutive
values 0.198%, 0.321%, 0.261%, and 0.268%. It
can be seen in the graph that the fuel has an
increase in sulfur content. This is because the test
method is not appropriate. The working principle
of the SNI 7431:2015 test method is that sulfur
and its compounds are oxidized with a solution
of KBr-Br2- HNO3 to become sulfate. BaCl2
solution was added to the filtrate in the HCl
atmosphere to form a BaSO4 precipitate, then
determined by gravimeter. The graph above
shows that the bacteria Rhodococcus
Erythropolis can degrade organic sulfur content,
namely DBT in fuel. Sulfur Content 0.268 %
SNI 7431: 2015. This is indicated by the increase
in sulfur content which is tested using the SNI
7431:2015 test method where the sulfate content
in the fuel is deposited to form a BaSO4
precipitate.
3. Water Content Test Results
Based on the results of testing the water
content of fuel using the ASTM D6304 test
method carried out at the ITS Energy and
Environment Lab, the water content of MDO,
MSM+MDO 15%, MSM+MDO 20%, and
MSM+MDO 25% has the following values,
respectively. 0.046%, 0.028%, 0.02% and
0.021%. Where the water content decreased
significantly compared to MDO which was not
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479) 00

given any treatment. This happened because

MSM + MDO 15%, MSM + MDO 20% and
MSM + MDO 25% were separated using
vacuum distillation.
C. Comparison Graph of SFOC with Power to Type
Fuel MDO, MDO 15%, MDO 20%, and MDO
25% at RPM 1300
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479) 00

RPMPower
1300 vs RPM
1200 2
1000 1.8

SFOC (gr/kwh)
800 MDO
MDO

Daya (kW)
1.6 MDO 15%
600 MDO 15%
MDO 20%
400 1.4 MDO 20%
MDO 25%
200 MDO 25%
1.2
0
0.2 0.4 0.6 0.8 1 1.2 1.4
1
1250 1300 1350 1400 1450 1500
Daya (kW) 1550
RPM
Figure 10. Comparison Graph of SFOC with Power to Type Fuel MDO, MDO 15%, MDO 20% and MDO 25% at
RPM 1300 Figure 13. Power Comparison with Engine Speed at Full Load

RPM 1400
Torsi vs RPM
1200 12
11.5
1000
11
SFOC (gr/kwh)

800 MDO MDO

Torsi (Nm)

10.5
600 10 MDO 15% MDO 15%
MDO 20% MDO 20%
4009.5
9 MDO 25% MDO 25%
2008.5
0 8
0.21250
0.4 0.6 0.8 1350
1300 1 1.2 1400
1.4 1.61450
1.8 1500 1550
Daya (kW) RPM

Figure 11. Comparison GraphFigure

of SFOC
14. with Power
Torque to TypeSpeed
to Engine Fuel Comparison
MDO, MDO at15%,
FullMDO
Load 20% and MDO 25% at
RPM 1400

BMEP vs RPM
RPM 1500
44000.00
1200
42000.00
1000
40000.00
BMEP (N/m2)
SFOC (gr/kwh)

MDO
80038000.00 MDO
MDO 15%
60036000.00 MDO 15%
MDO 20%
MDO 20%
40034000.00 MDO 25%
MDO 25%
20032000.00
030000.00
0.4 0.61250
0.8 1 1300
1.2 1.4 1350
1.6 1.8 1400 1450 1500 1550
Daya (kW) RPM

Figure 12. Comparison GraphFigure

of SFOC
15. with
BMEP Power to Type
to Engine FuelComparison
Speed MDO, MDOat15%,
Full MDO
Load 20% and MDO 25% at
RPM 1500

From graph Comparison of SFOC with 429.599 gr/kWh at 1.204 kW power, for the
Power against Fuel Types MDO, MDO 15%, lowest MDO SFOC at 465.88 gr/kWh with 1,227
MDO 20%, MDO 25% at 1300 rpm engine kW power, then 20% MDO has the lowest SFOC
speed at maximum power, fuel consumption at 432,0402 gr/kWh at 1,308 kW and for MDO
MDO, MDO 15%, MDO 20%, MDO 25% 25% the lowest SFOC value is 533,076 gr/kWh
respectively - respectively, namely 465.88 with an output power of 1,199 kW. This shows
gr/kWh, 429.599 gr/kWh, 432.04 gr/kWh and that the fuel consumption MDO is 15% smaller
533.076 gr/kWh. While the lowest SFOC value than MDO, MDO 20%, and MDO 25%.
is obtained on 15% MDO fuel with a value of
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479)
D. Comparison Graph of SFOC with Power to Type
Fuel MDO, MDO 15%, MDO 20%, and MDO
25% at RPM 1400
From graph Comparison of SFOC with
Power Against Fuel Type MDO, MDO 15%,
MDO 20%, MDO 25% at 1400 rpm engine
speed when maximum power, fuel consumption
MDO, MDO 15%, MDO 20%, MDO 25%
respectively, 511,489 gr/kWh, 439,2613 gr/kWh,
546,2053 gr/kWh and 486,5965 gr/kWh. While
the lowest SFOC value is obtained on 15% MDO
fuel with a value of 395,673 gr/kWh at 1,147 kW
power, for MDO the lowest SFOC value is
493,6198 gr/kWh with a power of 1,118 kW,
then MDO 20% has the lowest SFOC at
467,9337 gr/kWh when the power is 1,059 kW
and for MDO 25% the lowest SFOC value is
456,9106 gr/kWh with an output power of 1,119
kW. This shows that the fuel consumption of
MDO 15% is smaller than MDO, MDO 20%,
and MDO 25%.
E. Comparison Graph of SFOC with Power to Type
Fuel MDO, MDO 15%, MDO 20%, and MDO
25% at RPM 1500
From graph Comparison of SFOC with
Power Against Fuel Type MDO, MDO 15%,
MDO 20%, MDO 25% at 1500 rpm engine
speed when maximum power, fuel consumption
MDO, MDO 15%, MDO 20%, MDO 25%
respectively - respectively, 556,6274 gr/kWh,
450,8787 gr/ kWh, 515,8269 gr/kWh and
549,9464 gr/kWh. While the lowest SFOC value
is obtained on 15% MDO fuel with a value of
450.8787 gr/kWh at the time of the power of
1,633 kW, for MDO the lowest SFOC value is at
504.8899 gr/kWh with a power of 1.25 kW, then
MDO 20% has the lowest SFOC at 515.8269
gr/kWh when the power is 1.5967 kW and for
MDO 25% the value, The lowest SFOC is
549.9464 gr/kWh with an output power of 1.55
kW. This shows that the fuel consumption of
MDO 15% is smaller than MDO, MDO 20%,
and MDO 25%.
F. Power to Engine Speed Comparison at Full
Load
The graph compares power with engine
speed for each type of fuel at full load, where the
value is obtained from the SFOC graph with the
lowest value for each revolution. The highest
power or peak power is obtained at 1500 rpm. By
IV. CONCLUSION
Based on the results of observations and research
that has been carried out by the author regarding the
analysis of the effect of biodesulfurization using
Rhodococcus Erythropolis bacteria on diesel engine
performance, it can be concluded that:
1. Sulfur content of MDO, MSM+MDO15%,
MSM+MDO 20% and MSM+MDO 25% has a
successive value as the following are 0.198%, 0.321%,
0.261% and 0.268%.
2. Rhodococcus bacteria can degrade organic sulfur
levels, namely DBT in fuel
00
using MDO fuel obtained a maximum power of
1,616 kW, MDO 15% produces a maximum
power of 1,633 kW, MDO 20% produces a
maximum power of 1,596 kW, 25% MDO
delivers a maximum power of 1.55 kW
G. Torque to Engine Speed Comparison at Full
Load
Graph of the ratio of maximum torque
to engine speed for each type of fuel, where the
value is obtained from the SFOC graph with the
lowest value at each revolution. The highest
torque or peak torque is obtained at 1400 rpm.
By using MDO fuel obtained a maximum torque
of 9.66 Nm, MDO 15% produces a maximum
torque of 10.639 Nm, MDO 20% produces a
maximum torque of 10.26 Nm, MDO 25%
produces a maximum torque of 10 Nm. The
experiment using these four types of fuel
obtained the largest torque using 15% MDO fuel
with a difference of 0.979 Nm to MDO. In the
graph, it can also be seen that using 20% MDO
and 25% MDO fuel The torque produced is
greater than MDO, between MDO 20% and
MDO there is a difference of 0.6 Nm while
MDO 25% and MDO there is a difference of
0.34 Nm. while for the lowest value of torque
issued by 15% MDO fuel with a value of 8.817
Nm.
H. BMEP to Engine Speed Comparison at Full
Load
In the graph, there is a comparison
graph of the maximum BMEP with engine speed
for each type of fuel, where the value is obtained
from the SFOC graph with the lowest value in
each round. The highest BMEP is obtained at
1400 rpm. By using MDO fuel, the maximum
BMEP is 41721.63 N/m2 MDO 15% produces a
maximum BMEP of 43378.83 N/m2, MDO 20%
produces a maximum BMEP of 41694.13 N/m 2,
MDO 25% produces a maximum BMEP of
40607.38 N/m2. From the experiment using these
four types of fuel, it was found that the largest
BMEP was produced using 15% MDO fuel with
a difference of 1657.2 N/m2 to MDO fuel. In
graph 16 it can also be seen that using 20%
MDO and 25% MDO 25% BMEP produced 27.5
N/m2 and 1114.25 N/m2 smaller than using MDO
fuel While the lowest BMEP value was obtained
using 25% MDO fuel with a BMEP of 35716.17
N/m2.
3. In terms of diesel engine performance for power,
torque and BMEP the largest is produced by 15%
MDO fuel compared to using MDO, 20% MDO, and
25% MDO fuel.
ACKNOWLEDGMENTS
The author would like to thank both parents, the Lecturer of the
Department of Marine Engineering, and friends who have provided
support to the author in carrying out this research and for all parties
who cannot be mentioned one by one, the author would like to thank
you.
International Journal of Marine Engineering Innovation and Research, Vol. x(x), Mar. 2004. xx-xx
(pISSN: 2541-5972, eISSN: 2548-1479) 00

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