Guidelines for Fuels and Lubes Purchasing

Operation on Heavy Residual Fuels

MAN B&W Two-stroke Engines
Fuel Oil Quality ............................................................................................ 3
Analysis Data .............................................................................................. 4
Fuel Oil Stability .......................................................................................... 6
Fuel Oil Treatment....................................................................................... 6
Centrifuging Recommendations ............................................................... 7
High Density Fuels ...................................................................................... 8
Fuel Sampling ............................................................................................. 9
Supplementary Fuel Oil Treatment ........................................................... 9
Fuel Oil System ........................................................................................... 11
Operational Aspects ................................................................................... 12
Low-sulphur Fuel Operation ...................................................................... 13
Off-spec. Fuels ........................................................................................... 13
Lubricating Oil Qualities ............................................................................ 14
Lube Oil Blending on Board........................................................................ 15
Cylinder Oil, Low Speed Diesels................................................................ 16
Performance Verifcation of Cylinder Oils................................................. 17
Fuels and Lubes for Stationary Two-stroke MAN B&W Engines............ 17
List of References....................................................................................... 18
MAN Diesel Copenhagen, Denmark
Contents:
Characteristic Unit Limit
Category ISO-8217 (Class F)
Test method
reference RMA
30
RMB
30
RMD
80
RME
180
RMF
180
RMG
380
RMH
380
RMK
380
RMH
700
RMK
700
Density.at.15.
o
C. kg/m
3
max. 960,0 975,0 980 991.0 991.0 1010.0 991.0 1010.0
ISO.3675.or.ISO.12185.
(see.also.7.1)
Kinematic.viscosity.at.50.
o
C
mm
2
/s.
a max. 30,0 80.0 180.0 380.0 700.0. ISO.3104
Flash.point
o
C min. 60 60 60 60 60 ISO.2719.(see.also.7.2)
Pour.point.(upper).
b
-.winter.quality
-.summer.quality
.
o
C
.
max.
max.
.
0.
6
.
24.
24
.
30.
30
.
30.
30
.
30.
30
.
30.
30
.
ISO.3016.
ISO.3016
Carbon.residue %(m/m) max. 10 14 15 20 18 22 22 ISO.10370
Ash %(m/m) max. 0.10 0.10 0.10 0.15 0.15 0.15 ISO.6245
Water %(v/v) max. 0.5 0.5 0.5 0.5 0.5 ISO.3733
Sulphur.
c %(m/m) max. 3.50 4.00 4.50 4.50 4.50 ISO.8754.or.ISO.14596.
(see.also.7.3)
Vanadium mg/kg max. 150 350 200 500 300 600 600 ISO.14597.or.IP.501.or.
IP.470.(see.also.7.8
Total.sediment.potential %(m/m) max. 0.10 0.10 0.10 0.10 0.10 ISO.10307-2..
(see.also.7.6)
Aluminium.+.Silicon mg/kg max. 80 80 80 80 80 ISO.10478.or.IP.501.or.
IP.470.(see.also.7.9)
Used.lubricating.oil.(ULO)
-.Zinc
-.Phosphorus
-.Calcium
.
mg/kg
max.
max.
max.
The.fuel.shall.be.free.of.ULO.
d
.
15.
15.
30
.
IP.501.or.IP.470.(see.7.7).
IP.501.or.IP.500.(see.7.7).
IP.501.or.IP.470.(see.7.7)
a..Annex.C.gives.a.brief.viscosity/temperature.table.for.information.purposes.only..(1.mm
2
/s.=.1.cSt)
b..Purchasers.should.ensure.that.this.pour.point.is.suitable.for.the.equipment.on.board,.especially.if.the.vessel.operates.in.both.the.northern.and.southern.hemispheres.
c..A.sulphur.limit.of.1.5.%.(m/m).will.apply.in.SOx.emission.control.areas.designated.by.the.International.Maritime.Organization,.when.its.relevant.protocol.comes.into.force..
....There.may.be.local.variations..
d..A.fuel.must.be.considered.to.be.free.of.ULO.if.one.or.more.of.the.elements.zinc,.phosphorus.and.calcium.are.below.or.at.the.specifed.limits..All.three.elements.must.exceed.the.
....same.limits.before.a.fuel.shall.be.deemed.to.contain.ULO.
Guidelines for Fuels and Lubes Purchasing
Operation on Heavy Residual Fuels
MAN B&W Two-stroke Engines
Fuel Oil Quality
MAN.Diesels.engines.are.designed.to.
operate.in.accordance.with.the.unifuel.
principle..For.specifc.guidelines.for.fuel.
and.lube.oils.for.gensets,.contact.MAN.
Diesel.in.Augsburg,.Germany.
For.guidance.on.purchase,.reference.
is.made.to.ISO.8217,.BS6843.and.to.
CIMAC.recommendations.regarding.
requirements.for.heavy.fuel.for.diesel.
engines,.edition.2003..According.to.
these,.the.maximum.accepted.grades.
are.RMH.55.and.K55..The.mentioned.
ISO.and.BS.standards.supersede.BS.
MA.100,.in.which.the.limit.is.M9.
For.reference.purposes,.an.extract.
from.the.relevant.standards.and.speci-
fcations.is.shown.in.Table.I..
Based.on.our.general.service.experi-
ence,.and.as.a.supplement.to.the.above-.
mentioned.standards,.MAN.Diesel.issues.
a.guiding.fuel.oil.specifcation,.shown.in.
Table.I..
In.both.tables.the.data.refers.to.fuel.
oils.as.delivered.to.the.ship,.i.e..before.
onboard.cleaning..Fuel.oils.within.the.
limits.of.this.specifcation.have,.to.the.
extent.of.their.commercial.availability,.
been.used.with.satisfactory.results.in.
MAN.B&W.two-stroke.low.speed.diesel.
engines.
Table I: Residual marine fuel standards
It.should.be.noted.that.current.analysis
results.do.not.fully.suffce.for.estimating
the.combustion.properties.of.fuel.oils.
This.means.that.service.results.could.
depend.on.oil.properties.which.are.not.
known.beforehand..This.applies.espe-
cially.to.the.tendency.of.the.fuel.oil.to.
form.deposits.in.combustion.cham-
bers,.gas.passages.and.turbochargers..
As.mentioned,.the.data.refers.to.the.fuel.
as.supplied,.i.e..before.the.treatment..
.
If.a.fuel.oil.exceeding.the.data.in.Table.I.is.
to.be.used,.the.engine.builder.or.MAN.
Diesel.should.be.contacted.for.advice.
3
Analysis Data
Viscosity
Viscosity.cannot.be.considered.a.qual-
ity.criterion.in.its.own.right.for.fuel.oils,.
and.is.stated.only.for.handling.reasons.
(pumps,.preheaters.and.centrifuges)..
Density
Density.is.related.to.the.fuel.quality.be-
cause.fuels.derived.from.extensive.re-
fnery.processing.are.left.with.a.higher.
carbon.content,.are.more.aromatic.and.
thus.heavier..Therefore,.fuels.with.high.
a.density.are.also.high.in..carbon.resi-
due.and.asphaltenes.
The.water.separation.ability.of.the.fuel.
oil.is.ensured.by.limiting.the.density.for.
reasons.of.centrifuging,.as.stated.in.the.
specifcation..
Density.is.normally.measured.at.higher.
temperatures,.and.the.density.at.15C.
is.calculated.on.the.basis.of.tables.
which,.depending.on.their.origin,.date.
of.issue,.and.the.data.on.which.they.
are.based,.could.give.slightly.differing.
densities.at.15C..
Whereas.the.limit.of.991.kg/m
3
.must.
be.observed.when.traditional.centrifuges.
(before.1985,.purifer..clarifer).are.used,.
1010.kg/m
3
.is.accepted.provided.that.
modern.centrifuges.capable.of.hand-.
ling.fuels.of.such.density.are.installed...
Flash point
The.fash.point.limit.is.set.as.a.safeguard
against.fre.only..
Pour point
The.pour.point.indicates.the.minimum.
temperature.at.which.the.fuel.should.
be.stored.and.pumped..Temperatures.
below.the.pour.point.results.in.wax.for-
mation.
Sulphur
The.corrosive.effect.of.sulphuric.acid
during.combustion.is.counteracted.by
adequate.lube.oils.and.temperature
control.of.the.combustion.chamber
walls.
The.cylinder.lube.oil.feed.rate.must.be.
according.to.the.MAN.Diesel.recom-
mendation..The.sulphur.content.has.
a.negligible.effect.on.the.combustion.
process..
Carbon residue
The.carbon.residue.is.measured.as.
Conradson.Carbon.or.Microcarbon..
Fuels.with.a.high.carbon.residue.con-
tent.could.cause.increased.fouling.of.
the.gasways,.necessitating.more.fre-
quent.cleaning,.especially.of.the.turbo-
charger.and.exhaust.gas.boiler..
Some.changes.in.combustion,.requir-.
ing.adjustment.of.maximum.pressures.
for.reasons.of.economy,.could.also.
be.attributed.to.a.high.carbon.residue.
content..Part.of.the.carbon.residues.
represents.asphaltenes.
The.effect.of.asphaltenes.on.the.com-.
bustion.process.is.similar.to.that.of.
the.carbon.residue..Asphaltenes.also.
affects.the.fuel.oil.lubrication.proper-
ties..Fuels.with.a.high.content.of.as-
phaltenes.may.tend.to.emulsify.with.
water.
Water
Water.in.the.fuel.should.be.removed.by.
centrifuging.the.fuel.before.use..This.
applies.especially.to.salt.water,.the.
sodium.content.of.which.can.result.in.
deposits.on.valves.and.turbochargers..
If.the.water.cannot.be.removed.online,.
homogenising.after.centrifuging.is.rec-
ommended.
Ash
Ash.represents.solid.contaminants.as.
well.as.metals.bound.in.the.fuel.(e.g..
vanadium.and.nickel)..Part.of.the.ash.
could.be.catalyst.particles.from.the.re-
fning.process.
Catalyst.particles.are.highly.abrasive..
Solid.ash.should.be.removed.to.the.
widest.possible.extent.by.centrifug-
ing,.and.cleaning.can.be.improved.by.
installing.a.fne.flter.after.the.centrifuge.
(e.g..50.m).
Vanadium, magnesium and sodium
Vanadium.is.bound.in.chemical.com-
plexes.in.the.fuel.and,.consequently,.
cannot.be.removed.
Vanadium.deposits.can.be.very.hard,.
and.may.cause.extensive.damage.to.
the.turbocharger.nozzle.ring.and.tur-
bine.wheel..The.only.way.to.remove.
vanadium.deposits.is.to.disassemble.
the.components.and.erase.the.deposits.
mechanically.
Sodium.is.normally.present.in.the.fuel.
as.a.salt.water.contamination.and.may,.
as.such,.be.removed.by.centrifuging..
Sodium.can.also.reach.the.engine.in.
the.form.of.airborne.sea.water.mist..
Vanadium,.in.combination.with.sodium,.
may.lead.to.exhaust.valve.corrosion.
and.turbocharger.deposits..This.can.
occur.especially.if.the.weight.ratio.of.
sodium.to.vanadium.exceeds.1:3,.and.
especially.in.the.case.of.a.high.vana-
dium.content.
MAN.Diesel.has.limited.data.to.show.
that.the.level.of.sodium.and.vanadium.
in.combination,.and.in.this.ratio,.has.led.
to.the.above-mentioned.complications.
on.MAN.B&W.engines.
For.lower.contents.of.sodium.and.va-
nadium,.the.weight.ratio.is.considered.
of.less.importance.(for.a.vanadium.
content.less.than.150.mg/kg)..
Magnesium,.either.present.in.the.fuel,.
in.salt.water.contamination.or.intro-
duced.via.additives.can,.to.some.ex-
tent,.increase.the.melting.point.of.the.
vanadium,.thus.preventing.the.forma-
tion.of.deposits.
4
Aluminium and silicon
The.limit.to.aluminium.and.silicon.has.
been.introduced.in.order.to.restrict.the.
content.of.catalytic.fnes,.mainly.Al
2
O
3
.
and.SiO
2
,.in.the.oil..80.mg.Al.and.Si.
corresponds.to.up.to.170.mg.Al
2
O
2
.and.
SiO
2
..
Catalytic.fnes.give.rise.to.abrasive.
wear,.and.their.content.should,.there-
fore,.be.reduced.as.much.as.possible.
by.centrifuging.the.fuel.oil.before.it.
reaches.the.engine.
MAN.Diesel.recommends.that.80.ppm.
of.catalytic.fnes.before.the.centrifuge.
is.reduced.as.much.as.possible.by.the.
fuel.centrifuge.and,.as.a.guideline,.the.
level.should.in.any.case.not.exceed..15.
ppm.after.the.centrifuge,.see.Ref..[1].
and.Ref.[2].
.
Ignition quality
Normally.applied.analytical.data.for.fuel
oil.contain.no.direct.indication.of.igni-
tion.quality,.neither.do.current.specif-
cations.and.standards..However.this.is.
not.an.important.parameter.for.engines.
with.high.compression.ratios.
In.a.few.cases.(less.than.fve),.we.have.
observed.that.the.fuel.had.such.poor.
ignition.quality.that.the.engines.could.
not.operate.properly..Analysis.of.the.
fuel.in.question.revealed.that.these.
fuels.had.all.been.contaminated.by.
chemical.waste..
Tests.performed.together.with.fuel.
analysing.institutes.give.indications.of.
the.ignition.and.combustion.qualities.
of.the.different.fuels..Test.instruments.
utilising.a.constant.volume.combustion.
technology.have.been.developed.and.
are.currently.being.used.for.marine.fuel.
testing.at.a.number.of.fuel.laboratories.
and.builders.of.marine.diesel.engines.
worldwide..
The.test.presents.the.Rate.of.Heat.Re-
lease,.refecting.the.actual.heat.release.
process.and,.thus,.the.combustion.
quality.of.the.fuel.tested..By.the.use.of.
calibration.fuels,.a.recorded.ignition.de-
lay.in.combination.with.the.combustion.
quality.can.be.converted.into.an.instru-
ment-related.Cetane.number.
The.test.results.refect.the.differences.
in.ignition.and.combustion.properties.
of.diesel.engine.fuels.resulting.from.
variations.in.the.chemical.composition.
of.the.fuels.being.tested..
However,.these.test.results.do.not.
refect.the.functions.of.the.actual.com-
bustion.in.the.diesel.engine,.because.
the.tests.are.conducted.at.different.
conditions/mechanisms.than.exist.in.
the.engine..
With.the.modern.high.compression.ra-
tio.engines,.the.denoted.differences.in.
the.fuel,.both.good.and.bad,.are.not.at.
the.level.indicated.by.the.test.results.
.
The.cetane.number.in.an.ignition.qual-.
ity.test.might,.as.such,.only.provide.an.
indication.of.the.difference.in.the.fuels,.
but.not.whether.this.will.have.an.infu-
ence.on.the.engine.performance.
5
Fuel Oil Stability
Fuel.oils.are.produced.on.the.basis.of.
widely.varying.crude.oils.and.refnery.
processes..Due.to.incompatibility,.such.
fuels.can.occasionally.tend.to.be.un-
stable.when.mixed,.for.which.reason.
mixing.on.board.should.be.avoided.to.
the.widest.possible.extent..
A.mixture.of.incompatible.fuels.in.the.
tanks.can.result.in.rather.large.amounts.
of.sludge.being.taken.out.by.the.centri-
fuges.or.even.lead.to.centrifuge.blocking.
Fuel Oil Treatment
Fuels.supplied.to.a.ship.must.be.
treated.on.board.before.use..Detailed.
information.on.fuel.oil.system.layout.
can.be.found.in.the.CIMAC.Recom-
mendations.issued.in.2005,.Volume.9,.
concerning.the.design.of.heavy.fuel.
treatment.plants.for.diesel.engines..
Practically.all.fuel.specifcations.refer.
to.fuel.as.supplied.and,.as.such,.serve.
primarily.as.purchasing.specifcations..
Furthermore,.the.data.in.a.standard.fuel.
analysis.serves.to.adjust.the.onboard.
treatment.and.is.actually.of.little.use.to.
the.operator.when.referring.to.the.en-
gine.operational.data...
.
Fig. 1: Pressurised uni-fuel oil system for both main engine and gensets
Diesel oil
Heavy fuel oil
Heated pipe with insulation
- - - - - - - - - -
Automatic de-aerating valve
From centrifuges
Diesel oil
service
tank
Heavy fuel oil
service tank
Heater
Booster
pump
Supply pumps Circulating
pumps
Fuel oil
drain tank
Main engine
Deck
Common fuel oil supply unit
To fresh water cooling
pump suction
Full flow filter
Overflow valve
adjusted to 4 bar
Venting box
Auxiliary
engines
Auxiliary
engines
Auxiliary
engines
Inhomogeneity.in.the.service.tank.can.
be.counteracted.by.recirculating.the
contents.of.the.tank.through.the.centri-..
fuge..This.will.have.to.be.carried.out.
at.the.expense.of.the.benefts.derived.
from.a.low.centrifuge.fow.rate.as.de-
scribed.below.
With.the.introduction.of.new.IMO.emis-
sion.regulations.and.the.fuel.sulphur.
limit.in.SECAs.(sulphur.emission.control.
areas),.more.blending.of.fuels.to.com-
ply.with.the.regulations.is.taking.place..
For.this.reason,.the.risk.of.incompatibil-
ity.of.fuels.is.also.higher.
6
Hence.the.basic.design.criterion.is.that.
engines.must.be.capable.of.accepting.
all.commercially.available.fuel.oils,.pro-
vided.that.they.are.adequately.treated.
on.board..
For.this.purpose,.a.well-designed.fuel.
oil.treatment.system.is.a.must..General.
minimum.recommendations.for.the.lay-.
out.of.such.a.system.have.been.speci-
fed.and.should.be.complied.with.in.
order.to.ensure.proper.treatment.of.the.
fuel.permitted.by.the.guiding.specifca-.
tion..The.operation.of.the.fuel.prepara-
tion.system.is.the.responsibility.of.the.
operator..Good.results.require.both.the.
correct.system.and.the.correct.opera-
tion.of.the.system..
The.fuel.oil.system.consists.of.a.clean-
ing.plant.(comprising.centrifuging).and.
a.pressurised.fuel.oil.system..
Fig..1.shows.the.pressurised.fuel.oil.
system.common.for.MAN.B&W.main.
and.GenSet.engines.
Centrifuging
Recommendations
Fuel.oils,.whether.HFO.or.DO,.should.
always.be.considered.as.contaminated.
upon.delivery.and.should.therefore.be.
thoroughly.cleaned.to.remove.solid.as.
well.as.liquid.contaminants.before.use..
The.solid.contaminants.in.the.fuel.are.
mainly.rust,.sand,.dust.and.refnery.
catalysts..Liquid.contaminants.are.
mainly.water,.i.e..either.fresh.water.or.
salt.water..
Impurities.in.the.fuel.can.cause.dam-
age.to.fuel.pumps.and.fuel.valves,.and.
can.result.in.increased.cylinder.liner.
wear.and.deterioration.of.the.exhaust.
valve.seats..Also.increased.fouling.of.
gasways.and.turbocharger.blades.
could.result.from.the.use.of.inad-
equately.cleaned.fuel.oil..
100
90
80
70
77 90 92 94 96 98 100
Capacity for same separation (%)
cSt at 50 C
180 cSt
300 cSt
700 cSt
o
Fig. 2: Relationship of throughput and temperature
Effective.cleaning.can.only.be.ensured.
by.using.a.centrifuge..We.recommend.
that.the.capacity.of.the.installed.centri-
fuges.should,.at.least,.be.according.to.
the.centrifuge.makers.specifcations..
To.obtain.optimum.cleaning,.it.is.of.the.
utmost.importance.that.the.centrifuge.
is.operated.with.as.low.a.fuel.oil.viscos-
ity.as.possible,.and.that.the.fuel.oil.is.al-.
lowed.to.remain.in.the.centrifuge.bowl.
for.as.long.as.possible.
Temperature of HFO
before centrifuges
It.is.often.seen.that.the.HFO.preheat-
ers.are.too.small,.or.the.steam.supply.
of.the.preheater.is.limited,.or.that.they.
have.too.low.a.set.point.in.tempera-
ture..Often.the.heater.surface.is.partly.
clogged.by.deposits..These.factors.all.
lead.to.reducing.the.separation.tem-
perature.and.hence.the.effciency.of.the.
centrifuge.
In.some.cases,.the.temperature.of.the.
HFO.from.the.preheater.is.unstable.and.
fuctuates,.which.again.results.in.im-
proper.cleaning.of.the.fuel.
In.order.to.ensure.that.the.centrifugal.
forces.separate.the.heavy.contaminants.
in.the.relatively.limited.time.that.they.are.
present.in.the.centrifuge,.the.centrifuge.
should.always.be.operated.with.an.inlet.
temperature.of.98C.
A.temperature.decrease.has.to.be.fol-
lowed.by.a.reduced.throughput.to.en-
sure.the.same.cleaning.effciency,.see.
Fig..2.
The.fuel.is.kept.in.the.centrifuge.as.long.
as.possible.by.adjusting.the.fow.rate.
through.the.centrifuge.so.that.it.cor-
responds.to.the.amount.of.fuel.required.
by.the.engine.without.excessive.recir-
culation..Consequently,.the.centrifuge.
should.operate.for.24.hours.a.day.ex-
cept.during.necessary.cleaning..
Centrifuges.with.separate.feed.pumps.
with.a.capacity.matched.to.the.engine.
output.are.to.be.preferred..
Taking.todays.fuel.qualities.into.con-
sideration,.the.need.for.maintenance.of.
the.centrifuges.should.not.be.under-..
estimated..
7
On.centrifuges.equipped.with.adjusting.
screws.and/or.gravity.disks,.their.cor-
rect.choice.and.adjustment.is.of.special.
importance.for.the.effcient.removal.of.
water..
The.centrifuge.manual.states.which.
disk.or.screw.adjustment.should.be.
chosen.on.the.basis.of.the.density.of.
the.fuel.
The.normal.practice.is.to.have.at.least.
two.centrifuges.available.for.fuel.clean-.
ing.purposes,.operating.in.serial.or.par-.
allel.mode.
.
For.old.type.centrifuges,.results.from.
experimental.work.on.the.centrifuge.
treatment.of.todays.residual.fuel.quali-
ties.have.shown.that.the.best.cleaning.
effect,.particularly.in.regard.to.removal.
of.catalytic.fnes,.is.achieved.when.the.
centrifuges.are.operated.in.series,.i.e..
in.purifer/clarifer.mode..
For.the.automatically.operating.cen-
trifuges.delivered.from.the.mid-1980s,.
suitable.for.treating.fuels.with.densi-
ties.higher.than.991.kg/m
3
.at.15C,.it.is.
recommended.to.operate.the.centrifuges.
in.parallel,.as.this.results.in.reduced.
throughput,.i.e..longer.retention.time.in.
the.centrifuge..However,.the.makers.
specifc.instructions.should.be.followed..
In.this.context,.see.section.on.high.
density.fuels..If.the.centrifuge.capacity.
installed.is.on.the.low.side,.in.relation.
to.the.specifc.viscosity.of.the.fuel.oil.
used,.and.if.more.than.one.centrifuge.is.
available,.parallel.operation.should.be.
considered.as.a.means.of.obtaining.an.
even.lower.fow.rate..However,.in.view.
of.the.above.results.and.recommenda-
tions,.serious.consideration.should.be.
given.to.installing.new.equipment.in.
compliance.with.todays.fuel.qualities.
and.fow.recommendations.
For.determination.of.the.centrifuging.
capacity,.we.generally.advise.that.the.
recommendations.of.the.centrifuge.
maker.be.followed,.but.the.curves.in.
Fig..3.can.be.used.as.a.guide.
It.is.recommended.that.new.centrifuges.
have.gone.through.a.separation.perfor-
mance.standard.test.according.to.the.
industry.standard.CWA.15375.
In.order.to.check.the.performance.
of.the.centrifuge,.fuel.samples.taken.
regularly.before.and.after.the.centrifuge.
should.be.analysed.
High Density Fuels
In.view.of.the.fact.that.some.fuel.oil.
standards.incorporate.fuel.grades.with-.
out.a.density.limit,.and.also.the.fact.
that.the.traditional.limit.of.991.kg/m
3.
at.15C.is.occasionally.exceeded.on.
actual.deliveries,.some.improvements.
in.the.centrifuging.treatment.have.been.
introduced.to.enable.treatment.of.fuels.
with.higher.density.
Since.the.density.limit.used.so.far.is,.as.
informed.by.centrifuge.makers,.given.
mainly.to.ensure.interface.control.of.the.
purifer,.new.improved.clarifers,.with.
automatic.desludging,.have.been.in-.
troduced,.which.means.that.the.purifer.
can.be.dispensed.with.
With.such.equipment,.adequate.sepa-
ration.of.water.and.fuel.can.be.carried.
out.in.the.centrifuge,.for.fuels.up.to.a.
density.of.1010.kg/m
3
.at.15C.
Therefore,.this.has.been.selected.as.
the.density.limit.for.new.high.density.
fuel.grades..
Thus.we.have.no.objections.to.the.use.of.
such.high.density.fuels.in.our.engines,.
provided.that.these.types.of.centrifuges.
are.installed..They.should.be.operated.
in.parallel.or..according.to.the.centri-
fuge.makers.instructions.
tal work on the centrifuge treatment
of todays residual fuel qualities have
shown that the best cleaning effect,
particularly in regard to removal of
catalytic nes, is achieved when the
centrifuges are operated in parallel.
For conventional centrifuges, it is rec-
ommended to follow the makers spe-
cic instructions.
For determination of the centrifuging
capacity, we generally advise that the
recommendations of the centrifuge
maker be followed, but the curves in
Fig. 2 can be used as a guide.
High density fuels
In view of the fact that some fuel oil
standards incorporate fuel grades
without a density limit, and also the fact
that the traditional limit of 991 kg/m
3

at 15
0
C is occasionally exceeded on
actual deliveries, some improvements
in the centrifuging treatment have been
introduced to enable treatment of fuels
with higher density.
Since the density limit used so far is, as
informed by centrifuge makers, given
mainly to ensure interface control of the
purier, new improved clariers, with
automatic de-sludging, have been in-
troduced, which means that the purier
can be dispensed with.
With such equipment, adequate sepa-
ration of water and fuel can be carried
out in the centrifuge, for fuels up to a
density of 1010 kg/m
3
at 15C.
Therefore, this has been selected as
the density limit for new high density
fuel grades.
Thus, we have no objections to the
use of such high density fuels for our
engines provided that these types of
centrifuges are installed. They should
be operated in parallel or in series ac-
cording to the centrifuge makers in-
structions.
Fuel Sampling
Sampling
To be able to check whether the speci-
cation indicated and/or the stipulated
delivery conditions have been com-
plied with, we recommend minimum
one sample of each bunker fuel lot to
be retained. In order to ensure that
the sample is representative for the oil
bunkered, a sample should be drawn
from the transfer pipe at the start, in the
middle, and at the end of the bunkering
period. Another option is to use drip oil
sampling, ensuring a sample which is
representative of the entire bunkering
period.
Rate of flow, related to rated capacity of centrifuge
100
90
80
70
80
60
40
20
Separation temperature
15 25 45 75 100 130 cSt/80
o
C
30 60 80 180 380 700 cSt/50 C
o
200 400 600 1500 3500 7000 sec RI/100 F
o
Log.
scales
%
%
Fig. 2: Centrifuge makers capacity specication
Analysis of samples
The samples received from the bun-
kering company are frequently not
identical with the heavy fuel oil actu-
ally bunkered. It is also appropriate
to verify the heavy fuel oil properties
stated in the bunker documents, such
as density, viscosity, and pour point. If
these values deviate from those of the
heavy fuel oil bunkered, there is a risk
that the heavy fuel oil separator and the
preheating temperature are not set cor-
rectly for the given injection viscosity.
Sampling equipment
Several suppliers of sampling and fuel
test equipment are available on the
market, but for more detailed and ac-
curate analyses, a fuel analysing labo-
ratory should be contacted.
8
tal work on the centrifuge treatment
of todays residual fuel qualities have
shown that the best cleaning effect,
particularly in regard to removal of
catalytic nes, is achieved when the
centrifuges are operated in parallel.
For conventional centrifuges, it is rec-
ommended to follow the makers spe-
cic instructions.
For determination of the centrifuging
capacity, we generally advise that the
recommendations of the centrifuge
maker be followed, but the curves in
Fig. 2 can be used as a guide.
High density fuels
In view of the fact that some fuel oil
standards incorporate fuel grades
without a density limit, and also the fact
that the traditional limit of 991 kg/m
3

at 15
0
C is occasionally exceeded on
actual deliveries, some improvements
in the centrifuging treatment have been
introduced to enable treatment of fuels
with higher density.
Since the density limit used so far is, as
informed by centrifuge makers, given
mainly to ensure interface control of the
purier, new improved clariers, with
automatic de-sludging, have been in-
troduced, which means that the purier
can be dispensed with.
With such equipment, adequate sepa-
ration of water and fuel can be carried
out in the centrifuge, for fuels up to a
density of 1010 kg/m
3
at 15C.
Therefore, this has been selected as
the density limit for new high density
fuel grades.
Thus, we have no objections to the
use of such high density fuels for our
engines provided that these types of
centrifuges are installed. They should
be operated in parallel or in series ac-
cording to the centrifuge makers in-
structions.
Fuel Sampling
Sampling
To be able to check whether the speci-
cation indicated and/or the stipulated
delivery conditions have been com-
plied with, we recommend minimum
one sample of each bunker fuel lot to
be retained. In order to ensure that
the sample is representative for the oil
bunkered, a sample should be drawn
from the transfer pipe at the start, in the
middle, and at the end of the bunkering
period. Another option is to use drip oil
sampling, ensuring a sample which is
representative of the entire bunkering
period.
Rate of flow, related to rated capacity of centrifuge
100
90
80
70
80
60
40
20
Separation temperature
15 25 45 75 100 130 cSt/80
o
C
30 60 80 180 380 700 cSt/50 C
o
200 400 600 1500 3500 7000 sec RI/100 F
o
Log.
scales
%
%
Fig. 2: Centrifuge makers capacity specication
Analysis of samples
The samples received from the bun-
kering company are frequently not
identical with the heavy fuel oil actu-
ally bunkered. It is also appropriate
to verify the heavy fuel oil properties
stated in the bunker documents, such
as density, viscosity, and pour point. If
these values deviate from those of the
heavy fuel oil bunkered, there is a risk
that the heavy fuel oil separator and the
preheating temperature are not set cor-
rectly for the given injection viscosity.
Sampling equipment
Several suppliers of sampling and fuel
test equipment are available on the
market, but for more detailed and ac-
curate analyses, a fuel analysing labo-
ratory should be contacted.
8
Fig. 3: Centrifuge makers capacity specifcation
8
Fuel Sampling
Sampling
To.be.able.to.check.whether.the.speci-
fcation.indicated.and/or.the.stipulated.
delivery.conditions.have.been.complied.
with,.we.recommend.that.a.minimum.
of.one.sample.of.each.bunker.fuel.lot.
be.retained..In.order.to.ensure.that.
the.sample.is.representative.for.the.
oil.bunkered,.the.sample.should.be.
continuously.taken.at.the.ship.manifold.
throughout.the.bunkering.period..This.
is.done.by.a.continuous.collection.of.
drip.sample.during.the.bunker.delivery,.
see.Ref..[3].
This.is.without.including.the.BDN.(bun-
ker.delivery.note).for.compliance.with.
IMO.Annex.VI.
Analysis of samples
The.samples.received.from.the.bunker-
ing.company.are.frequently.not.identi-
cal.with.the.heavy.fuel.oil.actually.bun-
kered..It.is.also.appropriate.to.verify.the.
heavy.fuel.oil.properties.stated.in.the.
bunker.documents,.such.as.density,.
viscosity.and.pour.point..If.these.values.
deviate.from.those.of.the.heavy.fuel.oil.
bunkered,.there.is.a.risk.that.the.heavy.
fuel.oil.separator.and.the.preheating.
temperature.are.not.set.correctly.for.
the.given.injection.viscosity.
Sampling equipment
Several.suppliers.of.sampling.and.fuel.
test.equipment.are.available.on.the.
market,.but.for.more.detailed.and.ac-
curate.analyses,.a.fuel.analysing.insti-
tute.should.be.contacted.
Supplementary
Fuel Oil Treatment
In.a.traditional.system,.the.presence.of.
large.amounts.of.water.and.sludge.will.
hamper.the.functioning.of.a.clarifer,.for.
which.reason.a.purifer.has.been.used.
as.the.frst.step.in.the.cleaning.process..
With.the.new.automatic.desludging.
clarifers,.the.purifer.can,.as.mentioned,.
be.dispensed.with..We.consider.the.re-
moval.of.solids.to.be.the.main.purpose.
of.fuel.treatment..
Although.not.necessarily.harmful.in.its.
own.right,.the.presence.of.an.uncon-.
trolled.amount.of.water.and.sludge.in.
the.fuel.makes.it.diffcult.to.remove.the.
solid.particles.by.centrifuging..
Therefore,.the.following.additional.equip-
ment.have.been.developed:
Homogenisers
Homogenisers.are.used.to.disperse.
any.sludge.and.water.remaining.in.the.
fuel.after.centrifuging..A.homogeniser.
placed.after.the.centrifuge.will.render.
fresh.water.(not.removed.by.centrifug-
ing).harmless.to.the.engine..
Homogenising.may.also.be.a.means.
to.cope.with.the.more.and.more.fre-
quently.occurring.incompatibility.prob-
lems,.which.are.not.really.safeguarded.
against.in.any.fuel.specifcation..Both.
ultrasonic.and.mechanical.homogenis-
ers.are.available.
Homogenisers.can.also.be.used.for.
moderate.emission.control.in.conjunc-
tion.with.emulsifcation.of.freshwater.
into.the.fuel.
Homogenisers.installed.before.the.fuel.
centrifuge.can,.when.considering.the.
full.range.of.the.ISO.8217.fuel.specif-
cation,.reduce.the.effciency.of.the.cen-
trifuge.and,.thus,.the.cleanliness.of.the.
fuel.delivered.to.the.engine..The.sodi-
um.will.not.be.removed.from.the.fuel.in.
the.form.of.salt.water..The.cat.fnes.and.
other.abrasive.material.might.be.split.
up.into.very.small.particles,.which.are.
diffcult.for.the.centrifuge.to.separate.
and.which.will.still.have.a.harmful.wear.
effect.on.the.engine.components..
Installation.of.homogenisers.before.the.
centrifuge,.see.Fig..4,.is.therefore.not.
advisable..
In.order.to.reduce.the.NO
x
.level.in.the.
engine.exhaust.gas,.water.can.be.
added.to.the.fuel.oil.to.create.an.emul-
sion..Clean.freshwater.should.be.used,.
and.this.is.homogenised.into.the.fuel.
oil.at.a.maximum.ratio.of.approx..one.
part.of.water.to.two.parts.of.fuel.oil..
The.water.emulsion.can.be.stable.with.
HFO.but.with.lighter.fuels,.such.as.gas.
oil.and.diesel.oil,.it.may.be.necessary.to.
add.an.emulsifer.to.the.fuel.oil.before.
homogenising.the.fuel.and.water..The.
homogeniser.is.located.between.the.
HFO.service.tank.and.the.engine,.i.e..
after.the.fuel.oil.purifers..
Fine flters
Fine.flters.are.placed.directly.after.the.
centrifuge,.or.in.the.supply.line.to.the.
engine,.in.order.to.remove.any.solid.
particles.not.taken.by.centrifuging..The.
mesh.is.very.fne,.i.e..down.to.5.m.
Homogenising.before.a.fne.flter.can.
reduce.the.risk.of.fne.flter.blocking.by.
the.agglomeration.of.asphaltenes.
9
To F.W. cooling
pump suction Full flow filter
Main
engine
Circulating pumps
Acceptable location
of homogeniser
Supply pumps
Heavy fuel oil
service tank
Diesel
oil
service
tank
From diesel centrifuges
Fuel
storage
tank
Suggested location of homogeniser
by some suppliers.
Not acceptable
for engine performance
Deck
Automatic de-aerating valve
venting tank
Diesel oil
Heavy fuel oil
Heated pipe with insulation
To drain tank
F.O. drain
tank
TSA
304
Pl Pl
PSA
307
Tl Tl
vSA
303
Centrifuges
Pre-
heater
TE 8005
PT 8002
vT 8004
Fig. 4: Pressurised fuel oil system, with homogeniser
10
Homogenising before a fine filter can
reduce the risk of fine filter blocking by
the agglomeration of asphaltenes.
Super decanters
This, in principle, is a horizontal
clarifier. The aim is to remove sludge
before normal centrifuging, and thus
prevent blocking of the centrifuge.
Fuel Oil System
A pressurised fuel oil system, as shown
in Fig. 1, is necessary when operating
on high viscosity fuels. When using high
viscosity fuels requiring high preheating
temperatures, the oil from the engine
fuel oil system to the return line will also
have a relatively high temperature.
The fuel oil pressure measured on the
engine (at fuel pump level) should be
about 8 bar, which is equivalent to a
circulating pump delivery pressure of
up to 10 bar.
This maintains a pressure margin
against gasification and cavitation in
the fuel system, even at 150C pre
heat.
In order to ensure correct atomisation, the
fuel oil temperature must be adjusted
according to the specific fuel oil viscos
ity used.
An inadequate temperature can influence
the combustion and could cause increased
wear on cylinder liners and piston rings,
as well as deterioration of the exhaust
valve seats. Too low a heating tempera
ture, i.e. too high viscosity, could also re
sult in a too high injection pressure, lead
ing to excessive mechanical stresses in
the fuel oil system.
In most installations, heating is carried
out by means of steam, and the viscosity
is kept at the specified level by a viscosity
regulator controlling the steamsupply.
Depending on the viscosity/tempera
ture relationship of the fuel oil (the vis
cosity index), an outlet temperature of
up to 150C might be necessary, as in
dicated on the guidance curves shown
in Fig. 4, which illustrate the expected
heating temperature as a function of the
specific fuel oil viscosity in cSt/50C.
The recommended viscosity meter set
ting is 1015 cSt. However, service ex
perience has shown that the viscosity
of the fuel before the fuel pump is not a
too critical parameter, for which reason
we allow a viscosity of up to 20 cSt af
ter the heater. In order to avoid too
rapid fouling of the heater, the temper
ature should not exceed 150C.
10
7 43
10 52
12 59
15 69
20 87
30 125
cSt Sec
RW
Normal heating limit
Approximate pumping limit
10 15 25 35 45 55 cSt/100 C
o
30 60 100 180 380 600 cSt/50 C
o
200 400 800 1500 3500 6000 sec. RW/100 F
o
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
Temperature after heater
C
o
Approximate viscosity
after heater
Viscosity of fuel
Fig. 4: Heating chart for heavy fuel oil
Fig. 5: Heating chart for heavy fuel oil
Fuel Oil System
A.pressurised.fuel.oil.system,.as.shown.
in.Fig..1,.is.necessary.when.operating.
on.high.viscosity.fuels..When.using.
high.viscosity.fuels.requiring.high.pre-
heating.temperatures,.the.oil.from.the.
engine.fuel.oil.system.to.the.return.line.
will.also.have.a.relatively.high.tempera-
ture..
The.fuel.oil.pressure.measured.on.the.
engine.(at.fuel.pump.level).should.be.
about.8.bar,.which.is.equivalent.to.a.
circulating.pump.delivery.pressure.of.
up.to.10.bar..This.maintains.a.pressure.
margin.against.gasifcation.and.cavita-
tion.in.the.fuel.system,.even.at.150C.
preheat.
In.order.to.ensure.correct.atomisation,.
the.fuel.oil.temperature.must.be.ad-
justed.according.to.the.specifc.fuel.oil.
viscosity.used..
An.inadequate.temperature.can.infu-
ence.the.combustion.and.could.cause.
increased.wear.on.cylinder.liners.and.
piston.rings,.as.well.as.deterioration.
of.the.exhaust.valve.seats..Too.low.a.
heating.temperature,.i.e..too.high.vis-
cosity,.could.also.result.in.a.too.high.
injection.pressure,.leading.to.exces-
sive.mechanical.stresses.in.the.fuel.oil.
system..
In.most.installations,.heating.is.carried
out.by.means.of.steam,.and.the.viscosity.
is.kept.at.the.specifed.level.by.a.viscosity.
regulator.controlling.the.steam.supply..
Depending.on.the.viscosity/tempera-
ture.relationship.of.the.fuel.oil.(the.
viscosity.index),.an.outlet.temperature.
of.up.to.150C.might.be.necessary,.
as.indicated.on.the.guidance.curves.
shown.in.Fig..5,.which.illustrate.the.
expected.heating.temperature.as.a.
function.of.the.specifc.fuel.oil.viscosity.
in.cSt/50C.
The.recommended.viscosity.meter.set-
ting.is.10-15.cSt..However,.service.ex-
perience.has.shown.that.the.viscosity.
of.the.fuel.before.the.fuel.pump.is.not.a.
too.critical.parameter,.for.which.reason.
we.allow.a.viscosity.of.up.to.20.cSt.
after.the.heater..In.order.to.avoid.too.
rapid.fouling.of.the.heater,.the.temper-.
ature.should.not.exceed.150C.
11
Operational Aspects
All.low.speed.engines.from.and.in-
cluding.the.K-GF.types.(from.around.
1973).are.equipped.with.uncooled,.all-
symmetrical.lightweight.fuel.injection.
valves..
These.allow.constant.operation.on.
heavy.fuel,.due.to.the.built-in.possibility.
of.circulating.heated.heavy.fuel.through.
the.high-pressure.fuel.pipes,.and.fuel.
valves.during.engine.standstill..
In.view.of.the.emission.regulations.and.
the.increased.use.of.low-sulphur.fuels,.
a.special.procedure.is.made.to.protect.
the.engine.when.changing.between.fu-
els.(see.the.chapter:.Low-sulphur.Fuel.
Operation).
If.a.change.to.diesel.oil.is.necessary.
as.a.result.of,.for.instance,.the.need.for.
a.major.repair.of.the.fuel.oil.system,.a.
prolonged.stop,.or.the.use.of.very.low-
sulphur.fuels,.as.required.by.environ-
mental.legislation,.the.heavy.fuel.in.the.
system.can.be.changed.with.diesel.oil.
at.any.time,.provided.the.change-.over.
procedure.is.followed,.even.when.the.
engine.is.not.running..See.also.the.en-
gine.instruction.book.
During.engine.standstill,.the.heated.fuel.
oil.circulating.through.the.fuel.system.
does.not.require.the.same.low.viscosity.
as.recommended.for.injection.
Thus,.in.order.to.save.steam,.the.heat-
ing.temperature.may.be.lowered.by.
some.20C,.giving.the.circulating.oil.a.
viscosity.of.up.to.30.cSt.
The.temperature.should.be.raised.to.
the.recommended.service.value,.as.
illustrated.in.Fig..5,.about.30.minutes.
before.starting-up.is.expected.
Engine
Compatibility
of mixed fuels!
Tank system
considerations!
Viscosity!
Oil
BN
10-40-70!
Hi gh S%
Low S%
Fig. 6: Considerations be made to before changing between high/low sulphur fuels
Fuel change-over unit
As.previously.mentioned,.the.heating.
temperature.must.not.exceed.150C,.
and.during.operation.it.is.not.necessary.
to.apply.pipe.heating.by.means.of.heat.
tracing..When.running.on.diesel.oil,.the.
heat.tracing.system.must.not.be.used.
at.all.
Fig. 7: Recommended cylinder oil feed rates depending on the fuel sulphur level
However,.it.should.be.noted.that.the.
pipe.heating.system.on.drain.pipes.
should.remain.in.operation.when.run-.
ning.on.heavy.fuel.
12
Low-sulphur
Fuel Operation
Today,.there.are.ECAs.(emission.con-
trol.area,.based.on.EU.and.IMO.regula-
tions).in.the.Baltic.Sea,.the.North.Sea.
and.the.English.Channel..And.more.
such.areas.are.expected.to.come..In.
the.USA,.the.EPA.(Environmental.Pro-
tection.Agency).is.considering.to.desig-
nate.Long.Beach.an.ECA.very.soon..
The.sulphur.content.has.an.impact.on.
the.sulphur.acid.emission.to.the.air,.sea.
and.land,.as.well.as.a.major.impact.on.
the.particle.level.in.the.exhaust.gas..
Even.though.MAN.B&W.two-stroke.en-
gines.are.largely.insensitive.to.the.fuel.
quality,.changing.between.fuels.with.
different.levels.of.viscosity.is.an.impor-
tant.consideration.to.make.
The.cylinder.lube.oil.base.number.must.
be.considered..Operating.on.normal.
BN70.cylinder.oil.for.too.long.when.
burning.low-sulphur.fuel.will.prevent.
controlled.corrosion.on.the.cylinder.lin-
ers..
The.mechanism.is.a.creation.of.an.ex-
cess.of.deposits.originating.from.the.
cylinder.oils.additives..Low-BN.oil.is.
available.from.the.major.oil.companies,.
and.recommendations.on.the.use.of.
low.and.high-BN.oils.are.also.available.
The.fuel.change-over.process.must.fol-
low.the.thermal.expansion.of.both.the.
fuel.pump.plunger.and.the.barrel,.and.
a.procedure.has.been.created.to.avoid.
causing.damage.to.the.fuel.pumps..
An.automatic.change-over.unit.will.be.
available.in.2009.
In.order.to.ensure.the.creation.of.a.
hydrodynamic.oil.flm.between.the.fuel.
pump.plunger.and.barrel,.a.viscosity.
of.2.cSt.is.required.at.the.engine.inlet..
This.may.be.diffcult.to.achieve.for.
some.DO.and.GOs,.and.some.opera-
tors.may.have.to.introduce.a.cooler.in.
the.fuel.oil.system.to.ensure.a.satisfac-
tory.viscosity.level.
The.ignition.quality.of.a.fuel.oil.is.not.
an.issue.for.MAN.B&W.two-stroke.
engines..MAN.Diesel.has.conducted.a.
number.of.research.tests.showing.that.
the.MAN.B&W.two-stroke.engine.is.
insensitive.to.the.poor.ignition.combus-
tion.quality.fuels.on.the.market.today.
A.separate.booklet.called.Low-sul-
phur.fuel.operation.is.available.from.
MAN.Diesel,.Ref..[4].
1).Valid.at.inlet.to.centrifuge.plant.
2).Pre-heating.down.to.15.cSt.at.engine.inlet.fange.is.to.be.ensured.
3).Lodene,.phosphorus.and.sulphur.content.according.to.agreement.with.emission.controls.maker.
4).Experience.shows.that.a.high.Total.Acid.Number.has.infuence.on.the.time.between.overhaul.of.the.engine.fuel..
....system.and,.therefore,.need.to.be.adjusted.accordingly
Guiding Biofuel Specifcation for MAN B&W
Two-stroke Low Speed Diesel Engines
1)
Designation
Density.at.15.
o
C kg/m
3
1010.
Kinematic.viscosity.at.10.
o
C.
2)
cSt 55
Flash.point
o
C >60.
Carbon.residue %.(m/m) 22
Ash %.(m/m) 0.15
Water %.(m/m) 1.0
Sulphur.
3)
%.(m/m) 5.0
Vanadium ppm.(m/m) 600
Aluminium.+.Silicon mg/kg 80
Sodium.plus.potassium ppm.(m/m) 200
Calcium ppm.(m/m) 200
Lead ppm.(m/m) 10
TAN.(Total.Acid.Number) mg.KOH/g.
4)
>25
SAN.(Strong.Acid.Number) mg.KOH/g 0
Table II
Off-spec. Fuels
Several.selected.off-spec..fuels.(i.e..
beyond.ISO.8217).have..been.tested.
on.MAN.B&Ws.two-stroke.research.
engine:.
.
.Natural.gas.
.Bitumen
.Orimulsion
.Tallow
Our.research.facility.in.Copenhagen.is.
available.for.such.testing..In.the.event.
that.off-spec..fuels.are.considered.for.
use.on.MAN.B&W.engines,.it.is.recom-
mended.that.MAN.Diesel.is.contacted.
for.further.information.regarding.opera-
tional.experience.and.any.necessary.
precautions..
Table.II.shows.the.guiding.biofuel.spec-
ifcation.for.MAN.B&W.two-stroke.low.
speed.diesel.engines.
MAN.Diesel.can.be.contacted.for.further.
recommendations.on.the.use.of.biofuels..
13
Lubricating Oil Qualities
Low.speed.diesel.rust.and.oxidation.
inhibited.alkaline.engine.oils.of.the.SAE.
30.viscosity.grade.should.be.chosen.
for.circulating.oil..The.oils.should.have.
adequate.dispersancy/detergency.to.
keep.the.crankcase.and.the.piston.
cooling.spaces.free.from.deposits..
For.engines.with.an.integrated.gear.
driven.Power.Take.Off.(PTO),.a.mini-.
mum.FZG.load.level.(Foursquare.gear.
oil.test).of.8.should.be.observed..For.
electronically.controlled.engines.a.mini-
mum.FZG.load.level.of.10.is.required..
Contamination of system lube oil
Increase.of.BN.(Base.Number).and.
viscosity.of.the.system.lube.oil.during.
operation.is.unavoidable.
The.piston.rod.stuffng.box.separates.the.
combustion.and.scavenge.air.spaces.
from.the.crankcase..Therefore,.lube.oil.
will.not.be.severely.contaminated.with.
combustion.products.and.used.cylinder.
lube.oil..However,.some.cylinder.lube.oil.
leaks.through.the.stuffng.box,.down.
into.the.system.lube.oil.sump..This.is.
revealed.by.increasing.BN.and.viscos-
ity.levels.of.the.system.lube.oil.
Normally,.the.increase.will.stop.after.
some.time.and.remain.at.a.stable.level.
where.topping.up.with.new.system.
lube.oil,.to.make.up.for.normal.con-
sumption,.will.balance.the.degree.of.
contamination.of.the.system.oil.with.
cylinder.lube.oil.
Water.may.also.contaminate.system.
oil..Excess.water.levels.may.harm.tin-
aluminum.bearings,.for.which.reason.
MAN.Diesel.recommends.that.the.wa-
ter.level.does.not.exceed.0.2%.(0.5%.
water.allowed.for.shorter.periods.of.
time),.Ref..[5].
Table III: International brands of lubricating oils which have been applied
with satisfactory results on MAN B&W engines, on a large number of vessels
In.some.cases,.fuel.has.been.seen.
leaking.through.the.fuel.pump.umbrella.
sealings.into.the.system.oil..Fuel.is.
known.to.form.deposits.on.hot.spots,.
i.e..in.the.piston.undercrown.space..It.
is.therefore.important.to.keep.the..rec-
ommended.overhaul.intervals.on.fuel.
pumps.to.secure.that.the.pump.pack-
ings/sealings.are.replaced.
BN level consideration
The.increase.in.BN.can.infuence.the.
ability.of.the.oil.to.reject.water.by.the.
usual.centrifuging..Water.together.with.
calcium.compounds.from.oil.additives.
may.form.calcium.hydroxide.recom-
mended.to.ensure.calcium.carbonate.
and.build.up.a.deposit.of.lacquer.on.
the.bearings..Another.risk.is.the.in-
creased.sludge.formation.when.water.
is.present..
Experience.shows,.however,.that.many.
engines.are.operating.with.up.to.30.BN.
*.depending.on.load.profle.and.sulphur.content,.see.MD.recommendation.for.cylinder.feed.rate.
Lubricating oils - Low speed main engines
Type Circulating oil Cylinder oil
Requirement SAE.30,.BN.5-10 SAE.50,.BN.60-80 SAE.50,.BN.40-50
Oil company
BP Energol.OE-HT.30 Energol.CLO-50M/CL.605 Energol..CL.505/CL-DX.405
Castrol CDX.30 Cyltech.70/80.AW Cyltech.40.SX/50.S
Chevron..
(Chevron,.Texaco,.Caltex)
Veritas.800.Marine.30 Taro.Special.HT.70 Taro.Special.HT.LS.40
Total Atlanta.Marine.D.3005 Talusia.HR.70/Talusia.Universal Talusia.LS.40
.Exxon.Mobil Mobilgard.300 Mobilgard.570 Mobilgard.L540
Shell Melina.30/30S Alexia.50 Alexia.LS
14
(starting.from.approx..6.BN).without.
any.operational.problems,.and.without.
any.changes.in.the.lube.oil.performance.
that.give.reason.for.renewing.the.oil.
An.increase.in.BN.to.an.equilibrium.
value.of.up.to.25.in.BN.and.in.viscosity.
from.SAE.30.to.SAE.40.is.considered.
normal,.and.no.action.is.called.for..An.
increase.beyond.that.is.not.really.harm-.
ful.and.can,.in.most.cases,.be.counter-.
acted.by.new.low-BN.topping.oil.
The.circulation.oil.consumption.on.the.
MC/ME/ME-B/C/S.engines.is.very.low.
because.the.engines.are.designed.to.
have.fewer.leaks.and.because.of.the.
much.reduced.stuffng.box.oil.drain,.
compared.to.previous.engine.types,.
causing.a.higher.increase.in.BN.and.
viscosity..Therefore,.it.may.be.neces-
sary.to.add.some.new.oil.to.the.lube.oil.
sump.at.times.to.ensure.a.proper.qual-
ity.and.BN.level.of.the.lube.oil..This.is.
done.by.exchanging.part.of.the.circula-
tion.oil.in.the.sump.based.on.an.analysis.
of.the.oil.
Lube Oil Blending
on Board
A.new.blending-on-board.(BoB).con-
cept.makes.it.possible.to.add.additives.
to.the.engine.system.oil.and.then.utilise.
it.as.cylinder.lube.oil..By.topping.up.
the.thereby.used.system.oil,.a.steady.
renewal.of.the.oil.is.ensured.as.well.as.
improved.viscosity.control.and.cleanli-
ness..The.oil.suppliers.get.the.advan-
tage.of.supplying.only.one.oil.and.a.lim-
ited.amount.of.additives..The.tradition-
ally.consumed.cylinder.oil.is.replaced.
with.the.blended.lube.oil..
Furthermore,.the.idea.with.the.BoB.
concept.is.that.the.operator.will.ulti-
mately.be.able.to.adjust.the.cylinder.oil.
BN.to.the.current.fuel.sulphur.level.by.
changing.the.blending.ratio..In.2007,.
MAN.Diesel.issued.a.No.Objection.
Letter.(NOL).on.a.BN70.blend..The.
NOL.applies.to.a.specifc.additive.in.a.
specifc.system.oil.
MAN.Diesel.shares.a.common.inter-
est.with.the.oil.companies..to.keep.
the.lube.oil.expenses.predictable.and.
optimal..Therefore,.also.in.this.feld.it.
is.of.the.utmost.importance.to.ensure.
the.reliable.performance.of.the.blended.
products..This.requires.continuous.
verifcation.tests...
No-objection.letters.will.be.issued.as.
the.tests.with.BoB.and.lower.BN.oils.
are.successfully.concluded..
MAN.Diesel.can.be.contacted.for.infor-
mation.on.the.test.status.
Testing.of.a.BN60.blend.on.is.ongoing,.
on.an.engine.in.service,.and.the.condi-
tion.is.so.far.found.to.be.satisfactory.
Technically,.it.is.currently.being.investi-
gated.how.the.blending-on-board.con-
cept.could.cover.all.BN.levels.on.just.
the.same.additive.package..
Some.considerations.must.be.made.in.
this.respect:.
System.oil.condition.prior.to.blending.
must.be.acceptable.
Quality.control.of.the.additives.
Must.be.ensured.
Technical.performance.of.additive.
package.in.different.concentrations.
(BN40,.BN50,.BN60).must.be..
clarifed

15
Cylinder Oil,
Low Speed Diesels
For.engines.operating.on.heavy.residual.
fuel.oil,.a.cylinder.oil.with.a.viscosity.of.
SAE.50.and.BN.of.70.is.recommended.
In.most.cases.the.high.BN.cylinder.lubri-
cant.will.also.be.satisfactory.during.tem-
porary.operation.on.diesel.oil/gas.oil.
In.general,.changing.the.cylinder.oil.
type.to.correspond.to.the.fuel.type.
used.(i.e..bunker.fuel.or.diesel.oil/gas.
oil).is.considered.relevant.only.in.cases.
where.operation.on.the.respective.fuel.
type.is.to.exceed.two.weeks..However,.
cylinder.oil.feed.rate.adjustments.might.
be.required..
There.is.a.high.risk.when.using.BN70.
cylinder.oils.in.connection.with.frequent.
bunkering.of.low-sulphur.fuels,.with.a.
sulphur.content.of.below.to.1.5%,.see.
Ref..[6]
The.main.problem.has.been.the.ac-
cumulation.of.unused.cylinder.oil.ad-
ditives,.resulting.in.excessive.deposits.
on.the.piston.topland..This.has.led.to.
high.wear,.and.to.a.situation.where.
increased.lubrication.does.not.im-
prove.the.condition..On.the.contrary,.
increased.lubrication.increases.the.for-
mation.of.deposits,.leading.to.accelera-
tion.of.the.problem.
It.has.been.established.that.a.certain.
degree.of.controlled.corrosion.en-
hances.lubrication,.in.that.the.corro-
sion.generates.small.pockets.in.the.
cylinder.liner.running.face.from.which.
hydrodynamic.lubrication.from.the.oil.
in.the.pocket.is.created..The.alterna-
tive,.no.corrosion,.could.lead.to.bore.
polish.and,.subsequently,.hamper.the.
creation.of.the.necessary.oil.flm.on.the.
liner.surface,.resulting,.eventually,.in.
accelerated.wear..Controlled.corrosion.
.not.avoiding.corrosion..is.therefore.
crucial,.and.adjusting.the.BN.to.the.fuel.
oil.sulphur.content.is.essential...
.
Low.alkaline.cylinder.lubricants.are.
therefore.available.on.request.from.the.
major.lubricating.oil.suppliers.
Table.III.shows.typical.lube.oils.used.
on.marine.applications.together.with.
the.fuel.oils.specifed.in.Table.I..In.order.
to.control.and.prevent.uncontrolled.
sulphur.corrosion,.it.has.become.the.
industry.standard.for.marine.engines.to.
use.cylinder.lubricants.with.a.BN.of.70.
in.combination.with.the.average.marine.
fuels,.i.e..380.cSt.and.2.7%.sulphur.
content.
Special.running.conditions.because.of.
frequent.bunkering.of.low-sulphur.fuels.
and.environmental.fuel.regulations.(by.
the.authorities.or.self.imposed),.requir-
ing.the.use.of.low-sulphur.fuel.and.spe-
cial.running.conditions,.might.call.for.
a.lowering.of.the.total.alkaline.additive..
content..This.can.be.done.by.lowering.
the.dosage.towards.our.minimum.feed.
rate.or,.alternatively,.by.using.one.of.the.
specially.designed.cylinder.oils.with.a.
lower.BN.and.with.full.detergency.
Service.tests.with.such.specially.de-
signed.low-BN.oils.have.shown.good
results..However,.it.may.be.diffcult.to
determine.whether.changing.to.a.BN40
or.BN50.cylinder.oil.will.be.adequate.for.
operation.of.ultra-low.sulphur.fuels...
A.lower.BN.than.40-50.might.be.the.
future.oil.for.low-sulphur.operation.
Table IV: Stationary applications
Ambient.conditions Stationary.engines Marine.engines
Tropical Design
Cooling.water.temp. Maximum.
yearly.site
.climatic.cond.
Average.
yearly.site
.climatic.cond.
Minimum.
yearly.site.
climatic.cond.
32C 25C
Air.inlet.temp. 45C 25C
Blower.inlet.pressure Depends.on.height.above.sea.level
1000
.mbar
1000
.mbar
For.this.reason,.we.recommend.that.
you.contact.MAN.Diesel,.or.the.engine.
builder,.before.operation.on.ultra-low.
sulphur.fuel.
General
It.should.be.considered.that,.irrespective.
of.the.sulphur.content.being.high.or.low,.
the.fuels.used.in.low.speed.engines.are.
usually.low.quality.heavy.fuels.
Therefore,.the.cylinder.oils.must.have.
full.capacity.in.respect.of.detergency.
and.dispersancy,.irrespective.of.the.BN.
specifed..This.is.a.technology.which.
has.to.be.mastered.by.the.lube.oil.sup-
pliers,.who.can.individually.tailor.a.cyl-
inder.lube.oil.to.the.relevant.fuel.
Breaking-in cylinder lube oils for
testbed running
In.addition.to.determining.the.optimum.
oil.design.for.normal.operation.of.the.
two-stroke.MAN.B&W.engines,.we.
also.investigate.and.test.various.lube.
oil.designs.in.cooperation.with.the.oil.
companies.to.fnd.the.optimum.cylinder.
lube.oils.for.testbed.running.
Most.builders.of.MAN.B&W.two-stroke.
engines.are.using.low-sulphur.DO.fuels,.
primarily.for.environmental.reasons.
This,.in.combination.with.a.relatively.
high.running-in.lube.oil.dosage,.re-
quires.a.high.detergency.level.in.the.oil..
Therefore,.we.generally.recommend.
the.use.of.a.BN70.cylinder.oil,.irrespec-
tive.of.the.sulphur.content.of.the.fuel.oil.
16
Fig. 8: Typical load profle during a year in
operation
Performance Verification of
Cylinder Oils
All oils listed have gone through a per
formance test for about 4,000 running
hours on a relevant engine type in ser
vice and have, during the test, been in
spected by engineers from MAN B&W
Diesel, in cooperation with the oil supplier.
When satisfactory results have been
achieved, MAN B&W Diesel issues a
Letter of No Objection for the use of
the oil on MAN B&W twostroke en
gines. However, MAN B&W Diesel
does not assume responsibility for any
damage caused due to the quality of
an oil mentioned in a Letter of No Ob
jection. The performance of the oil is
the responsibility of the oil supplier. It is
up to the operator to obtain guarantees
from the oil supplier that the oil is suit
able for operation on the plant in ques
tion in conjunction with the currently
used fuel.
If an oil on the list fails to provide ac
ceptable performance, then MAN B&W
Diesel will work together with the oil com
pany to clarify the reasons and, if
needed, have a better oil introduced.
If this fails, the Letter of No Objection
will be withdrawn.
The list should not be considered com
plete, and oils fromother companies
may be equally suitable.
Further information about the oil test and
Letter of No Objection can be obtained
by contacting MAN B&W Diesel in
Copenhagen.
Fuels and Lubes for Stationary
Twostroke MAN B&WEngines
Stationary engines operate at load pat
terns and ambient conditions which dif
fer widely from those of their marine
counterparts. This is illustrated in Fig. 5
and Table 4 showing the typical operat
ing conditions for both applications.
Thus, Fig. 5 shows that for stationary
engines, the average load is 95100%
during 8000 hours, or more, per year in
operation, whereas for marine engines
the average load is around 80% and,
furthermore, often only for 6000 hours
per year in operation. This means that
stationary engines typically have a more
than 60% higher load factor than marine
engines.
Stationary engines are exposed to widely
varying ambient conditions, see Table 4,
i.e. higher air and cooling water temper
atures. Furthermore, stationary engines
are frequently exposed to fuel oils of
nonmarine qualities. The fuel is often
delivered fromone permanent supplier,
meaning that the quality from this supplier,
good or bad, will prevail. Therefore, lube
oils, especially cylinder oil, have to be indi
vidually selected and, at times, even indi
vidually specified and optimised in order to
match the fuel oil available.
Table 3 shows typical lube oils to be used
for marine applications together with the
fuel oils specified according to ISO 8217. In
order to control/prevent sulphur corrosion, it
has become the industry standard for ma
rine engines to use cylinder lubricants with a
BN of 7080 for use with the average marine
fuels.
This simple rule does not apply to
stationary engines, where the sulphur level
in the fuel usually remains constant, i.e. at
the level set by the supplies available, or,
when regulated by local legislation, often
shows a decreasing tendency over the
lifetime of the plant.
Hence, the constant use of a higher
thanaverage sulphur content, possibly
even higher than that found in the marine
specification, will call for the use of a higher
BN, and for this situation lube oils with BN up
to 100 are available.
Correspondingly, longtermuse of lower
thanaverage sulphur fuels will call for the
use of lower BN lube oils, as described for
low sulphur marine fuels.
In addition, the engine load for stationary
engines is usually very high, and the ambi
ent temperature is often higher as well, ref.
Fig. 5 and Table 4. Hence, temperatures
are high in the combustion chamber, and
the need to counteract cold corrosion with
alkaline additives is lower, thus reducing
the BN requirement.
14
60
70
80
90
100
110
0 2,000 4,000 6,000 8,000
hours
Time in service over one year
% load
Marine
Stationary
Fig. 5: Typical load profile during a year in
operation
Ambient conditions Stationary engines
Marine engines
Tropical Design
Cooling water temp.
Air inlet temp.
Maximum
yearly site
climatic cond.
Average yearly
site climatic
cond.
Minimum
yearly site
climatic cond.
32 C
45 C
25 C
25 C
Blower inlet pressure Depends on height above sea level
1000
mbar
1000
mbar
Table 4: Typical ambient conditions
Performance Verifcation
of Cylinder Oils
All.oils.listed.have.gone.through.a.per-
formance.test.for.about.4,000.running.
hours.on.a.relevant.engine.type.in.serv-
ice.and.have,.during.the.test,.been.in-.
spected.by.engineers.from.MAN.Diesel,.
in.cooperation.with.the.oil.supplier.
When.satisfactory.results.have.been.
achieved,.MAN.Diesel.issues.a.Letter.
of.No.Objection.for.the.use.of.the.oil.on.
MAN.B&W.two-stroke.engines..However,.
MAN.Diesel.does.not.assume.responsi-
bility.for.any.damage.caused.due.to.the.
quality.of.an.oil.mentioned.in.a.Letter.of.
No.Ob.jection..The.performance.of.the.
oil.is.the.responsibility.of.the.oil.supplier..It.
is.up.to.the.operator.to.obtain.guarantees.
from.the.oil.supplier.that.the.oil.is.suitable.
for.operation.on.the.plant.in.question.in.
conjunction.with.the.currently.used.fuel.
If.an.oil.on.the.list.fails.to.provide.accept-
able.performance,.then.MAN.Diesel.will.
work.together.with.the.oil.company.to.
clarify.the.reasons.and,.if.needed,.have.a.
better.oil.introduced.
If.an.oil.fails,.the.Letter.of.No.Objection.
will.be.withdrawn.
The.list.should.not.be.considered.com-.
plete,.and.oils.from.other.companies.
may.be.equally.suitable..Upon.request,.
MAN.Diesel.will.inform.whether.a.given.
oil.has.been.tested.and.whether.the.
test.results.were.acceptable.
Further.information.about.the.oil.test.
and.Letter.of.No.Objection.can.be.
obtained.by.contacting.MAN.Diesel.in.
Copenhagen.
Fuels and Lubes for
Stationary Two-stroke
MAN B&W Engines
Stationary.engines.operate.at.load.pat-
terns.and.ambient.conditions.which.
differ.widely.from.those.of.their.marine.
counterparts..This.is.illustrated.in.Fig..8.
and.Table.IV.showing.the.typical.oper-
ating.conditions.for.both.applications.
Thus,.Fig..8.shows.that.for.stationary.
engines,.the.average.load.is.95-100%.
during.8,000.hours,.or.more,.per.year.
in.operation,.whereas.for.marine.en-
gines.the.average.load.is.around.80%.
and,.furthermore,.often.only.for.6,000.
hours.per.year.in.operation..This.means.
that.stationary.engines.typically.have.a.
more.than.60%.higher.load.factor.than.
marine.engines.
Stationary.engines.are.exposed.to.
widely.varying.ambient.conditions,.i.e..
higher.and.lower.air.and.cooling.water.
temperatures,.see.Table.IV..Furthermore,.
stationary.engines.are.frequently.ex-
posed.to.fuel.oils.of.non-marine.quali-
ties..The.fuel.is.often.delivered.from.
one.permanent.supplier,.meaning.that.
the.quality.from.this.supplier,.good.or.
bad,.will.prevail..
Therefore,.lube.oils,.especially.cylinder.
oil,.have.to.be.individually.selected.and,.
at.times,.even.individually.specifed.and.
When.introducing.alucoating.on.piston.
rings.and.semi-honed.cylinder.liners,.
we.also.introduced.a.shorter.running-
in.period.which,.furthermore,.limits.
the.period.in.which.excess.cylinder.lube.
oil.is.supplied,.and.improves.the.running-
in.conditions..This.means.that.the.entire.
running-in.period,.up.to.100.hours,.is.fully.
acceptable.for.using.BN70.cylinder.lube.oils.
17
optimised.in.order.to.match.the.fuel.oil.
available.
Table.III.shows.typical.lube.oils.to.be.
used.for.marine.applications.together.
with.the.fuel.oils.specifed.according.
to.ISO.8217..In.order.to.control/prevent.
sulphur.corrosion,.it.has.become.the.
industry.standard.for.marine.engines.to.
use.cylinder.lubricants.with.a.BN.of.70.
for.use.with.the.average.marine.fuels.
This.simple.rule.does.not.apply.to.sta-
tionary.engines,.where.the.sulphur.level.
in.the.fuel.usually.remains.constant,.i.e..
at.the.level.set.by.the.supplies.available,.
or,.when.regulated.by.local.legislation,.
often.shows.a.decreasing.tendency.
over.the.lifetime.of.the.plant.
Hence,.the.constant.use.of.a.higher.
than.average.sulphur.content,.possibly.
even.higher.than.that.found.in.the.ma-
rine.specifcation,.will.call.for.the.use.of.
a.higher.BN,.and.for.this.situation.lube.
oils.with.a.BN.of.up.to.100.are.available.
Correspondingly,.long-term.use.of..
lower-than-average.sulphur.fuels.will.
call.for.the.use.of.lower.BN.lube.oils,.as.
described.for.low-sulphur.marine.fuels.
In.addition,.the.engine.load.for.station-
ary.engines.is.usually.very.high,.and.the.
ambient.temperature.is.often.higher.as.
well,.ref..Fig..8.and.Table.IV.
Hence,.temperatures.are.high.in.the.
combustion.chamber,.and.the.need.to.
counteract.cold.corrosion.with.alkaline.
additives.is.lower,.thus.reducing.the.BN.
requirement.
List of References
[1]. Heavy.Fuel.Oil.Treatment,..
. Service.Letter.SL05-452,..
. Kjeld.Aabo,.MAN.Diesel,..
. Copenhagen,.Denmark
[2]. Marine.diesel.engines,.catalytic.
. fnes.and.a.new.standard.to.ensure
. safe.operation,.by.Alfa.Laval,.BP.
. Marine.and.MAN.B&W.Diesel.
[3]. Guidelines.for.the.sampling.of.fuel.
. oil.for.determination.of.compliance.
. with.Annex.VI.of.MARPOL.73/78,.
. Resolution.by.the.IMO.Marine..
. Environment.Protection..
. Committee,.MEPC.96
[4]. Operation.on.Low-sulphur.Fuel,..
. by.Kjeld.Aabo,.MAN.Diesel,..
. Copenhagen,.Denmark,.publication..
. no.:.5510-0001-01ppr,.
. January.2006.
[5]. Cylinder.Lubrication.Guidelines.
. Operation.on.Fuels.with.Varying..
. Sulphur.Contents.All.MC/MC-C.
. and.ME/ME-C.type.engines.Mk.6..
. and.higher,.with.Alpha.ACC..
. System,.and.Cylinder.Lubrication..
. New.ACC.Guidelines.All.MC/MC-C..
. and.ME/ME-C.type.engines.Mk.6..
. and.higher,.with.Alpha.ACC.System,..
. Service.Letters.SL05-455.and..
. SL07-479,.Henrik.Rolsted,.MAN..
. Diesel,.Copenhagen,.Denmark
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