GUIDANCE FOR MEASURES TO COPE

WITH DEGRADED MARINE HEAVY

(1996)
 CONTENTS
Introduction M *»« f «*» t**lM****l* >*** > * t * t > t * tt *IM »*» t « A > aa «« it *»** M****** > ****«* >f
(
•
«*
••
»* 1

Part 1 Detrimental Elements in Fuel Oil and Diesel Engine Failures : \ :

Chapter 1 Examples of Abnormalities Caused by Fuel Oil

1.1 Introduction
13 Records of Abnormalities in NK Data ••*• * i M aa «» MM •«*»4*«**4 a +1 3
13 Cues of Abnormalities Reported by Shipping Companies 3
1.4 Causes of Abnormalities 3

Part 2 Reliability and Durability of Diesel Engines vs. Marine Fuel Oil

Chapter 1 Abnormalities in Machinery Plants

1.1 Introduction 7
1.2 Noteworthy Fuel specific Causes - 7

Chapter 2 Abnormalities Caused by Sulphur Contents

2.1 Introduction 7
2.2 Abnormalities Caused by Sulphur Contents ..
...
•

23.1 Abnormalities likely to occur when using sulphur rich fuel oil . - 8
233 Abnormalities likely to occur when using sulphur lean fuel oil~ .... - ... 8
2.3 Failures of Piston Rings and Cylinder Liners due to Sulphur Contents
23.1 Low temperature corrosion wear
.
23.11 Generation of sulphuric acid »» • » 8
23.1.2 Characteristics of low temperature corrosion wear 10
.
2.3 13 Causes of low temperature corrosion wear / N
10
23.1.4 Countermeasures for low temperature corrosion wear . .. .. .......... 11
2.33 Abnormalities caused by sulphur lean fuel oil
.
23.21 Black lacquer • •*
- 9
***** A MAiM #*
! A» *
13
13
233.2 Abnormalities caused by black lacquer ••• •* ••» * * ••»«««« . 4 !»# # 4. 4I 44444 ' 13
2333 Countermeasures for black lacquer...... . 13
2.4 Failures of Turbochargers and Exhaust Gas Passages due to Sulphur
Contents and Surging of Turbochargers
.
2.4 1 Failures of turbochargers and exhaust gas passages due
to sulphur contents 13
2.43 : Surging of turbochargers »* IM 14
2.5 Atmospheric Air Pollution by Sulphur Contents
23.1 Sulphur oxides 'ttf 4 «

233 Problem areas among techniques to reduce sulphur oxides

.
23.2 1 Problems in desulphurizing fuel oil 16
2.4 2.2 Problems in desulphurizing exhaust gas » « « • * * {f 4 4 « m 4w ¥ 9 m » 4M «»» «* » M »M 16
^* *** ****
 2.6 Summary of Abnormalities due to Sulphur Contents
and Countermeasures 16

Chapter 3 Abnormalities of Piston Rings and Cylinder Liners

due to catalytic FCC
3.1 Introduction 20
3.2 Manufacturing Process of Heavy Fuel Oil 20
3.3 Fluid Catalytic Cracker 22
3.4 Catalytic FCC
.
3.4 1 Composition and measuring methods 22
3.4.2 Relationship between aluminium contents
and quantities of catalytic FCC ..... .. 22
3.4.3 Particle size of catalytic FCC 22
3.5 Abnormalities Caused by Catalytic FCC 25
3.6 Countermeasures for Preventing Abnormalities due to Particles
of Catalytic FCC 26
3.7 Responding to Occurrence of Abnormalities 26
3.8 Disagreement between Analyzed Values of Aluminium
and Silicon and Wear Rates 27

Chapter 4 Abnormalities due to Asphaltene and Vanadium

4.1 Introduction 28
4.2 Abnormalities due to Asphaltene 28
43 Ignitability of Heavy Fuel Oil •• 30
4.4 Abnormalities due to Vanadium . 33
4.5 Summary of Abnormalities due to Asphaltene mid Vanadium
and Countermeasures 33

Chapter 5 Desirable Properties of Fuel Oil

5.1 Introduction 34
52 Recommended Fuel Oil Properties at Engine Inlets
of Typical Engine Models
.
5.2 1 Proposals and their background 34
5.2.2 Recommended fuel oil properties at engine inlets. .. 34

Part 3 Problems Related to Bunker Supplies and Receptions and Responses

Chapter 1 Marine Heavy Fuel Oil

1.1 Introduction 38
1.2 Types and Standards of Marine Heavy Fuel Oil ........ 38
13 Properties of Marine Heavy Fuel Oil
1.3.1 Properties of marine heavy fuel oil currently available
on the market 38
1.3.2 Properties of fuel oils bunkered in Japan
and at bunker stations overseas 40
 Chapter 2 Bunkering for Ships in Service
2.1 Introduction 47
2.2 Complaints about Bunkering i i 48
23 Bunkering Problems
234 Quality > M *MtM »• 48
233 Bunkering quantities .• • r.T
48
-
233 Pre delivery Documentation 49
23.4 Fuel oil analysis items requested by shipping companies :^ «« »»* >:> « 44
*•••« HM 50
233 Fuel oil sampling 51
23.6 Fuel oil analyzers 52
2.4 IMO’s Draft Marine Fuel Oil Quality Control Procedure •* •••• « I
**••**•4 53

_
Part 4 Problems Related to Shipboard Storage and Processing
of HeavyFuel Oil and Responses
*

•• . .
> •

Chapter 1 Current State of Shipboard Fuel Oil Processing * • ;. r •

1.1 Introduction ' Ul * '4 1 54

12 Properties of Fuel Oil that Can be Improved through
Current Shipboard Processing Techniques
13.1 Improvable properties
1.2.2 Unimprovable properties 55
13 Procedures for Purifying and Cleaning Fuel Oil . 55
'

1.4 Current Shipboard Fuel Oil Processing Systems

1.44 Fuel oils with a viscosity of 380 cSt or less at 50°C .. 55
1.43 Fuel oils with a viscosity of 700 cSt or less at aS0°C. *** > 4 **4 4** 4 4**4 4
*•••••“ •* 58
1.43 Optional specifications 61
13 Application to Diesel Ships
134 Specifications of fuel oil filters 61
1.53 Centrifugal purifiers 63
133 Separation performance required for centrifugal purifiers
1.6 . Measures for Removing Catalytic FCC 70
1.7 Countermeasures for Sludge
1.74 Wet sludge 70
1.73 Stability of heavy oil * ... 71
1.73 Method for preventing sludge from depositing 71
1.7.4 Waste oil disposal 72

-
Chapter 2 Desirable Shipboard Fuel Oil Pre treatment System
31 Introduction • ••
*** i
••••«•** 4»
*4«r* 4**4 ilktMl #*•
••• 72
23 Desirable fuel oil pre-treatment system 72

34 Introduction..... : * .....
33 Responding to Fuel Oils Not Conforming to Specifications
334 Optimum engine operating procedures
—
Chapter 3 Responding to Fuel Oils Not Conforming to Specifications
. .
i » » »» ' 76

76
 .
3.2 2 -
Optimum fuel oil pre treatment procedures 76
3.2.3 Dilution by good quality fuel oil 76
3.2.4 Application of fuel oil additives • ! # 76
3.2.5 Responding to fuel oils not conforming to specifications in summary 77

Part 5 Concluding Summary

5.1 Detrimental Elements in Fuel Oil I

*« I 79
5.2 Sulphur Contents 79
53 Catalytic FCC h
79
5.4 Asphaltene 79
5.5 nadium 80
^
5.6 Desirable Fuel Oil Properties 80
5.7 Properties of Marine Fuel Oils Currently in Circulation in the Market
5.8 Problems related to Bunkering as Currently Practiced..... .
5.9 Fuel Oil Sampling Systems
5.10 Fuel Oil Analyzers
. .
— —. ....
80
80
81
81
5.11 Shipboard Fuel Oil Processing Systems ... 81
-
5.12 Desirable Fuel Oil Pre treatment Systems 4444«C4M
* * * ** »
*44» 4444 at4 4 lt «44 tf44 kM 4*
* *** 4l«P4 > t
* 82
5.13 Responding to Fuel Oils Not Conforming to Specifications 83

Concluding Remarks. 84
 Introduction
A ship’s safety, seaworthiness and its ability to make regular sailings greatly depend on the
reliability of its main propulsion machinery. When we look at recent Cubage statistics of
Nippon Kaqi Kyokai (hereinafter the "Society” ) on failures of diesel engines that constitute the
majority of main engines of ships, serious machinery damage assumed to be caused by poor And
unstable properties of heavy fuel oil has been progressively increasing. Thisis considered to be
ascribable to the circulation of heavy fuel oil containing the detrimental elements and the
emergence of new detrimental elements.
. - V •

As the only international code to control the qualities and properties of marine fuel oils, ISO
8217- has been used customary. However, there are many negative views among shipping
concerns regarding die effectiveness of such a code in assuring the reliability of diesel engines
through the use of the heavy fuel oil that meets the requirements of this code What is more, .
- -
rule making work is underway to establish another code for high density fuel oil (1,010 kg/m*
at 15*, embodying stricter requirements than the existing code. Became heavy fuel oil tends to
contafo huger amounts of elements that degrade fuel oil qualities as its density becomes higher,
there are possibilities that the properties of heavy fuel oil will further deteriorate after die new
code comes into force. Under such circumstances, views have emerged, particularly among
those users of heavy fuel oil, stressing the need to control specific properties of fuel oil
considered to be related to abnormalities in machinery, in addition to complying with the
existing ISOCode.
V «:
•
. :
-
We also have reports of abnormalities that demand we improve the stability during fuet oil
storage and the stability of blended fuel oils on die basis of our experience, through which we
have learned that die properties of fuel oil sometimes change unexpectedly during shipboard
storage towards the direction in which the reliability of a ship’s engine plant is degraded.

Furthermore, information on bunkering for ships under operation shows it is not rare for bunker
fuel oils outside the requested specification to be supplied on the basis of historical bunker trade
-
practice and somewhat vague commercial habits. Ocean going ships, in particular, have to take
on bunker fuel throughout the world on account of their operational characteristics, and place,
time and suppliers can only be specified shortly before bunkering. Due to die fact that valid
unified global trade procedures for bunkering have not been established yet, it is said that there
are frequent disputes over die quantities and the properties of honker fuel oil between ships and
suppliers.
It was very timely for IMO Resolution A741 on the International Ship Management Code (ESM
Code) was adopted at the IMO Conference m November 1993 as a SOLAS Convention with the
objectives of ensuring the safety of ships and of avoiding losses of life and properties at sea As .
a consequence, it has become obligatory since 1 July, 1998, for ships engaged in international
voyages to prepare safety management systems, whereby further consolidation of controls for
the safe operation of ships and the protection of the environment has been demanded.

-1-
TUring into account such circumstances and responding to strong demand from shipping and
shipbuilding concerns, the Society organized the Special Research and Study Committee on
Measures for Deterioration of Marine Fuel Oils in May 1995. With the participation of
shipping companies, shipbuilders, engine and equipment manufacturers, oil companies, and
experts, research and studies have been carried out on the following items based on the proposal
above. This report summarizes the results of research and studies as a Guidance to
Deterioration of Marine Fuel Oil (hereafter called the “ Guidance” ).

1. Detrimental factors in fuel oil and diesel engine failures

2. Improving reliability and service life of diesel engines relating to heavy fuel oil
3. Problems related to bunkering marine heavy fuel oil and responses
4. Problems related to shipboard storage and processing of marine heavy fuel oil and
responses

Few all of the above items except 1, three parties; i.e., shipping companies (shipbuilders), engine
and equipment manufacturers and oil companies, have proposed fuel oil specifications and
given their respective technical views. These three parties, having different interest, for the first
time had discussions on a common forum and proposed specifications and technical views as a
.
summary of conclusions acceptable to all parties This Guidance, therefore, will not only serve
8S a useful reference both for ship operation and ship design, but also provide fundamental data
and information when ISO 8217 is reviewed in the future.
Completion of this Guidance in such a short period as less than one year from the organization
of the Committee is considered to be attributable to the strong support rendered by all
participants, in addition to the desire of related sectors to understand the facts surrounding
marine fuel oil processing to correctly feed back the findings to job sites.
The Committee hopes this Guidance will be used by the many persons concerned with the
-
consequent further development of the fuel oil handling and processing techniques.

April 1996

Nippon Katfi Kyokai

Special Research and Study Committee on Deterioration of Marine Heavy Fuel Oil

-2-
 Part 1 Detrimental Elements in Fuel Oil and
Diesel Engine Failures

Chapter 1 Examples of Abnormalities Caused by Fuel Oil

V .. • •

1.1 Introduction :.

Hie correlation between properties of fuel oil and abnormalities generated in engine plants has
ventionally been the focus of attention. We have several reports of investigations cm the
typical properties of fuel oil by bunkering station, and the correlation between the properties of
fuel oil and abnormalities1^. The Committee requested shipping companies to submit detailed
.
reports on recent cases of abnormalities in machinery plants for preparing this Guidance For
chronological and macroscopic judgements of abnormalities in machinery plants, the Society’
s survey data were also used.

U Records of Abnormalities in NK Data

The Society’s annual reports on statistics of serious damage covering the decade from 1982 to
1992 show that Class 1 abnormalities causing ships to be inoperable account for 0.2 to 0.5% of
the number of ships registered annually, Class 2 abnormalities forcing ships to operate at
reduced speeds account for 0.5 to 1.2%.
Ninety percent or more of serious failures causing ships to be inoperable occurred in propulsion
.
diesel engines, and there have been no significant changes in the trend in recent years
-
Among the serious failures, statistics on serious failures of two stroke cycle low speed engines
.
assumed to have been caused by poor combustion are shown in Fig. 1.1.2.1 It can be seen from
the assessment by year that serious failures became significant from 1984» and this increasing
trend has intensified ever since.
-
The number of the serious failures of Classes 1 and 2 of those 2 stroke cycle low speed engines
carried in NK class ships in 1993 was 29. The number of the serious failures assumed to have
been caused by the properties of fuel oil was six. Table 1.1.2.1 shows cases of serious Mures
of Classes l and 2, and those corresponding thereto.

13 Cases of Abnormalities Reported by Shipping Companies

Table 1.1.3.1 summarizes the nine cases of engine plant failures assumed to have been caused
by fuel oil submitted by shipping companies.
For Mures in fuel oil pre-treatment equipment and diesel engines, particularly diesel engines
after changing fuel to the fresh bunker, the following shipboard experience was repented:
(1) Engine operating parameters specifically connected to combustion such as cylinder
pressures and exhaust gas temperatures changed significantly towards impairing operating
performance. As a result, engine output was forced to be reduced.
(2) The specified normal operation was impaired by unexpected failures of combustion
-
chamber related components .
1.4 Causes of Abnormalities
Many reports pointed out that these machinery failures were caused by the following
abnormalities, on the basis of the results of analysis of fuel oil used:

-3-
(1) Poor combustion due to incombustible impurities such as asphaltene in fuel oil
(2) -
Failures of combustion chamber related components caused by hard impurities as
represented by catalytic FCC in fuel oil and the combustion biproduct (combustion
residue) deformed upon completion of combustion.
It is not logical to consider that all failures in machinery plants are caused by the defective
properties of fuel oil. It, however, is difficult to deny the view that a considerable portion of
factors responsible for the sudden generation of failures at unexpected times in a shipboard
machinery space environment with improved plant reliability and durability supported by the
-
ever upgrading maintenance system is identified in the constantly degrading marine fuel oil
qualaity. %

ll
( References) .
(1) Shipbuilding Research Association of Japan: Report (1994 3) of SR 218 Survey and -
Research on Shore-based Pre-treatment of Marine Fuel Oil
(2) Iwai: Fuel Oil and Main Engine Problems, Journal of the Marine Engineering Society in
Japan, Vol. 30, No 1, 1995 .
(3) Engine Control Study Committee, Japanese Shipowners’ Association: Abnormalities
Assumed to be Caused by Fuel Oil (Part 15), Notices to Shipmasters E-15, Japanese
Shipowners’ Association

9 i :
: r i 1
3
1
8 I i I * r
; i
! ; ! i

i& ’
i 5
i
I : 1 | ! f l
: i
6
i i
i
i t !

1
:
: s
5 *:
! \
! s
!
:
:
i 4
: i
:
i
1

S 3 :
i r
:
I i
s

f i
X 2 !
i

r
10 ' 4 l i
f
— i
»
t ;
t
0 o : :•

1982 1983 1984 198$ 1988 1987 1988 1988 1880 1991 1992

-
Fig. 1.1.2.1 Trends of serious failures of 2 stroke cycle engines assumed to be caused
by poor combustion by year
Note:Serious failure ratio is obtained by dividing (the number of cases of serums failure
occurring each year) by the product of (number of units of engine in each year and running
hours).

-4~
Table 1,1.2.1 Serious failures of Classes 1 and 2 of 2HStroke
cycle low speed diesel engines shown in NK data
Engine output
No. Ship type G/T (ps) Brief description of failure' :
11 Cargo strip 6,684 4,550 Abnormal wear Of piston rings
-
biow by
fires in scavenging air and exhaust gas systems
damage to turbocharger due to overrunning
* « f • t •
'

2 Reefer carrier 7383 12,400

i
Abnormal wear and fracture of piston rings
Fracture of moving blades of T/C Katrine
Damage to T/C
3 Bulk carrier 5,970 8,100 Seizure of piston rings
-
Blow by
Fires in scavenging air and exhaust gas systems
Damage to T/C due to overrunning

4 Bulk carrier 14,923 11350 Abnormal wear and fracture of piston rings
Fracture of moving blades of TflC turbine
Damage to T/C
5 Car carrier 42377 12,000 Bumdamageto ffre surface of piston crowns
and fracture openings
Ejection of piston cooling oil
Fires in scavenging mr manifold
Total damage to T/C due to overrumriag
6 Bulk carrier 22,089 8,000 Abnormal deposition of combustion residue
Choiring of T/C nozdes and surgmgof T/C
Deposition of combustion residue an movmg
blades of T/C
Vibration of turbine totor of T/C
Bearing failures
Damage to T/C due to overrunning

7 Cargo ship 17,150 10300 Burns to fire surface of piston crowns and
fracture openings
Ejection of piston coaling oil - -- -
8 Oil tanker 52,997 12,900 Abnormal wear and fracture of piston rings
Generation of blow by -
Cracking of cylinder liner

9 Bulk carrier 36,098 10,450 Abnormal wear of piston rings and generation
-
of blow by
Cracking in cylinder liner
» i i

10 Bulk carrier 22,091 8,000 Abnormal wear of piston rings and generation
-
of blow by
Cracking in cylinder liner
11 Reefer carrier 3,403 3370 Abnormal wear of piston rings and generation
-
of blow by
’
Cracking in cylinder liner
Although Nos. 7 to 11 are not serious failures, but are those cases reported as caused by the deterioration
of tire properties of fuel oil.

-5-
Table 1.1.3.1 Failures assumed to be caused by heavy fuel oil
(Reports by shipping companies)
Engine output
No. Ship type G/T (ps) Brief description of failure
1 Tanker 20,000 High exhaust gas temperatures, scavenging air
teoqwratiircs, jacket cooling water temperatures
and piston cooling oil temperatures
Abnormal wear and fracture of piston rings
2 Tanker 52412 13,800 Activation of jacket cooling water high tempera
ture alarms
-
Thermal cracking in cylinder liners
Abnormal wear of piston rings
3 Tanker 23,400 Abnormal wear and fracture of piston rings
Cracking of cylinder linen

4 Tanker 149,519 26,700 Blow-by

High exhaust gas temperatures and low cylinder
pressure
Abnormal wear and fracture of piston rings
Cracking of cylinder liners
Formation of carbon flowers at fuel injector
nozzle tips
5 Chip carrier 38.459 14,400 Cracking of piston crown
Surging of T/C
Seizures of fuel injectors and fuel pumps

6 Tanker 138,320 27,230 Abnormal deposition of sludge in fuel oil

LilLLL icrs
7 LPG carrier 47433 18,600 Abnormal deposition of sludge in fuel oil
purifier
Excessively high main engine exhaust gas
teayeratnres, muling of exhaust gas economizers
and dogging of fueloil filters
8 Tanker 149413 31,920 Seizures, abnormal wear and fractures of
piston rings
9 Tanker 150,340 27400 Seizures, abnormal wear and fractures of
piston rings
Surging of T/C

-6 “
 Part 2 Reliability and Durability of Diesel Engines
vs. Marine Fuel Oil

Chapter 1 Abnormalities in Machinery Plants •s .

1.1 Introduction
As can be seen from the exemplified failures, serious failures of machinery plants in many cases
are compound failures, in which chains of component parts failures are triggered by the sodden
and excessive wear of piston rings and cylinder liners, which have been operating under stable
conditions. In this chapter, specific factors responsible for abnormalities in piston rings and
cylinder liners are identified, and proposals for preventing excessive wear in die future are made
on the basis of actual excessive wear, monitoring method, and tentative countermeasures.
Abnormalities experienced with turbochargers are singings caused by the fouled nozzle rings
and moving blades. Once surging occurs, the output of the engine must be reduced, and
depending on the circumstances, the engine must be stopped to provide maintenance for the
turbochargers). This chapter describes surging of turbochargers and firiteres of exhaust gas
passages.
Descriptions are also given on the draft regulatory requirements for atmospheric air pollution
caused by the sulphur contents in fuel oil now under deliberation at 1MO.

There is convincing
-
L2 Noteworthy Fuel specific Causes of Abnormalities
expertise suggesting that the
v
•

elements of the properties of fuel oil

responsible abnormalities
for in the combustion chambers and 4» exhaust gas systems of diesel
engines, particularly those causing abnormalities in piston rings and cylinder liners are: . • •; •

(1) Sulphur contents (Elements of low temperature corrosion wear)

(2) Catalytic FCC (Abrasive wear element)
(3) Asphaltene (Element harmful to combustion), and elements responsible for failures of
Exhaust valves and turbochargers are: .i •:

(4) Vanadium (Elements for high temperature corrosion wear) !

The expertise above is taken up as an object of investigation in this Guidance,

Chapter 2 Abnormalities Caused by Sulphur Contents

2.1 Introduction
Sulphur contents in marine fuel oil do not change temporally to any significant extents, and
considerable expertise is available as a result of continued studies on abnormalities caused by
sulphur contents. However, we have noted the following problems to be solved on this subject:
(1) Paying due attention to conserving the global environment, die requsements to control
.
SOx in die exhaust gases from ships are now being worked out atIMQ It is highly likely
J •

dud the sulphur contents of fuel oil in specific relation to SOx control will be subjected to
a global capping of 5 wt % or less and 1.5 wt % or less in special areas* .V

(2) Some sources of information suggest that if the SOx reaches 5 wt %, the mean sulphur
contents would probably shift to the higher content side than the mean sulphur contents in
marine heavy fuel currently in circulation.

-7-
(3) -
The performance of two stroke cycle low speed diesel engines has recently been improved
so significantly that the increase of mean effective pressure corresponding to 1 bar was
achieved in only two and a half years, despite the heavy design burden towards longer
strokes to improve propelling efficiencies and higher cylinder pressures to improve
thermal efficiencies. Thus, designs of these diesel engines have attained remarkable
results to meet needs for higher power output in an unprecedently short period.
(4) Adhesion of black lacquer to the cylinder liner walls of low speed diesel engines have
recently been noted as a relatively new problem, but sufficient countermeasures have not
been established yet.
Taking such recent changes in circumstances into account, needs have arisen to investigate
abnormalities caused by sulphur contents and to establish countermeasures.
4
^
22 Abnormalities Caused by Sulphur Contents
111 Abnormalities likely to occur when using sulphur rich fuel oil -
If die fuel oil is sulphur rich, the following abnormalities tend to occur.
(1) Low temperature corrosion wear of piston rings and cylinder lines.
(2) Adhesion of black lacquer on the inner surfaces of cylinder liners.
(3) Low temperature corrosion wear of exhaust passages and turbocharger casings, and
surging of turbochargers
(4) Clogging of fuel oil heaters.
(5) High temperature corrosion of exhaust valves (ryuuka corrosion by NajSO )
(6) Destruction of the environment (atmospheric air pollution by SOx)
.
222 Abuonnalittes likely to occur when using sulplnnvliean hid an
.
If the fuel oil has a lean sulphur content, the following abnormalities are liable to occur
(1) Scuffing of cylinder liners or excessive wear of piston rings and cylinder liners
(2) Excessive wear of fuel pump plungers and liners

23 Failures of Piston Rings and Cylinder Liners due to Sulphur Contents

23.1 Low temperature corrosion wear
23.1.1 Generation of sulphuric add
Sulphur contents in fuel oil will change to acid salts upon combustion, but the most of the
product exists in the form of SOz, and some SO3. Sulphur unhydrate reacts to the water content
of scavenging air or to water generated by combustion to produce sulphuric acid H2SO*.
S + Oi * SO2
SOi + 1/2 O2 = SOj
SOj + HzO = HjSO .
Corrosion wear of piston rings and cylinder liners caused by sulphuric acid is low temperature
corrosion wear. Accordingly, the sulphur rich fuel oil causes greater corrosion wear as shown in
- .’
Fig. 2 2.3 1.1 Sulphuric add exerts its corrosiveness in a liquid state. The temperature at which
sulphuric acid in a gaseous state contained in the combustion gas condenses when the
temperature of the wall of combustion chamber drops below dew point significantly increases
wear.
The dew point of gaseous sulphuric acid is a temperature at which it condenses to become
sulphuric add in a liquid state. The dew point is governed by the sulphur contents and the

-“ 8
—
pressures of combustion gases. Fig. 2.23.2 shows the relatioaship between sulphur contents
and dew points announced by Shell Inc.9
. t

*/ •

5
• •:
O - TBN . 70 cyl oil

4i
a - TBN 100 cyl. oil
I i-
.;
3
yo

I2 .
2

:1 o

-
0 Mr r
2.0 2. 5 3.0 3.5 4.0
Sulphur contents % wt

Fig. 22.3.1 Sulphur conlsnts vs. cylinder liner wear

Temperature, *C .
Pfetmire bar
190 200 . •:

180 100
80
170 60 - ‘

40
20 .
100

150

140

130 -2S
120

no
:.•

100
0 <X> 3 .
:5 •
?

Sulphur contents %wt

Fig. 2222 Dew point of sulphuric add : '

——
9
23.12 Characteristics of low temperature corrosion wear
(1) Example of corrosion of cylinder liner
Fig. 2.233 is a photo replica showing the inner surface of a cylinder liner in which most
typical low temperature corrosion wear is generated. Corrosion of hard face, particularly
steadite, in addition to corrosion of the pearlite base are characteristics of low temperature
corrosion wear. The photo shows a cylinder liner to which boron is added. Comparing
cylinder liners added with vanadium and titan, having strong resistance to scuffing, it is
said that the corrosion resistance of steadite of cylinder liners added with boron is slightly
inferior. Fig. 2.2.3.4 shows that the corrosion of steadite has progressed further to
secondary abrasive wear as a result of the hard face peeling.
(2) Typical corrosion patterns
Fig. 2.2.3.5 is an example of a cylinder liner under a low temperature corrosion
environment undergoing rapid corrosion wear at about 7,700 running hours, triggered by
the ingress of catalytic FCC, which is considered to be an external disturbance. Point B in
the figure is the position corresponding to top dead centre of the piston ring where the
maximum wear is evident.
Point H at the bottom in the figure represents another point of maximum wear. The worn
surface also indicates that it is corrosion wear. The causes were that both scavenging air
drain line and scavenging air chamber drain line were choked, and undischarged drain and
combustion residue destroyed the oil film at the lower portion of the cylinder liner, and
developed into corrosion wear associated with abrasive wear.
For reference, the position of low temperature corrosion wear in a piston ring having an
angle cut is normally at the opposite side of the cut. The temperature distribution in a
piston ring suggests that the combustion gases pass through the cut portion at which low
temperature corrosion seldom occurs because the combustion gases heat that portion, and
low temperature corrosion occurs at the opposite side of the cut, if it does occur. If wear
at the opposite side of the cut portion of a piston ring becomes excessive, the ring might
fracture at such a point.

23.13 Causes of low temperature corrosion wear

Sufficient consideration is taken for the dew point of sulphuric acid to prevent low temperature
corrosion in the recent design of cylinder liners. Coupled with the cylinder oil’ s neutralizing
power, simple low temperature corrosion wear seldom takes place.
In most cases, excessive wear is caused by the loss of equilibrium in the stable sliding condition
due to some sort of external disturbance. The following phenomena can be considered as those
induced by external disturbances:
(1) Ingress of catalytic FCC
Excessive wear of piston rings as a consequence of ingress of catalytic FCC. A large
amount of corrosive substances are supplied through widened piston ring gaps due to
excessive wear to the sliding surface of a cylinder liner with consequential excessive liner
wear.
(2) Low load operation
The temperature of the sliding surfaces of the cylinder liner when the engine is operated at
a low load becomes remarkably lower than the temperature at the rated operation, and
sometimes drops below the dew point.

-10-
 Fig. 2.2.3.3 Low temperature corrosion of cylinder liner (x 100}

* i. .

.
Fig. 2.2 3.4 Low temperature corrosion of cylinder liner (x 100)

(3) Changes in sulphur contents in fuel oil

-
The stable sliding characteristics available when the engine is operated with low sulphur
-
fuel oil become abnormal when using sulphur rich fuel oil.
(4) Changes in starting/stopping attempts
Static corrosion which is generated in association with starts/stops of the engine greatly
.
governs piston ring and cylinder liner wear

2J.1.4 Countermeasures for low temperature corrosion wear

.
Fig. 2.2 3.6 shows the results of an assessment of countermeasures for low temperature
corrosion wear from the points of view of engine design and operation. The most important
fundamental is not to allow the generation of sulphuric acid. The following considerations are
necessary for reasons above.
(1) Maintenance of the temperature of the sliding surfaces of cylinder liner at proper levels
(Do not lower temperature below the dew point).

- 11-
 P-S
( Wear : mm)
A-F
-2.5 -2 H, 5 -1 H). 5 0
a
0.5 1 1.5 2 2.5

B: Piston ring at top dead centre

.
Wear in approx 6,000 hrs

. Wear in 7,700 hrs

Fig. 2.2,3.5 Pattern of low temperature corrosion wear of

cylinder liner (Vertical direction)
Insert a thermal
Optimizing temperature of sliding insulation tube
surface of cylinder liner Regulating cooling
Providing scavenging air drain water flow rate
Countermeasures
at design stage separators
_ Optimizing the cylinder lubrication
system
_ Optimizing the temperature of
Countermeasures
in operation _ sliding surface of cylinder liner
Countermeasures for scavenging air drain
(Setting proper scavenging air temperature)

.
Fig 2.2.3.6 Countermeasures for low temperature
corrosion wear of piston rings and cylinder liners

-12-
(2) Minimize the ingress of water to combustion chambers
(3) Provide a cylinder lubrication system capable of neutralising sulphuric acids generated.
In addition, there are examples in which low temperature wear is encouraged by the
ingress of catalytic FCC, and it is important to design and build up a suitable fuel oil pre-
treatment system jointly between shipbuilders and equipment manufacturers.

2.3.2 Abnormalities caused by black lacquer

2.3.2.1 Black lacquer
Among marine low speed diesel engines of a recent design, attachment of black lacquer to the
- -
sliding surfaces of cylinder liners of long stroke engines with a stroke bore ratio exceeding 3
was found and considered to be problematic. This black lacquer differs somewhat from that
generated in modern high output medium speed engines associated with excessive consumption
of system oil , and the following phenomena are associated withJ) :
(1) In the case of ships in service, black lacquer is found above or below cylinder oil holes in
the cylinder liner or in the upper portion of scavenging air ports.
(2) Although rare, attachment of black lacquer is found also during shop tests, and is located
in the upper portion of a cylinder liner for the 1/4 to 1/3 stroke from the top dead centres
of piston rings.
.
Fig. 2.23 1 shows the attaching condition of black lacquer where part of it is missing.

2322 Abnormalities caused by black lacquer

Upon investigating black lacquered engines, the following were found:
(1) The hardened black lacquer itself does not accelerate wear of piston rings and cylinder
liners, but in many cases has a detrimental effect on oil film formation.
(2) Black lacquered engines generally have heavily fouled piston ring lands. In many
instances, the second and the third piston rings seize in ring grooves with deteriorated gas
sealing performance and resultant fracture of piston rings.
(3) The surface of a cylinder liner attached with black lacquer corrodes badly without
exception. This strongly suggests that sulphuric acid is closely related.

2323 Countermeasures for black lacquer

-
The countermeasures taken for 2 stroke cycle low speed diesel engines include the following:
(1) Raising the temperature of the sliding surfaces of cylinder liners
(2) Changing cylinder oil additives
(3) Modifying fuel injection nozzles (to lower cylinder liner temperatures)

2.4 Failures of Ihrbochargers and Exhaust Gas Passages due to Sulphur Contents and
Surging ofTurbochargers
2.4.1 Failures of turbochargers and exhaust gas passages due to sulphur contents
The exhaust gas system including turbochargers is not under high pressures unlike combustion
chambers, and is in an environment of 2 to 3 bar. However, if the wall temperature drops below
150°C, low temperature corrosion is generated. Fig. 2.2.4.1 shows an example of a fracture
-
opening of a turbocharger casing, which was caused by erosion due to over cooling and foreign
objects contained in combustion gases. Non-cooled casings are the standard design for recent
turbochargers, and this type of abnormality is decreasing. However, turbochargers of the old

-13-
 . .
Fig 2.2 3.7 Black lacquer

-
design with water cooled casings suffer from problems associated with the degrading of fuel oil.
On the other hand, exhaust gas passages, particularly exhaust valve casings, have higher gas
speeds along with increased cylinder gas pressures. As a result, low temperature corrosion
.
associated with erosion tends to increase The exhaust valve seat and its proximity are
.
subjected to forced cooling to extend the service lives of exhaust valves Downstream of the gas
.
sometimes suffers from corrosion due to overcooling The following measures are available for
these difficulties:
(1) Response of designers
1) Increase wall thickness to maintain the wall temperature of the gas passages at
temperatures lower than the dew point of sulphuric acid .
2 ) . -
Provide air gaps for thermal insulation as shown in Fig. 2.2 4.2 to prevent over cooling.
-
3) Apply nickel family coating, which is highly resistant to low temperature erosion, to
the gas passages.
-
These countermeasures can be taken even in post delivery repairs .
(2) Response of crew members
1) If the exhaust passages are opened when the engine is cool, the passages are normally
found to be blackened by soot. When the beam of a flashlight is shone into the
passage, and if there are spots of light blue green, they are traces of condensation of
sulphuric acid, and suggest positively that static corrosion is generated. The measures
-
shown in (I) l) and 2) are not so effective, and the following measures are required of
crew members .
2) Carry out careful air blowing after stopping the engine to prevent condensation of
sulphuric acid.
3) Forcibly close exhaust valves to shut out fresh air.

2.4.2 Surging of turbochargers

A variety of chemical compounds produced by combustion of sulphur attach to the turbocharger
nozzle rings and turbine blades, give adverse effects on the turbocharger performance and
generates surging.

-14-
 .
Fig 2JZ.4.1 Fracture openings in T/C exhaust gas side
water chamber

\
/
/

.
Fig 2.2.4.2 Example of measures for preventing low
temperature corrosion of exhaust valve seat

2.5 Atmospheric Air Pollution by Sulphur Contents

2.5.1 Sulphur oxides
Information suggests that approximately 4% of gross sulphur oxides (SOx), which, together
with nitrogen oxides (NOx), have been controversial recently in relation to deforestation due to
acid rain and extermination of fishes in lakes, is discharged from international seaborne trade.
Problems close at hand show that the pH value of drain downstream of the scavenging air cooler
~
is 4 5 and thereabouts due to the souring of atmospheric air with rust generated in parts
surrounding the scavenging air chamber, thus creating problems.
At the International Maritime Organization (IMO), a target has been established to control SOx
to 50% of the present level by the year 2,000 as a draft regulatory plan to prevent atmospheric
pollution by exhaust gas emissions from ships. This target value has not been adopted at the
IMO Conference, but the requirements for reducing SOx and NOx emissions in the form of

-15-
exhaust gases and R &D on exhaust gas desulphurization systems that can be carried on board
ships were adopted as resolutions at the 17th IMO Assembly Meeting.
The sulphur contents in fuel oil produce fully oxidized SOx through the combustion process.
Most SOx is S03, but in the case of marine diesel engines, approximately 1/15 of the gross
amount of Sox turns into S03.
As already mentioned in this Guidance, S03 causes a variety of abnormalities around the
combustion chambers of the engine. The effects of S02 and S03 upon the environment are the
same, and are said to be major causes of acid rain.
To reduce SOx, sulphur contents in fuel oil are to be removed or SOx in the exhaust gas is to be
extracted. Various techniques have been developed for these procedures, and readers are
requested to refer to the relevant reference books for details. Problems related to SOx/NOx
reduction techniques are described simply below:

2.5.2 Problem areas among techniques to reduce sulphur oxides

The contents of A Report of Study on the Procedures to Reduce the Emissions of Air Pollutants
from Ships (prepared by the Marine Engineering Society in Japan in March 1995) are explained
below.

2.522.1 Problems in desulphurization of fuel oil

(1) Problems such as increased ship operating costs and balancing supply /demand of
petroleum products
(2) The proposed procedures are not for the ships side, but are dependent upon oil suppliers,
thus the burden on suppliers is too heavy.

2.522 Problems in desulphurizing exhaust gas

(1) Economic burdens including increased equipment.
(2) Provision of equipment space is problematic.
(3) Relationship between plant scale and desulphurization effects is under study
(4) Problems such as waste disposals, corrosion and maintenance are serious.
When the issue was taken up at IMO for the first time, the concept was understood to control
sulphur contents to 1.5 wt % or thereabouts, but opinions were split in subsequent deliberations,
and now global capping of 5 wt % of sulphur contents seems to be gaining popularity. With a
view to solving global environmental problems and to improve the reliability of marine diesel
engines, it is desirable to establish regulatory control values.
When it cannot be solved by desulphurizing fuel oils, the next step to be taken is to desulphurize
exhaust gases. Although multiple desulphurization methods41 are specifically investigated, the
sea water scrubber method poses concerns about rising pH values of sea water caused by
effluent water, while the lime emulsion method poses another concern about the required
disposition of large amounts of sludge that must be solved, although it is chemically neutral.

2.6 Summary of Abnormalities due to Sulphur Contents and Countermeasures

Abnormalities caused by sulphur contents, causes and proposed countermeasures are
summarized in Table 2.2.6.1. Although it is valid not only for sulphur contents, but also for
other substances, it is important to take on bunker fuel oil which is stable for a long period and
whose properties do not change from bunkering to bunkering.

-16-
Table 2.2.6.1 Summary of failures due to sulphur
contents and countermeasures
Failure Cause of failure Countermeasures
1 . Low temperature corrosion of 1 . Generation of sulphuric add
piston rings and cylinder liners 1) Rise of dew point of sulphuric
add (Increase of SO3 gas
concentration)
a) High sulphur contents in a) Avoid using fuel oil contain-
fuel oil ing excessive sulphur.
b) High cpmbustion pressure b) Avoid overloaded operation.
c) Inclusion of vanadium and c) Use fuel oil containing less
ferroxide having catalytic vanadium etc.
actions '
'• .
2) There is water in the combus-
tion chamber.
a) There is water in scavenging a) Discharge water in scavenging
air. air as drain.
b) Water is generated in the b) There are no effective
combustion process of fuel measures.
oil. c) Take care not to lower the
c) Water enters cylinders. scavenging air temperature
excessively .
2. The surface temperature of the
cylinder liner drops below the
dew point.
1) Low design temperature of 1) Insert insulation tube.
cylinder liners Provide load-regulated type
cylinder liner cooling system.
2) Improper main engine operation
and handling
a) Low operating load of main a) Avoid running the engine for
engine a long time at a lower load than
b) Low jacket cooling water the design load.
temperature b) Set the jacket cooling water
c) Low engine room temperature temperature at the highest level
shown in the instruction
manual.
c) Do not expose the cylinder
3. Corrosive environment is en- liner directly to the atmosphere.
couraged.
1) Corrosive materials are supplied,
or the function of cylinder oil
is lost.
a) Increased piston ring gaps a) Enforce maintenance service
(hie to wear and tear or ingress for piston rings.
of alumina and silica (loss of Strengthen fuel oil pre-treat-
neutralizing ability due to ment.
combustion gases). b) Feed fresh oil to piston rings
b) Insufficient function of at top dead centre. .
cylinder oil.
2) Balanced stable sliding condi-
tions is lost
a) Excessive wear due to causes a) Remove alumina, silica, salt
other than low temperature water and other impurities.
corrosion factors is generated. b) Use fuel oil with constant
b) The properties of the service sulphur content etc.
fuel oil suddenly change. c) Sufficiently prime cylinder oil.
c) Starting/stopping within a
short period of 200 hours for
example are repeated.

-17-
 Failure Cause of failure Countermeasures
-
IL Attachment of black lacquer 1. Attachment of half burnt fuel
oil droplets to the surface of
to cylinder liners
cylinder liner.
1 Poor flammability of fuel oil
)

tents such as asphalatene.

-
a) There are incombustible con a) Use fuel oil with asphaltene
content below 8 wt %.
2) Poor atomization of fuel oil
a) Nozzle hole arrangement is a) A design in which nozzle holes
improper. are not directed to cylinder
b) Atomization of fuel injector liner wall should be employed.
is poor. b) Carry out maintenance for fuel
injectors.
2. Cylinder oil deteriorates and is
converted into lacquer:
1) Cylinder oil is attacked by
sulphuric acid.
a) The resistance of cylinder oil a) Improve neutralizing ability
to sulphuric acid is insuffi- and sulphuric acid resistance
cient. of cylinder oil.
b) Sulphuric acid is generated b) Refer to the countermeasures
in combustion chamber . -
in 1 1 and 2.
2) Cylinder oil deteriorates at higl
temperatures.
a) The high temperature stability a) Improve the high temperature
of cylinder oil is inferior . stability of cylinder oil.
b) Cylinder liner temperatures b) Avoid overloaded operations.
are too high.
3. The cleaning ability of the
lacquer generated is insufficient
1) The dispersing ability of cylin- 1) Improve the cylinder oil’s
der oil is inferior. dispersing ability.
2) The piston ring pressure is low.
a) The piston ring gaps are a) Carry out maintenance for
excessively large. piston rings.
III. Abnormalities in turbochargers 1. Low temperature corrosion and
and exhaust gas passages erosion are generated in T/C
and exhaust gas passages.
1) The wall temperature drops
below the dew point
(approximately 150°C).
- -
a) The turbine casing is over a) Non cooled system be provi-
cooled. ded.
b) Hie exhaust gas passage is b) Increase the wall thickness.
overcooled. Reduce the heat transfer coeffi
cient by providing air gaps etc.
-
2) The materials used have poor 2) Apply a sulphuric acid resis
resistance to sulphuric add. tant coating.
- -
3) Sulphuric add remains after 3) Enforce air blowings etc.
stopping the engine .
2. The nozzle rings of T/C are
choked with surging generated.
1 Scale with main component of
)
-
SO* is deposited .
Eutectic of NaiSO*, NaO,
.
V2O5 etc , whose adhesion
increases at higher temperatures,
is present.

——
18
 Failure
2) Descaling is insufficient.
IV. Low sulphur fuel oil and
1 Basic metals are generated with
scuffing
2 The sliding surfaces do not fit
3. Oil films are burnt by combus- True causes are unknown.
j V. Atmospheric air pollution by 1. Burning sulphur contents in
SOx(Destruction of the environ - fuel oil
ment such as depletion of forests
by add rain )
If bunker C heavy fuel oil with a
sulphur content of 1.5 wt % or less
has to be burnt continuously in a
special sea area in the future (to
be designated at a later date), it is
antidpated that scuffing and other
failures mentioned in IV. might
occur, so suffident care must be
taken when selecting the proper
cylinder oil (base number).
Cause of failure Countermeasures
a) Sulphur, vanadium etc., come a) Use fuel oil containing less
into play. vanadium.
b) Na is present. b) Separate salt water by a cen
trifugal purifier . -
c) Exhaust gas temperatures
are high. c) Keep the exhaust gas tempe
rature at T/C outlet 430°C or
-
below.
2) Carry out water washing plus
grain washing.
.
consequent abrasion of sliding
surfaces and cylinder oil is
absorbed.
a) The base number of cylinder a) Select the brand of cylinder
oil is high. oil that matches sulphur
b) Sulphur content in fuel oil content of fuel oil.
is low. b) Avoid use of low sulphur
fuel oil.
.
snugly with consequent break -
age of oil films (Insufficient
corrosive environment)
a) The base number of cylinder a) Select cylinder oil matching
oil is high. die sulphur contents of fuel oil.
b) Sulphur content of fuel oil b) Avoid using low sulphur fuel
is low. oil.
and cylinder liner is high.
-
c) Pressure between piston rings c) Avoid high load operation and
abrupt changes of engine load.
tion flames (Among low sulphur As symptomatic measures, con
fuel oils, some have long com- trol sulphur contents as follows:
-
bustion flames when burnt)
-
Marine diesel oil Sulphur
0.6 wt % or more
Bunker fuel oil - Sulphur
2.4 wt % or more
It is impossible to reduce SOx
through combustion processes.
a) Reduce sulphur contents in
fuel oil
Desulphurization during
distillation processes.
Dilution by mixing low sulphur
fueloil
* Drawing a demarcation line
between contradictory
demands for protecting the
environment and demand for
securing reliability of engines
requires a judgement based on
good sense.
b) Cany out desulphurization of
exhaust gases.
Sea water scrubbing method
•Milk of lime scrubbing method
(It is necessary to sufficiently
study new environmental pro
blems such as drops of pH
-
values of sea water etc.
- 19-
 [ References]
(1) G. J. Hellingman, S. Barrow, Shipboard Investigations with Selected Fuels of Tomorrow,
CIMAC, 1981 Helsinki
(2) Shell Industrial & Marine Lubricants
(3) A. B. F. BOS, A. Veerhelst, D. Vooght, Investigation on Liner Lacquering from CEC-IL -
21, 1991
(4) Investigation and Research Report of Preventing Marine Pollution, The Japan Association
for Preventing Marine Accidents

Chapter 3 Abnormalities of Piston Rings and Cylinder Liners due to

Catalytic FCC
3.1 Introduction
There is a report of a damage survey on the main engine of a VLCC stating that piston rings,
which had been in good working order, suddenly wore excessively after one and a half years of
- -
post delivery service with resultant blow by and cracking in cylinder liners and other compound
.
failures The causes of excessive wear of the piston rings were judged to be in operating the
main engine on the fuel oil containing catalytic FCC based on the following facts.
-
That all the samples of fuel oils used during the post delivery period of the ship were kept
onboard, that part of the sample fuel oil contained catalytic FCC, and that catalytic FCC was
found on the fractured piston rings and the sliding surfaces of cylinder liners. Such a successful
follow-up survey is a rare case, and the availability of sample fuel oils was a key to solving the
.
problems in this case The report claims that every shipping company must, therefore, keep
sample fuel oils onboard .
The sudden emergence of excessive wear of piston rings and cylinder liners beyond normal
expectations has not been elucidated sufficiently due to a lack of proper methods and means of
investigation, and most suspicious cases of abnormalities have not been clarified. Through
-
successful fact finding investigations as in the case reported, catalytic FCC has been identified
.
as an extremely dangerous cause of serious abnormalities for diesel engines This chapter
describes abnormalities caused by catalytic FCC and proposed countermeasures.

32 Manufacturing Process of Heavy Fuel Oil

Fig. 2.3.2.1 is an example of a marine heavy fuel oil manufacturing process flowchart, and Fig.
2.3.2.2 is an example of the Fluid Catalytic Cracking (FCC) process among secondary
processing systems for manufacturing heavy fuel oil, which is said to afreet the quality of
marine heavy fuel oil. The fluid catalytic cracking plant was first introduced in the USA in
1936, to crack the base refined as heavy oil into gasoline and kerosene, and this process was
introduced to Japan for the first time in 1954. Since then, the number of FCC plants has
continued to increase along with the ever intensified trends towards white oils. It is said that
52% of refineries in the USA and 43% or more of refineries in Japan have FCC plants.

-20-
 Gasoline Gases
G
nj

bO
c
—^ Lamp oil
Light
Gasoline
light distillates
a distillates Light kerosene
Cracked Cracked
Crude oil £ by vacuum
c distillation kerosene kerosene
Ea Catalytic Heavy Heavy
Heating furnace 2M cracker cracked cracked
> W Heavy kerosene
M kerosene kerosene Marine heavy
Topped residue by vacuum fueloil
Heating furnace V
/ distillation \ Slurry oil FCC slurry oil
Ydistillation
Vacuum
a - Light kerosene1i
fO

residue v> Heavy

> kerosene ' Visbreaker residue
t Heating Tar
I furnace Vacuum distillation residue

Topped residue

.
Fig. 2.3 2.1 Conceptual flow diagram of manufacturing marine heavy fuel oil

Gas recovery
Cyclone f 480 510®C--
<ca/l
b0
u
Z3
0.56 1.40
ok
44
041
2
&*
S
kg/cmJG
-I IA S
bO
a
4
Reflux O
Gasoline
UH
^ Stripping
- steam
co
G
O
'Mr !
o * &
c

i
*
U4
C CO
-
570 630®C O
y
-
1.05 2.10 kg/cmJG
^ -
R1 w *
•
55
hr" LCO (Light cycle oil)
O
gf s I.amp oil and kerosene
.i
VT
L
« 2

n
Air
DCO (Decanted cycle oil) O
Petroleum crude Cracking residue
O* Circulating oil
(Slurry reflux oil)

Fig. 2.3.2.2 Fluid catalytic cracking (FCC) plant

-21-
33 Fluid Catalytic Cracker
The cracking process employed in an FCC plant cracks heavy oil using catalysts, in which
heavy and light flashed distillates from a vacuum flasher are used as the raw make for cracking
under the actions of catalysts in a reaction chamber to increase the yield of light distillates. The
cracked products and catalysts are separated in a cyclone, and the catalysts are stripped by
steam and then transferred to the regenerator. Carbons attaching to catalysts in the regenerator
are removed by burning for recycled service. The regenerated catalysts are forced to contact the
crude oil, repeat reaction and regeneration and circulate within the fluid cat cracker.
Accordingly, the total volume of catalysts is recovered at a cat regenerator such as a cyclone for
recycled service if the fluid cat cracker is operating properly. If, however, the regenerator is not
functioning properly, catalysts remain in the cracked residue. If the cracked residue containing
the remaining catalysts is used as a base stock for adjusting the viscosities of heavy fuel oils, a
heavy fuel oil contaminated by catalysts is produced. Because catalysts are expensive, catalytic
activity has been improved to prevent their waste, fracture for greater durability, and the recent
catalytic activity is said to be twice that of old ones. The higher catalytic activity naturally
involves higher levels of hardness, the originally hard catalysts are reformed for still higher
hardness, and thus the resultant upgraded honing ability of catalysts poses a serious concern.
These are the reasons why a plant with a high catalyst recovering capability is demanded.

3.4 Catalytic FCC

3.4.1 Composition and measuring methods
Catalysts used in an FCC plant are chemical compounds composed of aluminium and silicon
elements, and take the forms of alumina, A1203 and silica, Si02. Findidng the quantity of
catalytic FCC remaining in fuel oil is synonymous to finding the quantities of alumina and
silica.
Although it cannot be said that there are no techniques and means available at present to directly
measure alumina and silica, they are not necessarily economical in both time and costs for a
routine analysis system. Therefore, a method of assuming the remaining quantities of FCC by
measuring aluminium and silicon elements is currently used.

3.4.2 Relationship between aluminium contents and quantities of catalytic FCC

The relationship between the quantity of catalysts (alumina and silica) and aluminium (or
silicon) is shown in Table 2.3.4.1 (interim translations) provided by British Petroleum. It can be
seen from the table that the quantity of catalysts is much greater than the quantity of aluminium
(or silicon). The quantity of catalysts is three to 15 times the quantity of elements. This
suggests that the quantities of aluminium (silicon) elements indicated in the results of fuel oil
analysis should not be taken as the quantity of catalysts.

3.43 Particle size of catalytic FCC

The particle size distribution of unused catalysts is shown in Table 2.3.4.2, and the particle size
distribution of recycled catalysts is shown in Table 2.3.4.3. The mean particle size of unused
catalysts is 70JM, but 63 pieces of measured catalysts in recycled uses have the largest particle
size of approximately 42,0, the smallest particle size of approximately 3[x, and the mean particle
size of approximately 20/r, where particles with a particle size of 25 fi or less occupy over 75%.
Although this is not a comparison of the same catalyst before and after use, it is considered that

-22-
the particle size has gradually been reduced during the processes of recycled use due to changes
of geometric shapes of catalysts and comminution. The particle size distribution of catalysts in
recycled uses (Table 2.3.4.3) is subjected to image processing and is shown in Fig. 2.3.4.1.

Table 2.3.4.1 Quantitative evaluation of catalytic

AliCh+SiOz (ppm) = (1.89 A1 ^ + 2.14 Sin**) ... I

AhCh +SiOz (ppm) = 2 X ( A1 n* . + Si ) ...........
ppm II
Al: Aluminium
Si: Silicon

Amounts of elements (ppm) Amounts of catalytic (ppm)

Si/Al ratio

Al Si Al+Si I II

0.5 30 15 45 89 90
6.5 30 195 225 475 450
1.7 30 50 80 165 160
0.5 53 27 80 158 160
6.5 11 69 80 168 160
0 80 80 171 160
80 0 80 151 160

Thornton - Fuel Analysis and the Aluminium Catalysts Content Argument, 7th
Marine Propulsion Conference .

Table 2.3.4.2 Example of distribution

of particle sizes of unused catalysts
Catalyst
particle size p
Distribution
- 10 ~ 20
2
-
20 30

4
—
30 40

6
-
40 80

49
—
80 105

24
105
—
13
149

(mass % )
Mean particle
70
size p

-23-
 Table 2.3.4.3 Example of distribution of particle sizes
of catalyst being reused

Name of input file (1) = 047.VAL Region of measurements * 162240.000 95/08/24 16: 59:57
[Diameter of ]
***** Diagram ***** Number 63 Unit: PIXEL equivalent circle
1 .
23 7764 2 27. 2919 3 13. 6343
4 .
25 5572 5 .
13 7736 6 21.4689 .
7 .
22 0251 8 12. 1005 9 13. 2073
10 21. 7634 11 15. 4716 12 25. 4574
13 25. 9036 14 .
20 6219 15 .
36 4940
16 .
15 4716 17
20
14. 1,386
13. 91 IE
18
21
30. 0242
30. 4662
19 15.5536
22 .
18 5755 23 24. 3322 » 24 14.8843
32. 5670 26 16. 7366 27
..
15 9178
25 "
28 13.3034 29 .
20 2480 30 14 6689
31 20.6835 32 23. 1524 33 11. 6720
34 31. 8954 35 9. 7067 36 22. 0828
37 18. 7460 38 .
26 2697 39 .
42 2653
.
40 .
19 9631 41 .
12 1530
22. 3977
42 22 0828
20. 4980
43 18. 7121 44 45
46 .
20 7757 47 .
23 0974
.
48 19. 1160
49 24. 8244 50 13 0619 51 30.1723
52 .
21 3201 53 .
6 6756 54 27.1984
55 .
21 7634 56 18. 1596 57 21.8510
58 16. 1559 59 27. 2685 60 18. 4379
61 25. 6319 62 17. 8769 63 2. 7640
Minimum* : 2. 7640
Maximum* : 42. 2653
Sum* : 1287. 7800
Mean* : 20 4409.
Standerd deviation* : 6. 9466

***** Histogram ***** Number = 63 Unit: PIXEL .lequivalent

Diameter of .
circleJ
X 0 10 20 30 40 50 Frequency
0. 000/ 5.000 : 1.591 1
5. 000/ 10.000: 3.1 2
10. 000/ 15.000: 19.051 12
15. 000/ 20. 000 : 22. 221 14
20. 000/ 25.000: 30.161 19
.
25 000/ 30.000: 12.7 8
30. 000/ 35.000: 7.94 5
.
35 000/ 40.000 : 1.5 1
40. 000/ 45.000: 1.591 1
45. 000/ 50.000 : 0.00 0
50. 000 / 55.000 : 0.00 0
55. 000/ 60.000: 0.00 0
60. 000/ 65.000: 0.00 0
65. 000/ 70.000: 0.00 0
70. 000/ 75.000 : 0.00 0
.
75 000/ 80.000: 0.00 0
80. 000 / 85.000 : 0.00 0
85. 000/ 90. 000: 0 . 00 0
90.000 / 95.000: 0 . 00 0
95.000/ 100.000: 0.00 0
Minimum* : 2. 7640
Maximum* : 42. 2653
Sura* : 1287. 7800
Mean* : 20. 4409
Standerd deviation* : 6. 9466

-24-
 dv 3J
5 -4
3 9

14. IS ii
16'
17
« 1»
-»4 9«
«
39
* 84 f £3
«
•
«

5 V
-iF SL 9 *- 38 18 f
4d .
^ $3s 85

sar
*
- 3 £
* dSt
47 , «$
48,
SSL
1 53
"50
* 31;,v- 54
**
• 5

57 99 J
60
63
5 61.

.
Fig 2.3.4.1 Distribution of particle sizes of catalyst
(Results of Image processing of Table 2.3.4.3)

3i Abnormalities Caused by Catalytic FCC

From the results of an investigation on the abnormalities of piston rings and cylinder liners due
to catalytic FCC, it has been disclosed that the abnormalities have the following characteristics:
(1) The width of vertical scratches generated on the sliding surfaces is smaller in the vicinity
of piston ring top dead centre where oil films are thin, but it becomes larger in areas ISO
to 200 mm below piston ring top dead centre where oil films are thick.
(2) The particle size of catalysts in fuel oil varies greatly from 5 to 50/i, but the particle size
of catalysts trapped in the sliding surface of cylinder liners ranges, in many cases, from 10
.
to 20 fi However, there are catalysts with a particle size of 5/u or even less.
(3) Catalysts are often captured in the graphite structures of piston rings and cylinder liner
base metal, and many eventually have nearly the same particle size as graphite.
(4) Some of the captured catalysts protrude beyond the sliding surface. These are considered
to encourage grinding motions against the counter part of the sliding surface and induce
abrasive wear.
(5) Catalysts with a particle size slightly larger than the oil film thickness are readily

-25-
 captured, and induce abrasive wear. Abrasive wear does not occur when the particle size
of catalysts is excessively larger or smaller than the oil film thickness.

3.6 Countermeasures for Preventing Abnormalities due to Particles of Catalytic FCC

The following items can be considered as countermeasures for the abnormalities:
(1) Refrain from taking on bunker fuel oil containing catalytic FCC.
In practical ship operations, it is difficult to identify the presence of FCC in fuel in
advance, and to reject bunkering at various bunker stations at home and abroad. Normal
practice is to take on bunkering without reservation, prepare fuel oil samples for analysis
on board or at a shore laboratory, and cbnfirm the presence of FCC at this stage. If the
presence of catalytic FCC in fuel is verified by such procedures, removal by shipboard
fuel oil pre-treatment systems is possible. Depending on the circumstances, the bunker
fuel oil can be returned to the supplier.
( ) If it is found that the bunker fuel oil taken on contains catalytic FCC, the normal
2
procedure taken is to purify the fuel oil with a centrifugal purifier and filter it with a
secondary filter coupled with further filtration by a tertiary fine filter as back-up. If the
backwash oil from the secondary filter in such a system setup is returned to the settling
tank, the catalytic FCC cannot be removed from the fuel supply line. This must be borne
in mind. The procedures to remove catalytic FCC are described in Part 4.

3.7 Responding to Occurrence of Abnormalities

If catalytic FCC enters the engine, abnormalities are caused in fuel pumps, fuel injectors, piston
rings, cylinder liners, piston rod packing, etc., which have sliding surfaces. When abnormalities
occur in piston rings and cylinder liners, the resultant machinery damage is serious. And, if
piston rings and cylinder liners with catalytic FCC embedded are subjected to further service
without remedial action, the occurrence of abnormalities involving excessive wear might
continue even if FCC-free fuel oil is used, until the catalytic FCC embedded in engine parts
peels off or detaches and disappears. For these reasons, piston rings with catalytic FCC
embedded must be replaced with new ones, and cylinder liners with catalytic FCC embedded
must be cured by re-honing to remove catalytic FCC and the hard layers (Brinnel hardness of
approximately 300 or thereabouts) produced in the process of excessive wear.
In one case for reference, a cylinder liner with a diameter of approximately 800 mm was
subjected to shipboard honing to machine approximately 30/100 mm (in radius), and labourage
required was reportedly one day for one cylinder liner. It is not difficult to imagine that the
work was really tough. Another report states that any excessive wear at limited local areas can
be remedied by grinding with sand paper with certain degree of satisfaction. For cured
cylinders, the feeding rates of cylinder oil should be temporarily increased to form oil films with
a greater thickness on the sliding surface of the cylinder liner, to eventual reduce the effects of
catalytic FCC. Fig. 2.3.7.1 shows abnormalities in various diesel engine parts given by catalytic
FCC.

3.8 Disagreement between Analyzed Values of Aluminium and Silicon and Wear Rates
Abnormal wear of piston rings and cylinder liners can occur even if the contents of aluminium
and silicon in fuel oil are low in a fuel oil analysis report. In such a case, the following reasons
can be considered:

-26-
 Related parts Related failures
— Fuel pump Seizure, wear j

— Fuel injector Seizure, wear, defective nozzle holes

— Piston ring i Blow-by, excessive wear,

fracture, scuffing
Machinery parts
affected by catalytic Cylinder liner Blow-by, excessive wear,
FCC and failures cracking, scuffing

~ Piston rod, gland packing Scuffing, excessive wear, excessive

supply of lubricating oil to stuffing box

— T/C nozzle, turbine blade Failure of exhaust gas passage

Exhaust valve Failure of exhaust valve, blow-by

through valve seat

Fig. 2.3.7.1 Machinery parts affected by catalytic FCC and related failures

(1) If it is verified that the contents of alumina and silica in fuel oil are as low as reported, it is
evident that capacity, performance, operating method or other factors of the ship’s fuel oil
pre-treatment system are problematic, whereby the engine was used without removing
alumina and silica .
(2) In some cases, the results of a fuel oil analysis report might indicate that the contents of
alumina and silica in the fuel are insignificant, notwithstanding the significant amounts of
actual alumina and silica in the fuel. This is purely a matter of analysis techniques. That
is:
1) Fuel oil sampling was inadequate and the sample could not properly represent the fuel
supplied. Such a case is considered to have occurred quite frequently. See Pan 3 for
sampling.
2) At an analysis laboratory, one litre of sample fuel oil must be heated to a temperature
between 50 and 60°C, the sample oil must be stirred sufficiently for approximately five
minutes, and then a test oil for measuring aluminium and silicon must be extracted.
However, this preparatory process is neglected, and only the upper part of the one-litre
sample fuel oil was skimmed off for analyzing aluminium and silicon Such a case .
actually occurs frequently .
3) The sample fuel for measuring aluminium and silicon is processed to ash, and then is
solved in alkali and the product is measured. This process is omitted as it is time -
consuming, and the fuel sample is directly measured with large measuring errors
involved .
4) Differences in measuring equipment can produce different results.

- 27-
Chapter 4 Abnormalities due to Asphaltene and Vanadium

4.1 Introduction
It is widely known that asphaltene is a hydrocarbon compound having a benzene nucleus of a
high molecular weight contained in heavy fuel oil. It normally suspends in heavy oil as
asphaltene micelle in a stable condition, but if the equilibrium is lost due to mixing with other
oils or being heated, it suddenly starts settling and sedimenting to form the principal component
of sludge of the asphaltene family. In this chapter, abnormalities caused by the other properties
of incombustibility of asphaltene, and those caused by vanadium are described.

42 Abnormalities due to Asphaltene li

Abnormalities of diesel engines caused by asphaltene in heavy fuel oil are often reported as
combustion failures, because asphaltene is incombustible. If asphaltene rich heavy fuel oil is
-
burnt, the following phenomena tend to occur:
(1) Combustion time is prolonged. As a result, flames excessively approach the cylinder liner
walls, the cylinder oil evaporates, bums, and oil films are cut or become thin.
(2) Due to poor combustibility, unbumt carbon and soot tend to be produced.
There are possibilities that the following abnormalities can occur under the joint effects of
these causes.
1) Excessive wear of piston rings and cylinder liners
2) Seizures and fractures of piston rings, and generation of blow by
3) Increased deposits in combustion chambers
-
4) Delayed ignition, and occurrence of delayed combustion and combustion abnormalities
5) Seizures of fuel injectors and fuel pumps, generation of carbon flowers at fuel injector
nozzles
6) Fouling of exhaust gas systems and surging of turbochargers
Ifcble 2.4.2.1 shows the contents of abnormalities assumed to be directly caused by the
properties of fuel oil from among more than 300 cases of fuel oil service records of a shipping
company. The characteristic features of the properties of fuel oil are that the contents of
asphaltene and carbon residue are high with a high CCAI. Fig. 2.4.2.1 shows the relationship
between the asphaltene contents of 300 or more fuel oil samples and combustion failures. It can
be seen from the figure that combustion failures occur frequently when asphaltene contents are
high, even if carbon residues are more or less the same. The results of this study show that
probabilities of combustion failures are high with heavy fuel oil of asphaltene contents of 6.5 wt
% or more as plotted by symbol X in the figure. The alphabetical symbols in the figure are
identical to ships’ names in Table 2.4.2.I. The figure also suggests that asphaltene contents and
carbon residue have an almost linearly proportional relationship.

-28-
 Table 2.4.2.1 Properties of fuel oil responsible for occurrence of combustion failures and details of failure
Ship’s name A B C D E F G H
Type of engine RND76M UEC60LA 80GFCA L50MCE RTA84 RTA84 RLB56 UEC60 L
Fuel oil grade IF 280 380 280 380 380 380 380 380
Place of bunkering Newark Newark Newark Singapore Singapore Singapore Ijmuiden Europort
Density kg/1 0.9943 0.9936 0.9851 0.9931 0.9893 0.9911 0.9924 0.9921
Viscosity 365 403 385 365 348
cSt (5(rC) 272.2 331.7 198.2
ra Carbon residue 15.97 15.45 14.08 18.67 17.09 17.08 17.97 18.38
o wt %
o 6.56 7.88 6.83 6.98 7.95 6.41
<E
Asphaltenwt % 8.44 7.69
o 0.00
wt % 0.12 0.13 0.15 0.01 0.01 0.02 0.02
5 Ash
•
fi Vanadium ppm
I
to
VO
I
8 -
£ Sodium ppm
29
26
301
44
272
40
40
16
46
9
46
7
50
11
71
12
Dry sludge 0.06 0.18 0.10 0.00 0.00 0.00 0.00 0.04
wt %
CCAJ 859 856 853 854 850 852 854 854
Excessive sludge Excessive sludge with Excessive sludge, Excessive sludge
Excessive sludge with choked filters choked filters (Difficulties Excessive sludge Excessive smoke excessive water
with chocked filters
Purification line with choked filters (Difficulties in
I (Difficulties with with purification)
purification) from purifiers. purification)
Fuel injector nozzles Fuel injector Fuel injector nozzles choked, Fuel injector Excessive Piston crowns Seizure and exce-
choked, excessive nozzles with carbon fuel injector nozzles with carbon nozzles with smoking burnt, piston ssive wear of piston
, excessive smoking, high rings, fuel injector
smoking, carbon flower, excessive flower
exhaust gas temperatures,
carbon flower ring grooves nozzles choked,
S deposit in combustion smoking burnt fuel injector noz2Jes
abnormal cylinder pressures,
I Fuel oil line chambers blow-by generated, excessive with carbon flower,
wear of piston rings and cylinder -
blow by generated,
I8
*
liners, piston crowns burnt,
combustion chambers and
deposit of residue in
combustion cham-
exhaust valves fouled, exhaust bers, exhaust valves
%
b gas economizers fouled fouled
Seizure of
Others Surging of T/C fuel pumps
 Carbon residue wt %

. .
Rg 2.4 2.1 Relationship between asphaltene and combustion failures

43 Ignitability of Heavy Fuel Oil

When heavy fuel oil is injected in the combustion chamber of a diesel engine, the time lag
between injection and ignition is called the ignition lag.
Calculated Carbon Aromaticity Index (CCAI) is one of indexes of the ignition properties of
heavy fuel oil. CCAI is an index established by noting the correlation between the contents of
aromatics and ignition properties, where aromaticity is conveniently expressed by being
represented by density and viscosity of heavy fuel oil, and calculated using the following
equation.

where
—
CCAI * D“ 140.7 log (V + 0.85) 80.6

D: density (kg/cm3)
V: kinetic viscosity (nun2/s at 50°C)
Various relationships are reported for the relationship between CCAI and ignition lag. Fig.
2.4.3.1 shows an example.
As shown in Fig. 2.4.3.2, the ignition lag of medium speed engines increases if CCAI increases,
and it is evident that combustion failures increase if CCAI is 840 or more. In low speed
engines, the combustion period is relatively long. As a result, the correlation between CCAI
and ignition lag is weak, and it is difficult to predict combustion failures merely from CCAI.

-30-
 2.5

A Medium speed
engines
2.0 A A M25%

<0 *
— *— 25%

S 50%
1
1. e^ A
A

—
75%
to
* A
-
—
-
C3

o
c
* * > o 100 %
Low Speed
c
w l. o
engines
A <r 50 %

0.5 - <r
100%
75%

0.0
780 800 620 840 860 880 900 920
CCA I

Fig. 2.4.3.1 CCAI vs. ignition lag

Correlation i
coefficient
0.8
Medium speed engines
r

High correlation J 0.6

; o. 4
Low correlation
) 0.2
No correlation Low speed engines
l 0
— 830 830
5
840
i
840
$
850
850
\
860
860 —
CCAI
Fig. 2.4 .32 Correlation between CCAI and combustion failures

-31-
Table 2.4.5.1 Summary of abnormalities due to asphaltene
and countermeasures
Abnormality
I. Abnormalities of fuel pumps
1. Seizures of plungers and barrels
11. Abnormalities of fuel injectors
1. Seizures of needle valves.
2. Worn needle valves with excessive
oil spillage through the needle
valve.
III. Fouled combustion chambers and
temperature rises of various parts
IV. Piston rings
1. Excessive wear and fracture
-
2. Blow by and scuffing
V. Cylinder liner
1. Blow-by, scuffing and excessive
wear
2. Cracking
Cause of abnormality Countermeasure
(1) Sludge in fuel oil 1) Clean plungers and barrels.
2) Increase capacity of fuel oil purifier
or reduce fuel oil flow rates.
3) Use fuel oil additives (Explana -
tions are given later on fuel oil
additives).
(1) Sludge in fuel oil 1) Renew or clean needle valves.
2) Increase capacity of fuel oil puri -
fier or reduce fuel oil flow rates.
(1) Depositions of soot and unbumt 1) Reduce fuel oil flow rates of the
carbons caused by combustion fuel oil purifier.
difficulties. 2) Use fiiel oil additives.
3) Use cylinder oil with a high
dispersing ability.
(2) Poor combustion 1) Adjust fuel injection timing.
2) Limit engine output .
3) Optimize design of fuel injection
system for improving combustion .
(1) Evaporation and decomposition of 1) Increase feeding rate of cylinder oil.
cylinder oil films due to extended 2) limit engine output.
combustion flames.
-
3) Use a heat resistant, extreme pre -
Aggravation of wear due to deposi- ssure cylinder oil with high disper
tion of incombustible components. sing ability. -
(1) Excessive wear of piston rings. 4) Reduce fuel oil flow rate of fuel
oil purifier.
(1) Excessive wear of piston rings. 1) Increase the feeding rate of cylin -
der oil.
2) limit engine output.
(1) Overheating of cylinder wall sur-
-
faces due to blow by.
-
3) Use a heat resistant, extreme pre
ssure cylinder oil with high
-
(2) Overheating of cylinder wall sur
faces due to extended combustion
- dispersing ability.
flames.
-32-
 Table 2.4.5.2 Summary of abnormalities due to vanadium (sodium)
and countermeasures
Abnormality
i
! I. Abnormalities of exhaust valves
I 1, Blow-by
2. Bums to fire-exposed surface
II. Bums to piston crowns
IU. Fouling of exhaust gas system and 1) High temperature corrosion
T/C, corrosion and surging
Cause of abnormality
1) High temperature corrosion due to
vanadium
2) High temperature corrosion due to
sodium .
1) High temperature corrosion
2) Sulphur attack by sulphur contents
1) High temperature corrosion.
i. Remove Na (seawater) in fuel oil.
2) Increase of deposits due to sodium. ii. Use fuel oil additives
Countermeasure
j i. Improve materials of exhaust valve
stems.
ii. Reduce temperatures of valve seats
by optimizing cooling water and
exhaust gas temperatures.
iii. Reduce the temperatures of valve
seats by limiting engine output.
iv. Shorten overhaul/maintenance
.
intervals
v. Use fuel oil additives,
i. Remove Na (seawater) in fuel oil.
i. See countermeasures shown above,
i. See countermeasures shown above.
i. Cool the under crown portions by
-
using a heat resistant piston cooling
oil with a high dispersing ability.
ii. Apply nickel base corrosion resis
tant coating.
- -
iii. Shorten overhauling/maintenance
intervals.
iv. Use fuel oil additives .
v. Remove Na (seawater) in fuel oil
.

However, as actual ship records suggest, it cannot be denied that a fuel oil with CCAI of 850 or
more and asphaltene contents are 6.5 wt % or more raose possibilities of combustion failures.

4.4 Abnormalities due to Vanadium

There are no reports stating that vanadium in heavy fuel oil has directly caused abnormalities in
piston rings and cylinder liners. Abnormalities due to vanadium are represented by high
temperature corrosion, and abnormalities occur in exhaust valves and the following parts
grouped in the high temperature components of diesel engines:
(1) High temperature corrosion of exhaust valves
(2) High temperature corrosion of piston crowns
(3) High temperature corrosion of turbocharger nozzle rings
(4) Fouling of exhaust gas systems and surging of turbochargers

4.5 Summary of Abnormalities due to Asphaltene and Vanadium and Countermeasures

Thble 2.4.5.1 shows abnormalities due to asphaltene and countermeasures, and Table 2A5.2
summarizes abnormalities due to vanadium and countermeasures.

-33-
Chapter 5 Desirable Properties of Fuel Oil

5.1 Introduction
The properties presently specified in instruction manuals by engine manufacturers as
permissible properties of fuel oil are to be understood as those for bunkering, rather than
properties of fuel permissible at the engine inlet. The properties of fuel oil permitted in
instruction manuals correspond to RMH55 applicable to the heaviest fuel oil specified in ISO
8217, which is the only guidance available for fuel oil quality in the trade of marine fuel oil. It
might be tolerated if we consider that there has been very small exceptional number of
examples indicating fuel oil corresponding to that mentioned has continuously been used for a
long time in the ship operating records.
In this chapter, the properties of fuel oil that enable operators to have specified performance and
reliability for large 2-stroke cycle diesel engines through normal operating procedures and their
proper maintenance are defined as the Recommended Properties of Fuel Oil at Engine Inlet, and
the properties of conforming fuel oils are discussed.

5.2 Recommended Fuel Oil Properties at Engine Inlets of Typical Engine Models
5.2.1 Proposals and their background
Recognizing that the permissible properties of fuel oil announced by the manufacturers of
engines are not the permissible properties of fuel oil at engine inlets, but are those for
bunkering, the Committee confirms that it is effective for dealing with the following items by
disseminating clear definitions of recommended properties of fuel oil at engine inlets.
(1) Forestall unexpected machinery failures due to the properties of fuel oil
(2) Prevent unnecessary suits under Product Liability Law
To substantiate this recognition, the recommended properties of fuel oil at the engine inlet were
-
obtained from three engine builders: one licensee manufacturer of large 2 stroke cycle low
speed diesel engines (Mitsubishi Heavy Industries, Ltd.), and two top licensees of the world
(Diesel United and Mitsui Engineering and Shipbuilding Co., Ltd.) who are the committee
members.
The recommended properties proposed were identified: one company has an agreement between
the licensee and the licenser (Diesel United), and one company leaves it to be negotiated
between the licensee and the licenser (Mitsui Engineering and Shipbuilding Co., Ltd.).
However, it might be a useful achievement of the Committee if the recommended properties of
fuel oil at engine inlets are accepted by the unanimous agreement of Japan’s engine builders,
-
which produce about 50% of the world’s total production of large 2 stroke cycle low speed
diesel engines.

522 Recommended fuel oil properties at engine inlets

Thble 2.5.2.1 shows the recommended fuel oil properties at engine inlets. The characteristics
common to all engine models are:
(1) The sum of aluminium and silicone that is the acceptance criterion for the contents of
catalytic FCC is to be controlled to 1/5 (some specifies 1/10) of that specified in RMH55
of ISO 8217.
(2) Control vanadium contents to below 1/4
(3) Control sulphur contents to below 3.5 wt %

— 34 —
 The recommended control values differ greatly from the requirements of ISO 8217, and this
suggests that the requirements of ISO 8217 are insufficient for securing the reliability of diesel
engines.
The recommended fuel properties at engine inlets differ slightly from engine brand to engine
brand. Although it is considered that machinery management would be eased if recommended
fuel oil properties were unified, because different brands of engine are normally employed by a
shipping company. If it is taken into account that historical facts in the development of diesel
engines and the establishment of the permissible fuel oil properties from time to time by engine
builders, the involvement of slight disparities between permissible fuel oil properties established
by different engine builders is inevitable. We , therefore , consider it is unnecessary to
immediately unify such permissible properties, which differ from brand to brand, even if we
reserve comment on how it should be in the future.
Our proposals have gained licenser/licensee agreement among the Sulzer Group and UEC
Group, which is significant for disseminating them worldwide. If agreement is obtained from
the MAN-B&W Group, the proposals are considered to gain added effectiveness, and farther
affirmative deliberation of this matter by the parties concerned is expected.
The recommended fuel oil properties at engine inlets by the Committee are better quality than
.
that specified in RMH55 of ISO 8217 The early and widespread acceptance of the proposals is
desirable from the viewpoints of eliminating machinery abnormalities, improving reliability of
machinery plants, and reducing loads in shipboard services and in work for environmental
protection. It, however, is nonetheless important to solve problems connected with the
-
reduction of fuel costs and consolidation of world wide networks to supply good quality marine
fuel oil. The latter, in particular, cannot be realized without difficulties unless a positive
approach is taken to amend the existing ISO standard through the international machinery such
as CIMAC and IMO .
..
The views held by the oil supply side; i e , the Heavy Fuel Oil Subcommittee of the Petroleum
Association of Japan on the desirable properties of fuel oil (Recommended Fuel Oil Properties
at Engine Inlets) proposed in this chapter are shown in Table 2.5.2.2.

-35-
Table 2.5.2.1 Recommended Properties of Fuel Oil at Engine
Inlet for Large 2-stroke Cycle Low Speed Diesel Engines
New Sulzer Diesel
Mitsui Ejisine --
ering and Ship •
Mitsubishi Heaw !
Lid.
and Diesel United (Sulzer) building Co * Lid. InjEC)
-
UMAN B& W ) ; Critical
^
properties
jRecommended i Recommended j Recommended for bunkering
Limit Test method value value value

Density [kg/cm1] max.1010 ISO 3675 max. 990 ! <991 <991 <991
max. 7001 ISO 3104
Viscosity
50*0 [cSt]
* *
-
13 17 -.
10 15
max 20 13 18-
Specified
value
100°C [cSt] max. 55 ISO 3104 ±10%
Carbon residue
(CCR) [m/m (%)) max. 22 ISO 6615 '
max. 15 <14 <12 <15
Sulphur [m/m %)]< max. 5.0 ISO 8745 max. 3.5 <3.5 <3.5 <3.5
Ash [m/m (%)] max. 0.2 ISO 6245 max. 0.03 <0.05 <0.10 <0.05
Vanadium [mg/kg(ppm)[ max. 600 non standard max. 150 <150 <300 <150
Sodium [mg/kg(ppm)] max. 100 non standard max. 30 <30 <30 <30
Aluminium [mg/kgCppm)] max. 30 non standard'1 Al + Si Al + Si Al + Si Al + Si
Silicon mg/kg(ppm)] i rax. 50 m standard" max. 15 <7 <10 <30
Sediment (SHF) [m/m (%)] max. O.iq Shell/Exxon max. 0.03 <0.05 <0.05 <0.05
Water [v/v (%)] max. 1.0 ISO 3733 max. 0.2 <0.2 <0.2 <0.5
Flash point [°C] min. 60 ISO 2719 min. 61 >60 >60 >61
Pour point [°C] max. 30 ISO 3016 <30
Asphalten [m/m (%)] max. 8 <8 <8 <8
CCAI <850 <850 <850
Muddy water [v/v (%)[ <1.0
Compatibility No. 2
.
Notes by New Sulzer Diesel Inc , and Diesel United Inc.:
The following kinds of fuel are not to be used:
- Bunker fuel including cat-fines
- Bunker fuel including alkylation bottom oil (total acid <3, strong acid = 0)
-1)Bunker fuel including land-used lubricating oil waste
Analyzing aluminium and silicone
Analysis by 1CP is not allowed (atomic absorption method is recommended).
2 Critical properties for bunkering
)
The reference values determined by a subcommittee of this Committee (organized by engine manufacturers
and part of shipowners) taking into account current shipboard fuel oil pre-treatment procedures andpossible
system improvements in the near future.

-36-
 Table 2.5. 2.2 Views of the Heavy Fuel Oil Subcommittee of the Petroleum Association of Japan
General marine heavy fuel oil
Test method Properties of Properties of domestic RMH 55 of Desirable
overseas bunker bunker fuel oil fuel oil Countermeasures and problems

—- —— -
fuel oil For interna- ISO 8217 properties
(ROTTERDAM) lional voyage fcavyffffoil
Kinetic viscosity
@50*C cSt
ISO 3104 260 464 102 380
-
61 250 810 or less (700 or less) Items to be controlled by heating at engine inlet.
Specified value It is difficult to obtain supplies due to restrictions on base
±10% materials.

—
Density @15°C ISO 3675 0.985 1.006 0.94 0.994 0.939 0.998 0.991 or less 0.991 or less
CCA! - --
(840 870) (810 860) 850 or less 850 or less ISO has no requirements .
Flash point °C
Pour point aC
.
Water vol % ISO 3733
ISO 2719
ISO 3016

-— — —
-
0.0 0.4 — —
-
70 180
-22.5 +20
0 0.4
70 140

-
20 +20
0 0.3
60 or more
30 or more
1.0 or less
61 or more

0.5 or less Increased costs due to time required for settling.

-— — — — -
Carbon residue ISO 6615 13.6 17.9 5 18 8.9 13.5 22 or less 15 or less Increased costs due to the necessity for dilution with kerosene.
wtl
i 0.5 or less Governed by the nature of crude oil, and control/adjustmenl

—
Ash wt % ISO 6345 0.03 0.10 0 0.05 0 0.05 0.2 or less cannot be performed.
-i
—
4
Sulphur wt % ISO 8745 2.76 3.99 1.5 3.6 1.65 2.5 5.0 or less 3.5 or less Awaiting decision to betaken by ISO.
Asphaltene (2 7) (2 7) -
8 or less ISO has no requirements. However, possibilities of rule making

— - -—
wt % are now being studied under condition of trading off with carbon
residue.
150 or less Governed by the nature of crude oil, and control /adjustment

—- -—
Vanadium non standard 66 219 (10 80) (10 80) 600 or less
ppm .
cannot be performed Increased costs due to the necessity for
providing a demetalling plant .
Sodium ppm ISO 8217 6.14 10 149 (5 30) (5 30) 30 or less providing
.
ISO {ias no requiremeaits Increased costs due to the necessity for
a waterwasn plant.
Aluminium
-
ISO 10478 2 11

- Alumi+Silica Alumi+Silica AJumi+Silica Alumi+Silica FCC residue becomes unserviceable, and a catalyst removing

—
ppm necessary. Hiese result in increased costs.
Silica ppm ISO 10478 1 18 (1 60) (1 40) 80 or less 30 or less plant becomes
Potential total
sediment wt %
Muddy water
- -
0.01 0.03 (0 0.05) (0 0.05) 0.10 or less 0.05 or less Increased costs due to restrictions on base materials.
1.0 or less This
iteip can be controlled with items of water and potential
total sediment, and is unnecessary.
Blending stability No. 2
Remarks -
6 month mean properties in 1994/JIS Refer to
1993 table 2.5. 2.1
( ) : Assumed values Note 2)
 Part 3 Problems Related to Bunker Supplies and
Receptions and Responses

Chapter 1 Marine Heavy Fuel Oil

1.1 Introduction
Heavy oil consumed as marine fuel has been gradually degraded towards cracked heavy oils
produced by fluid catalyst cracking plants amid changes in the demand structure involving
increased demand for light distillate fuel and decreased demand for heavy oil, under the effects
of the deregulation of import restrictions on heavy oils represented by marine fuel oil. When
compared to using heavy oil with the same viscosity level as that produced by the straight
distillation process, using heavy oils produced by the FCC process requires heavy-duty systems
for the fuel oil pre-treatment system and the heating system, improved fuel injection and
combustion systems, special measures for fouling, corrosion and abrasive wear of combustion
chambers. Leaving technical requirements to be described later, the features of marine heavy
fuel oil are described in this chapter.

12 Types and Standards of Marine Heavy Fuel Oil

Table 3.1.2.1 shows ISO standards, and Table 3.1.2.2 shows JIS. JIS divides heavy oils into
three classes; Class 1 is called A heavy oil (marine diesel oil), which is subdivided into No. 1
and No. 2 according to the sulphur contents. Class 2 heavy oil is generally called B heavy oil,
but demand for this class of heavy oil is declining due to improved ship machinery systems.
Class 3 is called C heavy oil, which is widely used for 2-stroke cycle low speed diesel engines.
The international standards for marine fuel oils include ISO 8217, which has been used as a
quality reference for commercial oil transactions. The ISO 8217 standard is subdivided into
RM10, RM15, RM20, RM25, RM35, RM45 and RM55. The letter R in the quality symbols
signifies residual fuel and M signifies marine fuel, and letters A through L signify the fuel
properties other than viscosity. The numeral 10 signifies kinetic viscosity at 100°C (in this case,
10 mmVs). The marine fuel oils currently in circulation are mostly RM35, which covers marine
fuel oils with a viscosity of cSt 380. The heaviest fuel oil corresponds to RMH55, which covers
marine fuel oils with a viscosity of cSt 700. It is said that there are relatively few marine fuel
oils in excess of RMH55, therefore, it can be evaluated that the ISO standard plays its role as a
quality standard for marine fuel oils. However, whether or not these requirements in the ISO
-
standard are really problem free as control references for the fuel oils to be consumed by marine
diesel engines manufactured at present should be concluded from a different viewpoint.
The trade names of marine fuel oil historically and locally vary. The trade names of A heavy
oil, B heavy oil and C heavy oil customary used in Japan are hardly understood overseas. A
heavy oil generally used in Japan is called Marine Diesel Oil (MDO) overseas, and C heavy oil
is called Marine Fuel Oil (MFO).

U Properties of Marine Heavy Fuel Oil

1.3.1 Properties of marine heavy fuel oil currently available on the market
According to the report of the Subcommittee SR218 on the properties of the heavy oils used for
-
ocean going ships among those marine heavy fuel oils currently in circulation, the following are

-38-
 Table 3.1.2.1 ISO 8217 - 1989
(Properties of Marine Heavy Fuel Oil)
Name RMA RMB RMC RMD RMEiRMf RMGRMH RMK RML RMH RMKRML RMHRML
Item 10 10 10 15 25 ! 25 35 35 35 35 45 45 45 55 55
Density ( I5°C), kg/m(1 ) max. 975,0 991.0 991.0 991.0 991.0 991.0 991.0
;i
Kinetic viscosity (100*0), cSlt max . 10.0 15.0 25.0 35.0 45.0 55.0
Flash point °C min. 60 60 60 60 60 60
(3>
Pour point °C Winter max. 0 24 30 30 30 30 30
Summer max . 6 24 30 , 30 30 30 30
Carbon residue wt % max. 10 14 14 15 I 20 18
'
22 22 22 -
Ash % (m/m) max. 0.10 0.10 0.10 ja'15. 0.15 0.20 0.20 0.20
Water % (v/v) max. 050 0.80 1.0 1.0 1.0 1.0
Sulphur % (m/m) max. 35 4.0 5.0 5.0 5.0 5.0
Vanadium mg/kg max. 150 300 350 200 1 500 1 200 600 600 600
(1) When comparing density ( 15°Q expressed in kg/1 to the density values shown here, multiply
by 1,000.
(2) 1 cSt = 1 mm2/s
(3) Particularly for proceeding seas in both the northern hemisphere and the southern hemisphere,
verify with care.

Table 3.1.2.2 JIS - Fuel Oil (JIS K 2205 aao) -,

Crop?- Flash Kinetic viscosity Pour Carbon
ties Reac - point (5CTC) cSt residue Water Ash Sulphur
tion ( °C) (mra2/s) (wt % ) (voI %) (wt %) (wt % )
Kinds'
Neut 60 or
o
ral more j
- 20 or less
(20 or less)
5 or
less* 4 or less
0.3
or less
0.05 0.5
e Z
T3 or less or less
s
2 o Neut 60 or
<
Z ral more
- 20 or less
(20 or less)
5 or
less*
4 or less
0.3
or less
0.05
or less
2.0
or less
50 or less 10 or 0.4 0.05 3.0
Kind 2 Neut- 60 or 8 or less
ral more (50 or less) less* or less or less or less
250 or less
o Neut- 70 or 0.5 0.1 3.5
Z ral more (250 or less) or less or less or less
tn
•o Neut- 70 or 400 or less 0.6 0.1
e o
2 z ral more (400 or less) or less or less
o Neut 70 or- Over 400 but 1,000 or less 2.0
Z ral more (Over 400 but 1,000 or less ) or less
Note: * The pour points of Kind 1 and Kind 2 for winter are to be 0°C or less, and the
pour point of Kind 1 for summer is to be 10°C or less.

-39-
generally valid:
(1) The properties of fuel oil are very widely dispersed even at the same bunker station. At
some bunker stations, marine fuel oils of relatively stable properties are supplied, while at
other bunker stations, they are not. The features of a region where a bunker station is
located apparently characterise the trade.
(2) Heavy fuel oils with a high viscosity do not necessarily contain large amounts of
impurities and sludge. Hence, heavy fuel oils with a high viscosity are not always judged
to be the degraded fuel oils or residual fuel oils.
(3) Although viscosity is referred to for judging the general properties of fuel oil, density has
greater relevance to the grade of fuel oil, and it is advisable to judge the grade of fuel by
its density.
On the other hand, it is said that the properties '
• i
of marine fuel oils produced in Japan are
generally better than those available overseas or bonded fuel oils. An investigation was
conducted on the real properties of marine heavy fuel oils produced in Japan by referring to the
-
records of long haul ferries operated on C heavy fuel oil and owned by the Japan Long Course
Ferry Service Association. The items specified in JIS such as flash point, kinetic viscosity,
sulphur, water and ash were found to be within the requirements, although there are some other
properties calling for attention. On the whole, they were found to be much better in quality than
those overseas counterparts or bonded fuel oils. The results of analytical surveys on the basis of
data furnished by SR 218 for overseas bunker fuel oils and data from the Japan Long Course
Ferry Service Association are shown below.

13.2 Properties of fuel oils bunkered in Japan and at bunker stations overseas
Fig. 3.1.3.1 through Fig. 3.1.3.15 show the properties of marine heavy fuel oils currently
available in domestic and overseas markets. Symbol signifies data covering the properties of
domestic bunker fuel oils, while symbol # data covering the properties of overseas bunker fuel
oils.
(1) Density
The ISO standard specifies the density of marine heavy fuel oil at 15°C to be 0.991 g/cm3
or less. Engine builders claim the density of 0.991 g/cm3 or less is desirable (see Part 2,
Chapter 5 Desirable Properties of Fuel Oil). As shown by the results of survey, no fuel
oils with a density exceeding 1.000 g/cm3 can be found on the market. When viscosity is
adjusted by blending, density is probably adjusted too. Domestic bunker fuel oils are
within the range from 0.9335 g/cm3 to 0.9817 g/cm3. The minimum density during the
period from 1989 to 1994, hereafter the same) is 0.934 g/cm3 and the maximum density is
0.979 g/cm3.
(2) Viscosity (Fig. 3.1.3.1)
While viscosity is an important index for obtaining optimum fuel atomization, it has
further significance as a guide for setting heating temperatures for the storage tanks and
transfer lines. It is rare that viscosity exceeds 400 cSt at 50°C. The viscosity of domestic
bunker fuel oils is within the range from 96 to 184 cSt. The lowest ever viscosity was 80
cSt, and the highest was 196 cSt.
(3) Sulphur content (Fig. 3.1.3.2)
Macroscopically, sulphur contents tend to increase as density increases, but in many cases
sulphur contents are 4 wt % or less. The maximum sulphur content of domestic bunker

-40-
 fuel oil was 2.42 wt % and the lowest ever was 1.72 wt % , and the highest ever was 2.9 wt %.
(4) Carbon residue (Fig. 3.1.3.3)
Carbon residue tends to increase as density increases, and it is within the range from 8 wt
% to 18 wt %. Data suggest there are possibilities that when trends towards higher
density and higher viscosity continue, residual carbon will approach a value close to 22 wt
%. The highest value of carbon residue of domestic bunker fuel oil is 12.97 wt %, the
lowest ever was 5.04 wt %, and the highest ever was 12.6 wt %.
(5) Asphaltene (Fig. 3.1.3.4)
Asphaltene tends to increase as density increases. The asphaltene contents of high density
oil normally range from 6 wt % to 10 Vvt % , and low density oil from 2 wt % to 5 wt %.
The highest asphaltene content of domestic bunker fuel oil is 9.8 wt %, the lowest ever
was 1.48 wt %, and the highest ever was 10.14 wt %.
(6) Vanadium (Fig. 3.1.3.5)
Vanadium contents are mostly 150 ppm or less, but tend to increase as density increases.
The highest value of domestic bunker fuel oil is 63 ppm and is not a problem.
(7) Sodium (Fig. 3.1.3.6)
Sodium content is also one of the harmful elements of fuel oil, causing abnormalities of
diesel engine parts. The recorded sodium contents often exceed the upper limit of 30 ppm
set by the desirable properties of fuel oil. Sodium contents of some domestic bunker fuel
oil exceed 30 ppm.
(8) Silicon and aluminium (Figs. 3.1.3.7^3.1.3.9)
Silicon and aluminium exhibit very similar distribution patterns. Silicon contents, in
many cases, are confined to within the range from 0 mg/kg to 20 ppm, and rarely exceed
30 ppm. Only a few fuel oils have aluminium contents exceeding 10 ppm. The sum of
silicon and aluminium contents of domestic bunker fuel oil is 12 ppm or less and is not a
problem.
(9) Water content (Fig. 3.1.3.10)
Because water is supposed to be absent throughout the fuel oil manufacturing process, any
presence of water in fuel oil is considered to be an accidental consequence of entry or
mixing during transportation. Water content mostly ranges from 0% to 0.3%, and fuel oil
with a water content of 0.5% or more is relatively rare. An exceptionally high water
content of 2% or more is considered to be the result of sea water entries. Water content in
domestic bunker fuel oil is 0.07 vol % or less throughout the data and therefore is not a
problem.
(10) Ash content (Fig. 3.1.3.11)
Ash content in the range from 0 wt % to 0.06% has a high frequency distribution. Fuel oil
with a higher density has a higher ash content. Ash is an impurity that promotes piston
ring and cylinder liner wear, and hence is an item of fuel properties calling for attention.
The ash content of domestic bunker fuel oil is 0.08 wt % or less throughout the data
referred to.
(11) Diesel Index (Fig. 3.1.3.12)
The diesel index is the ignittability index for heavy oil, and the larger index number
indicates a higher ignitability. Although diesel index is high as the density is low, there
are no Diesel Index of 14 or below. Heavy oils with a high density have peaks of
frequency distribution around a Diesel Index of 20, while heavy oils with a low density

-41-
 have peaks around 24.
(12) Equivalent weight of xylene (Fig. 3.1.3.13)
It is said that abnormalities tend to occur in diesel engine plants if the equivalent weight
of xylene exceeds 30. According to the results of surveys, fuel oils with a higher density
have a higher equivalent weight of xylene, it is considered that fuel oils with a higher
density are more liable to aggravate blend stability and sludge deposition.
(13) Total Sediment (Fig. 3.1.3.14)
Total sediment is a value specified on the basis of the stability of fuel oil and the
separation performance of a centrifugal separator. Some fuel oils with a high viscosity
show a total sediment of 0.3 wt % or more.
(14) CCAI (Fig. 3.1.3.15)
Fuel oils with a high density have peaks of frequency distribution around 850 855, while ~
fuel oils with a low density have peaks around 825^830. CCAI values of domestic
bunker fuel oils are 820 or less as far as three data sources are concerned.

:00 I
\ ! I
{ T i
u *
'
5

© 400
« •• • «
1
i
i t
!

. •« ••••
•• !. «
§ !
i
• .
j

300 < •
^ i
i
i
*
8w • 1
. •* i

[
« !
l
i
•. 3

> 200
i
:i • I
i

. *5 i
5s 0 •
9° °•* c ? a i • •
i
: •
1
B
100
0.93 0.34 0.95 0.96 0. S 7 0.5 « .
0 SS I . 00
Density (g/cm @ 15 °C) 5

Fig. 3.1.3.1 Viscosity vs. density

-42-
 Density (g/cmJ @ 15°C)

. .
Fig 3.1 3.2 Sulphur contents vs. density

20

16
i

i
i

i
!

• ••• •
*
•
* - 7«
••
t

**> n
i l
• •••• • ft
• ft

.
9
A \
5
I r
• C •*
• •
#
a •
s o •••• ••
*
• ••
s
—
0* ft . #
ft
ft ft ft
c 6
•
o ao
' "
d

I
ca o
i
r

U
4

:
0
.
0 93 0. 94 0. S 5 0. S 6 0.27 0.5 ? O. S S i - ao
Density (g/cm3 @ 15 °C)

Fig. 3.1.3.3 Carbon residue vs density .

16

# 12
5o
o
% 6
-.
G
D

6
0.93 0.94 0 . 95 .
0 56 0.27 0.36 0.33 LOO
Density (g/cm @15°C) 3

.
Fig. 3.1 3.4 Asphaltene vs density .
- 43
 300

i
250 r
i
i 9 i
? s'

£Ou zoo
Q. r
! i
i
,
•
E 150
a
i 9
•9

%c s
9 !
. •
10 » •— •—
9 9

> S : O •*
“

•I 99

50

0
o
1
I
•r
i
•• •C •
c
Q

c
V
i
;
s
«
9
V
• 7
9
•

I * ••
C

• o - Q
• •9
*
.
•C •* ••• • a

t .9

o. 33- 0.94 0. 35 0.96

‘1 0.97 0. 58 0.99 1.00
Density (g cm @15°C)
/ 3

Fig. 3,1.3.5 Vanadium vs. density

250 9
I s
i i
i
t
200
i
i
! :
E r

& ISO X

ea f
ii
f
i
OOH

I
:
100 r } V
i
s
1 r
i 9 9
#
50 A
a
co " « 7
a
a • •a * •• ? • •w•• •* •# !:i
0
'
•• •
|
a 9 i *.. l o* •• •. •• ••••I * • • .
0.93 0.94 0.95 0 . Sfi 0.97. 0 . 23 0. S 3 1.30
Density (g/cm 3 @15°C)

Fig. 3.1 .3.6 Sodium vs. density

40 »
i
j
i t
I
\ r r
1 1 I

30 £ x !
\ :•
i i r1 •
• S

s
s
l !s ! I
l i i
•
;

& I *
r
l
.

8 ” !

!
I

CW i
! • •• *

it ! 9
9
- • .•
•••;
•
D -
« a
w
s
I 9 9 t
* • ••
99 9 ! 9 9 9
9 9
9

«
i

* . o* oa
9

aL . Q °
9

oo 9 9 * 8 •' 9

9
9

0
0.93 0.94 0.95 0.96 0.97 0.55 0.95 1.00
Density (g/an @15°C) 3

Fig. 3.1.3.7 Silicon vs. density

44 -
 40

30
E
O
CL
.
E 20
=>
c
*

s3 :
*

< in
!
r
• •• •
i

#
•• ••
i
:
*
>

i *
•• • ••••
—•
•» •• •
•• t •• 5 Q
* •*
«
O »» Q»g g ° Q
E
C • •3 •
0 ^
9- *
0.93 0.94 0.95 0.96 0 , 97 .
O SS 0.99 LOO
Density (g/cirf @15°C)

. .
Fig 3.1 3.8 Aluminium vs. density

60 1
i i
E =
! I
i

CL
so i
:

H :
2 J i

2
:
£
-

=
!
:

:
i
i
•l • ••
:

:
Q

•
. . • — —••— 1

O* 6o
:
• oc o o • • •JJ *
• 0 *
•!»!*
0.95 0.96 0.97 o . sa 0.99 I . 00
Density (g/cm3 @15°C) -

. .
Fig 3.1 3.9 Silicon + aluminium vs density .
4.0
*
i
5
3.5
i : ‘
:

£ 3.0
r
! L
i I E i
; z
i, i
o E
i
!
> 2.5
a i • i ,
\
t
e
.=
l. «
:
B
o
u
i
I
=
-
I
f
:
i
>
J i
I

Hj 1.3 ? . i
c3 E ; ; i
f i
£ t. O ' i

?
:
r

r
‘
0.5 *
r •e ' • • i
:

0 ° •§ 3 n I 6» r j »y u
0.93 0. 94 0.95 0. 96 0.97 0.96 0.99 LOO
Density (g/cm3 @15 °C)

. .
Fig 3.1 3.10 Water content vs. density

-45-
 0. 16

0.14

0.12
*5 o. io
-*
4

S o . oa
c
o
w .
0 D6

3 0.04

0.02

0
0.
i •

Density (g/tmJ @15°Q

.
Rg 3.1.3.11 Ash content vs density .

* e i i s
= r
!

) i
:
Q i i
a ! i i
I Q Q
i
I i L i
30 « *
s
• :
i •• • 1
t 5

••• :

• •i • •• ••
3 .! i

*> •••
s • ess ••« •••« •
«

—
i

D 20
i . :
•
50
c • •
! i •• •« ••m
i
i
s C *
• • .
a
o
i
i
10
0.93 0.94 0.95 0.96 0. S ? 0.93 0.99 1.00
Density (g/cm @15°C)
5

.
Fig. 3.1 3.12 Diesel index vs density .
0.7
o>
C 0.6
4>

* 0.5
O
&Q 0.4
<u

~
£3
o>
0.3
ca
. 0.2
3

«. I
0
0 .
Density (g/cm5 @15°C)
. .
Fig 3.1 3.13 Equivalent weight of xylene vs density .
-46-
 *c
<u
£
•o
>
0
V}
a
O
H

Density (g/cm3 @ 15 °C)

Fig. 3.1.3.14 Total sedimant vs. density

a?t
860
i c m
-* • •
i :
*
850 ? 7 t •
0
i
I
:t
°0 ••*• •
840 i
i
= * *
- • ••
§
8 m
830 i

5
Q
o#
M
;
_!
tr **
•

810

800
•

780
0.93 0.84 0. 95 0.95 0.57 o . sa 0.59 1.63
Density (g/cm3 @15°C)
Fig. 3.1.3.15 CCAI vs. density

Chapter 2 Bunkering for Ships in Service

2.1 Introduction
Preparation of a technical report entitled “ Petroleum Products - Method for Specifying Practical
Procedures for the Transfer of Bunker Fuels to Ships” is now underway at the ISO TC28/SC6.
It is intended to prescribe the requirements for unified transfer procedures for bunkering marine
fuel oils to ships, and in the draft circulated, procedures for bunkering, transfer operations,
loading operations, quality assurance and sampling procedures are included. The problems
regarding bunkering are supposed to have been resulted from the delayed establishment of
international regulations, in many cases, and in this chapter, the background and problem areas
are discussed, thereby concrete measures are proposed.

-47-
22 Complaints about Bunkering
Complaints about bunkering have often been heard at bunker stations in Singapore and Persian
Gulf areas.

23 Bunkering Problems
23.1 Quality
Fig. 3.2.3.1 is a conceptual bunkering system diagram for current bunkering operations for
marine fuel oils. Depending on the bunkering system, the quality of fuel oil is untraceable.
(1) Bunkering system A
1) Bunker fuel suppliers purchase fuel oils from a plurality of wholesale agent A,
wholesale agent B etc. In the case of domestic transactions, oil products conforming to
the requirements of JIS K 2205 (Fuel oil) are. shipped. Because wholesale agents of oil
cannot empty their storage tanks, oils differing from the previous lot, yet conforming to
JIS K 2205, are topped on tank bottom residual oil before their storage tanks become
totally emptied. Accordingly, fuel oils contained in the storage tanks of wholesale
agents of oils can be evaluated as having properties that conform to JIS and are
traceable, and fuel oils shipped can also be evaluated in the same way. The
specifications of fuel oil shipped by the wholesale agent of oil are in many cases
circulated to shipping companies, and records show that any fuel oils failing to comply
with specifications have never been shipped for bunkering.
2) In the bunker fuel oil storage tanks at a suppliers’ depot bases (a storage tank is
sometimes commonly used by a plurality of suppliers), there are possibilities that fuel
oils of a plurality of wholesale agents of oil are topped up repeatedly. In such a case,
fuel oils blended at a depot base should be evaluated as “ properties untraceable.”
Fuel oils are properly blended and shipped by barges after adjusting viscosity to the
level required.
(2) Bunkering system B
Fuel oils shipped from a wholesale agent of oil by barges are blended on board barges,
and their properties become “ untraceable.”
(3) Bunkering system C
Although this is a rare case, the properties of fuel oil in this case is judged to be
“ traceable ”
(4) Danger of taking bunker from barges
When bunkering is done by barges, some fuel oil normally remains in barge tanks upon
completion of a bunkering deal, and the next lot of fuel oil is topped up on the remaining
fuel oil. Because there are almost no possibilities that the same lot of fuel oil is
continuously topped up, fuel oils of different kinds are eventually blended with the
properties “ untraceable.”

2.3.2 Bunkering quantities

The specific gravity of fuel oil remaining in a ship’s tanks is often unknown when taking on
bunker. In such a case, the quantities stated by the barge witnessed by both the ship’s side and
the barge’s side are often used. To verify the quantities of fuel oil bunkered, it has been the
suppliers’ view to follow the priority order of shore tanks, barge tanks, and ship’s tanks for the
accuracy of tank tables. In the case of domestic bunkering, such a priority order is acceptable to

-48-
 Wholesale i
agent, Ordering
Bunker supplier
j Company A j (trading company etc. ) j Shipping
_
Bunkering jcompany Requisition
Clear definitions of Depot bases arrangement
fuel oil properties (plural)

Wholesale Ordering
Unknown properties
agent,
Company B — Unknown properties
Bunker barge ~ » Bunkering system A
- The ship

Clear definitions of
fuel oil properties
Bunker barge
r Unknown properties
Bunkering system B

Pipeline Bunkering system C

t Clear definitions of fuel oil properties

.
Fig. 3.2 3.1 Conceptual diagram of bunkering system of marine fuel oil

shipping companies. In the case of bunkering overseas, however, tank tables shown by barges
sometimes cannot be reliable, and there is an opinion that a ship’s tank gauges are often used to
verify the quantity of fuel oil bunkered.

-
233 Pre delivery Documentation
There are many shipping companies who have determined the minimum requirements for the
properties of fuel oils to their specifications. In view of the prevailing practices of bunkering
being carried out without exchanging sales agreements, which are considered to be essential for
effective bunker transactions, the usefulness of exchanging Pre-Delivery Documentation is
mentioned at ISO Technical Committee 28/Sub Committee 6/Working Group 8 in Technical
Report 13729 (hereafter called TR 13729). This is introduced below. TR 13729 was prepared
-
with an intent to incorporate the National Law of Singapore Singapore Bunker Procedure
-
(SBP) in ISO. The SBP is said to be highly effective for settling disputes arising from bunker
deals, which have been controversial in the Port of Singapore. The fundamental items to be
agreed between bunker suppliers and recipients are noted below.
“ Bunkering regulations differ from region to region, and hence it is difficult to prepare a model
agreement that is valid in all regions of the world. However, the following fundamental and
important requirements should not be missed.” By verifying and signing Pre Delivery -
Documentation, unnecessary problems or disputes in bunkering should be avoided.
Items to be entered in Pre-Delivery Documentation
1) Ship’s name
2) Name of barge

-49-
 3) Supplier’s name
4) Time/date of bunkering
5) Quantities
6) Grade of bunker fuel or verification of compliance of the bunker fuel with ISO 8217
Standard
7) Procedure for transferring bunker fuel oil
8) Grade of bunker fuel is to cover the following basic items:
a) Kinematic viscosity Required under ISO 13729
b) Density do.
c) Flash point do.
d) Sulphur content do. •

e) Water content
9) (Required) Hourly transfer rate of bunker fuel oil pump
10) (Agreed) Hourly transfer rate of bunker fuel oil pump
11) (Rated) Hourly transfer rate of bunker fuel oil pump
12) Location of bunkering
13) Request for witnessing the sounding of bunker fuel oil and acceptance
14) Signature
Note that 8)-e) above was submitted to ISO by Japan to be included in the draft ISO a)
~ d).

2.3.4 Fuel oil analysis items requested by shipping companies

The quality of fuel oil immediately after being shipped from a refinery plant is guaranteed, but
there is a possibility that the as-shipped quality of fuel oil changes when it reaches a ship by
way of secondary and tertiary dealers. It should be considered that the end suppliers of bunker
fuel oils are incapable of analyzing specified properties. In most cases, only density and
viscosity, and in a better case, additional items of water and sulphur contents are reported at
each bunkering. Ships (or shipping companies) should be furnished with analysis reports
covering at least density, viscosity, flash point, pour point, carbon residue, ash, water, sulphur
and vanadiuim contents, as prescribed in the existing ISO 8217. Furthermore, we are of the
opinion that analysis values of detrimental elements of asphaltene, aluminium, silicon, and
sodium contents and CCAI are also required to prevent undue abnormalities of machinery
plants. Opposing such views, oil suppliers allege that it is materially impossible to submit all
data demanded by shipping companies, reasoning the lack of labour force and increased costs,
although the wholesale agents of oils admit the importance of being aware of the detrimental
elements of fuel properties such as asphaltene. As a result, no consensus was obtained in the
Committee.
On this matter, the Committee has confirmed;
(1) Although the existing ISO Standard 8217 includes parts which'are not necessarily
appropriate to ensure the reliability of diesel engine plants, it is inevitable to comply with
the standard so that suppliers are forced to provide bunkering with the minimum levels of
quality guaranteed at any bunker station of the world.
(2) Recognizing the prevailing practice that bunkering is carried out in the absence of
agreement, enforcing suppliers to comply with the existing ISO standard serves to
eventually complement the shortcomings of bunkering deals without agreement.

-50-
 The proposals of Japan prepared on the basis of deliberations at the National Examination
Committee on TR 13729 (Secretariat: Shin Nihon Kentei Kyokai, Committee members:
Member companies of the Petroleum Association of Japan, shipping companies, this
Committee also attended in part as an observer) aforementioned, and forwarded to ISO on
29 February, 1996 are such that the following five essential analytical items for properties
of bunker fuel oil should be reported:
1) Kinematic viscosity
2) Density
3) Flashpoint
4) Sulphur content
5) Water content
and other items; e.g., asphalthene, aluminium, silicon, etc. should be contracted
individually between shipping companies and suppliers for due implementation.
Japan’s proposals were made by recognizing:
1) TR 13729 is a guideline to be established to control illegal bunker fuel suppliers.
2) It is supposed that there are no illegal bunker suppliers in Japan at present.
3) There is a common notion that it is impossible to manufacture and market marine fuel
oils that do not conform to the requirements of the ISO standard in Japan.
The bunker fuel suppliers’ common intent to avoid any extra burdens of equipment and
labour to be induced by TR 13729 was asserted.
Proposals of each country on TR 13729 are expected to be collected at ISO and
circulated by this autumn.

2.3.5 Fuel oil sampling

From the current bunkering practices described in 2.3.1, it can be easily supposed that bunker
fuel oils to be received by ships often involve many problems before bunkering. It is considered
that the properties of fuel oil actually received often differ from those reported by the supplier.
If the ship has taken representative fuel oil samples during bunkering in a manner that is
acceptable to both the ship and the supplier, they can often serve as a valuable key to solve
problems occurring later in connection with bunkering. However, there are no clear regulations
for taking samples of bunker fuel oil, and sampling procedures differ much by region or
supplier. Although there are ISO 3170 for manual sampling and ISO 3171 for automatic
sampling, they cannot be applied directly to bunkering for ships, and TR 13729 will prescribe
the sampling procedure that is appropriate for ships.
Multiple sampling procedures according to bunkering quantities are specified in TR 13729 a
continuous automatic sampling procedure throughout the bunkering period from start to
-
completion; a modified procedure replacing the automatic sampling with manual sampling; and
a tank sampling procedure .
The manual sampling system has a relatively simple construction in which a valve for adjusting
the quantity of oil droplets is manipulated manually.
According to a survey undertaken by the Committee, a small number of ships operated by
Japanese shipping companies are provided with such a manual sampling system is small. This
.
does not mean that no sampling is carried out by these ships Some take samples from the
upper, middle and lower layers of bunker barges for use as fuel oil samples, and some other
shipping companies replied that they receive sample fuel oils from bunker barges for

-51-
submission to shipping companies. However, the latter is not desirable.
Sample fuel is the only evidence available should any dispute arising from abnormalities of
machinery (see Part 2, Chapter 3, paragraph 3.1), therefore, truly representative samples must
be taken by an appropriate method. Sample fuel must be retained on board the ship at least until
all the fuel oil bunkered is consumed.
It is reasonable to sample bunker fuel at the inlet of the FO filling line on board the ship (this is
said “ Custody Transfer” ). It is the normal practice to take three bottles of sample during
bunkering . One sample bottle each is to be retained by the ship and the supplier, and one bottle
sealed in the presence of the representatives of the ship and the supplier for safekeeping. The
sample retained is called either a retained saihple or a sealed sample. Described on a sample
bottle are the sampling method, where sampled, when sampled, the name of barge and the ship’
s name, the names of the representatives of the ship’ and the supplier with signatures, and the
grade of fuel oil .

23.6 Fuel oil analyzers

Under the circumstances in which information from the supplier on the properties of bunker fuel
is insufficient, the ship has greater interest in information about what kind of fuel oil has been
supplied than information on whether or not fuel oil conforming to specifications has been
supplied. When the properties or the quality of fuel oil are discussed, it will serve no purpose if
the values representing them are not determined by generally valid testing methods prescribed
by JIS or ISO, etc. However, it is unrealistic to request a shore - based special testing
organization for merely obtaining reference on the properties of the bunker fuel oil taken or, in
particular, for judging whether or not the fuel oil contains harmful elements for machinery
plants after waiting for a long time. This is the reason for the need to provide a handy fuel oil
analyzer onboard ships enabling crew members to analyze the minimum required property
items. It is unnecessary to demand such a handy shipboard fuel oil analyzer to obtain high
levels of precision as are available with the shore-based testing organization or to request
observance of the prescribed testing procedures. If a handy shipboard analyzer capable of
relatively simply and quickly analyzing a certain small number of properties is available, this
problem can be solved.
It is sufficient if catalytic FCC (represented by aluminium + silicon), asphaltene, vanadium,
sodium, sulphur and water contents from among the harmful elements can be measured on
board with a certain level of accuracy, but some cannot be responded to with an existing fuel oil
analyzer that can be carried on board the ship. According to the report by the Japanese Marine
Equipment Association entitled “ A Study on Simple Analyzers for Marine Fuel Oil,” it is
reported that development of a system capable of analyzing five elements excluding asphaltene
from among the six elements mentioned above by the fluorometric X-ray analysis method is in
progress to such a preparatory stage that a real ship test with a commercial model is about to
start. When judged in terms of measuring principle , the new system is considered to be capable
of analyzing with remarkable measuring accuracy in a short time.
Because there are a plurality of testing methods for one test item, the measured property values
can differ. For this reason, a test record must indicate the testing method used. In the absence
of requirements for asphaltene to be shown, and no prescription of the testing method in ISO
standards, the test method used for determining asphaltene must be verified. The significance
of testing methods and results, in detail, is shown in the Journal of the Marine Engineering

-52-
Society in Japan, vol. 30, No. 4.

2.4 IMO’s Draft Marine Fuel Oil Quality Control Procedure

For environmental protection, the Regulations for the Prevention of Air Pollution from Ships are
now under deliberation at 1MO. Regulation 19 of the draft regulations provides requirements
for Fuel Oil Quality. The contents are that a Bunker Delivery Note is to be issued by the fuel oil
supplier, and retention of the note for three years after issuance is obligatory to ensure and
certify the quality of fuel oil. It is required for fuel oil suppliers to indicate the properties of
bunker fuel oil in ISO Grade and declare in the Bunker Delivery Note that industrial waste or
waste oil are not mixed therein.

-53-
 Part 4 Problems Related to Shipboard Storage and
Processing of Heavy Fuel Oil and Responses

Chapter 1 Current State of Shipboard Fuel Oil Processing Systems

1.1 Introduction
As a consequence of the increasing popularization of the secondary processing system for
manufacturing heavy fuel oil, it is anticipated that heavy fuel oils produced by crackers such as
cat crackers and thermal crackers will increase in the future. Cracked residues from these
crackers contain large quantities of hydrocarbons of aromatics with high molecular weights and
their deteriorated ignitability and combustibility arb highly controversial as mentioned in the
previous section. In addition, the following characteristics are noteworthy, and they are the fuel
oils which are difficult to handle:
(1) Density and viscosity are high and volumes of carbon residue and asphaltene are large
(2) Impurities such as ash contents and catalytic particles that must be removed are significant
(3) In the absence of stability during storage and blending stability, large amounts of sludge
tend to settle and deposit
Checks were made to asertain whether or not existing shipboard processing systems are capable
of sufficiently responding to these heavy fuel oils, and if they are unable to respond properly,
what kinds of system can be considered.
For convenience, assessments were made on the basis of shipboard fuel oil processing systems
manufactured by seven major shipbuilders in Japan applicable to fuel oils with a viscosity of
380 cST at 50°C or below and those with a viscosity of 700 cST at 50°C, with large 2-stroke
cycle low speed diesel engines in mind.

12 Properties of Fuel Oil that Can Be Improved through Current Shipboard Processing
Techniques
The critical properties of heavy fuel oils for bunkering and the recommended fuel oil properties
at engine inlets are shown in Table 2.5.2.1 of Chapter 5, Part 2. Values of the critical properties
of heavy fuel oils were set slightly stricter than RM55 of ISO 8217 for water, ash, aluminium +
silicon contents. Regardless, it is necessary to upgrade the critical properties of heavy fuel oils
for bunkering and the property values of RMH55 in ISO 8217 towards the recommended fuel
oil properties at engine inlets. When bunker heavy fuel oils are upgraded through the shipboard
processing system, there are properties that can be upgraded and those cannot, and they are
distinguished in the following manner:

1.2.1 Improvable properties

(1) Viscosity (it is meant that physical properties can be controlled by controlling
temperatures)
(2) Ash content
(3) Sodium (the sodium content that can be removed by discharging salt water)
(4) Aluminium + silicon (representing alumina + silica)
(5) Dry sludge (by Shell Hot Filtration Test)
(6) Water content

-54-
(7) Muddy water content

1.22 Unimprovable properties

(1) Density
(2) Carbon residue
(3) Sulphur content
(4) Vanadium
(5) Flash point
(6) Pour point
(7) Asphaltene
(8) CCAI

1.3 Procedures for Purifying and Clarifying Fuel Oil

The methods of purifying and clarifying properties of heavy fuel oils that can be improved are
as follows:
(1) Settling sedimentation method
With this method, impurities are subjected to sedimentation for separation using the
different specific gravities between the liquid and particles of impurities, and settling
tanks and the typical example. This method is effective for water and mud.
(2) Filtering purification method
This is the most primitive but most widely used method, in which impurities are removed
by filters. Called either filter or strainer, and effective for removing alumina, silica, dry
sludge, etc.
(3) Centrifugal purification method
With this method, impurities and other harmful substances are removed by centrifugal
forces generated by discs running at a very high speed. Centrifugal separators are
representative equipment, and are effective for removing water, water mud, alumina,
silica, dry sludge etc.
(4) Mechanical processing method
This method is used to mechanically comminute water and sludge, and homogenizers and
decanters are available.
(5) Chemical processing method
With this method, additives are applied to heavy fuel oils to dissolve sludge, etc., and
sludge dispersants are the typical product.

1.4 Current State of Shipboard Fuel Oil Processing Systems

1.4.1 Fuel oils with a viscosity of 380 cSt or less at 50°C
The results of the investigation show that there is not much difference in system configurations
from company to company, although slight variations are seen in system grade, temperature
control, and settling tank capacity, depending on the viscosities of fuel oils. Fig. 4.1.4.1 and
Fig. 4.1.4.2 are standard fuel oil system diagrams for each shipyard, assuming fuel oils with a
viscosity of 380 cSt at 50°C or below.
(1) Tank structure
Storage tanks (deep tanks) are designed so that a heating temperature of approximately
35°C can be maintained. One settling tank capable of storing fuel oil for operating the

-55-
 DECK FILLING
It

ab
ab. ab .arc
arc 35C
8- tOhr
-38X5
A r- -
T* -
40 60
i

i MESH

« TEMP.
CONT. V .
Ui H.F . O.
<7\
\ TRANS.P .

96'C
Tv FILTER
16 - 32MESH
P
* .<
H.F . O.
PURIFIER *.

I
i

i FROM
OIL PAN
5
*.
F .O.SLUDGE T
FROM
AUTO BACKWASH
FILTER .
F O.DRAIN T , .
F.O OVERFLOW T .

.
Fig. 4.1.4.1 F O. (Viscosity 380 cSt at 50°C) transfer and purifier system diagram
 0
SERY .T .
I SEfLT.
I

—- i
I
U r

i. tr
_£
UJ
u 2
.
u <
g
60 MESH

oa M /E F.O -
SUPPLY P.
CD U

# M / E F.O.
BOOST.P.

.
F O.HTR ,.

zirr i
l TEMP. OR VISCOSITY CONTROL

i\
MAIN
ENGINE 135 TC 13-17cSt
AUTO BACKWASH

TO
TYPE FILTER 1<V 50M -
DRAIN
TANK

.
Fig. 4.1.4.2 F O. (Viscosity 380 cSt at 50°C) supply and circulation system diagram

-57-
 engine at maximum continuous rating for eight to 10 hours is provided. The heating
temperature is approximately 60°C. The tank bottom plating is tilted several degrees at
many shipbuilders, but there are settling tanks with flat bottoms.
One service tank is provided, and the capacity is equal to that of the settling tank. The
heating temperature of approximately 80°C can be maintained.
(2) Filters
F.O. filters with a 40 to 60 mesh size are used downstream from the settling tank. The
.
mesh size of the filter downstream from the service tank is 60 mesh The secondary filter
at the inlet of the engine has a mesh size of 10 to 50/z (note that 50/i is used in most
-
shipbuilders), and the automatic back wash system is employed.
(3) Centrifugal separator
Standard practice is to provide two centrifugal separators of identical capacity. In this
system, the density of fuel oil is assumed to be 0.991 g/cm3 or less.
Depending on design, centrifugal separators can be operated either in parallel or in series.
When operated in series, the unit in the upstream is used as a purifier, the downstream as a
.
clarifier. In isolated operation or parallel operation, they are used as purifiers
(4) Heaters
The fuel oil from the settling tank is heated to 98°C and transferred to the centrifugal
separator. Fuel oil heated to 80°C in the service tank is sent to the buffer chamber, and is
transferred further to the engine inlet by the booster pump. The fuel oil is heated on the
way so that the specified viscosity at the engine inlet is available. The viscosity of fuel oil
at the engine inlet is controlled either by the temperature control system or by the
viscosity control system.

1.4.2 Fuel oils with a viscosity of 700 cSt or less at 50°C

Fig. 4.1.4.3 and Fig. 4.1.4.4 are standard system diagrams, assuming a viscosity of 700 cSt at
50°C or below, and there is not much difference among companies, but the differences when
compared to the system diagram corresponding to a viscosity of 380 cSt at 50°C or below are:
(1) Storage tanks are designed to keep temperatures at approximately 45°C
(2) The capacity of the storage tank is slightly increased to extend the settling time at some
shipbuilders. The standard practice is to make the capacity of the settling tank for storing
fuel oil used to operate the engine at maximum continuous rating for 8 to 12 hours.
( ) Although fuel oils with a viscosity of 700 cSt at 50°C or less are not necessarily defined
3
as those of a high density, two centrifugal separators are provided, and both isolated
operation and parallel operation are possible. The centrifugal separators are used as
clarifiers. For this reason, there is no instability of seal water interface and resultant
degradation of performance.
~
(4) F.O. heater at the engine inlet directly controls the viscosity of fuel oil (13 cSt 17 cSt at
50°C, and carries out feedback for the viscosimeter.
These specifications have been determined by taking into account system costs, practical
installation requirements for particular ships on the basis of the shipboard fuel oil
processing system recommenced by engine builders, and manufacturers of centrifugal
separators and filters. Conclusions will be reached through consultations with shipping
companies referring to Fig. 4.1.4.3 and Fig. 4.1.4.4, but, in many cases, the system
depicted in the figure is employed.

-58-
 DECK FILLING
! I

F .0.
ab.
STOWAGE 45*0

“ "5£

i
Ui

I
r ? •
(4
H .F .O,
TRAMS. P

m
\ FILTER
-32MESH
16

FROM
OIL PAN

FROM
F . O, SLUDGE T . AUTO BACKWASH
FILTER
F. O. DRAIN T.
F. O. OVERFLOW T .

Fig. 4.1.4.3 F.O. (Viscosity 700 cSt at 50°C) transfer and purifier system diagram
 1
r/
HE AW F.O. M /X/ . O .
SERV . T . SEA.T .

r ——
l
.
V 60 MESK

1 oom M / E F.O *

u. 5 .. SUPPLY .
.
Li <
DX
tn o

<§> M / E F.O .
BOOST.P.

F .O , HTR .

f
u
a VISCOSITY CONTROLLER
i

-
/
/
MAIN
ENGINE
\\
TO
\ 13 17cSt
AUTO BACKWASH
TYPE FILTER I0|r5<fc
ORAIN
TANK

.
Fig. 4.1.4.4 F O. (Viscosity 700 cSt at 50°C) supply and circulation system diagram

-60-
 1.43 Optional specifications
As a specification outside the aforementioned standard specifications of the above shipbuilders,
the following provisions were added under consultations with a shipping company.
(1) Tertiary filter
The purpose is to remove catalytic FCC, and it is used when catalytic FCC is found in fuel
oil, or when such is likely. If there is no danger of ingress of catalytic FCC, this filter is
-
by passed. It is of the cartridge type, and mesh size, in nominal value, 3 ~ 20/4, but the
mesh size of 5/4 is often used. The location for installation is at the engine inlet, but the
general practice is to provide it downstream from the secondary filter.
(2) Decanter '
The purpose of providing a decanter is to reduce loads on the centrifugal separators
(purifier, clarifier) and simplify maintenance services. The decanter is installed between
the settling tank and the centrifugal separator. A recent experimental report suggests that
if a decanter is installed upstream from the centrifugal separator, the efficiency of
removing FCC in fuel oil deteriorates.
(3) Larger settling tanks or multiplication
The purpose of providing a larger settling tank is to extend the settling period with a
resultant improvement of removing water and sludge. Even if two settling tanks are
provided, it is rare for two service tanks to be provided. Providing two settling tanks is
not necessary to avoid mixing of different fuel oils.
-
(4) Providing the pre processing system after F.O. supply pump
The high performance pre-processing system is installed between the F.O. supply pump
and the buffer chamber to remove sludge, which cannot be successfully removed by
centrifugal separators.

1.5 Application to Diesel Ships

1.5.1 Specifications of fuel oil filters
(1) Investigation by the Marine Engineering Society in Japan
According to the results of the investigation conducted by the Marine Engineering Society
in Japan in 1991, the conventional mesh size of F.O. filters at the engine inlet of 75/4 has
~
decreased to 20/4 50/4 in ships of six years old or less, and in some cases, 10/4 is used as
shown in Fig. 4.I.5.I. On the other hand, for tertiary filters, a mesh size of 10/4 was used
-
for some 4 stroke cycle medium diesel engines, but it has become popular to use 5/4
10/4 in new ships, and in some exceptional cases, 2/4 is used. Filter elements for heavy
~
fuel oil normally use gauze wires, but notch wire type or cintered metal filter elements are
used when it is intended to remove relatively minute particles.

(2) Fine filters for removing hard impurities such as catalytic FCC
In a example, it was confirmed that catalysts with particle sizes from 10 to 20/4 were
embedded in the sliding surface, and empirically, abnormalities in machinery plants due to
catalytic FCC of this particle size are considered to have been prevalent. Another
example is considered to occur infrequently, but this suggests that catalytic FCC with a
particle size of 2 to 2.5/4 can cause abnormalities. From these examples of abnormalities,
it can be seen that filter elements with an absolute mesh opening of 5/4 or less are
necessary if catalytic FCC is to be removed by filters. In these investigative results on the

-61-
 mesh opening of filter elements, it was found that catalytic FCC with a particle size of
over 20fi was found to be captured by a cylinder liner, although an F.O. filter with an
effective mesh opening of 5 /i in the specification was provided. This showsdd that
catalytic FCC with a particle size much larger than the effective mesh opening of filter
elements actually passes therethrough. The performance of F.O. filters is said to vary to a
considerable extent from filter to filter due to manufacturing errors and the filter type.
Precautions to be taken when determining specifications for filters provided for capturing
and removing catalytic FCC are described below.
1) Mesh opening of filter
The relationships among nominal mesh opening, effective mesh opening and absolute
mesh openings differ by type of filter. Conventionally, effective mesh openings or
nominal mesh openings have been designated in specifications for filter elements, but
when removal of catalytic FCC is the primary concern, it is desirable to designate
absolute mesh openings. Although a mesh opening of 5 p, or less is desirable on the
basis of records of abnormalities, the decision was taken to choose a lQw mesh opening
for the element to ensure catalysts with sizes ranging from 10/r to 20/r, which are most
dangerous to piston rings and cylinder liners, can be positively captured.
2) Pressure differential back-wash filter
- -
When using the pressure differential back wash filter, it is expected that back washing
frequency increases if the mesh opening of filters becomes smaller. If back washing
-
frequency increases, the quantity of filter drain increases with intensified shipboard
-
work loads and deterioration of fuel economy. For these reasons, the specification was
-
determined to use a back wash filter with a large back-washing capacity for a single
-
wash operation. Conversely, any back wash filters requiring frequent back wash -
operations due to insufficient recovery of pressure differential in each cycle should be
avoided.
3) Two-stage boost fuel oil supply
-
A two stage boost system is often used for the F.O. system handling heavy fuel oil, in
which the F.O. transfer (primary) system and the F.O. supply and circulation
(secondary) system are incorporated. Whether a precision filter is provided on the F.O.
transfer side or on the F.O. supply and circulation side has conventionally differed from
company to company, based on individual views and records, therefore, it is difficult to
judge which is better.
(a) When a precision filter is provided on the F.O. transfer side, the response takes
account of capacity and low pressure specifications matching fuel oil consumption.
(b) When a precision filter is provided on the F.O. supply and circulation side, large
capacity and high pressure specifications enabling to match the product of the fuel
oil consumption with the circulation rate are required. Furthermore, pulsation of
fuel oil in association with engine operations causes an additional load on the filter.
As a result, sufficient consideration should be given to the strength of the filter.
From the intrinsic viewpoint of ensuring a high removal rate of catalytic FCC,
however, better results can be obtained with the latter design. When the circulation
rate is set at three, an example calculation shows that the quantity of catalytic FCC
supplied to a diesel engine decreases to approximately one third. This supports the
-
-
reasons for having provided the so called tertiary filter with precision performance

-62-
 on the secondary side.
(3) Filter for wet sludge
It is considered that filters are choked mostly by the presence of wet sludge. Wet sludge
choks filters either individually or in compound objects. Automatic back-wash filters
with mesh sizes from 40 to 60 are frequently used for removing wet sludge.

1.5.2 Centrifugal separators

(1) Performance of centrifugal separator to separate catalytic FCC
On the basis of the results of the investigation into abnormalities in machinery plants,
there is a view that the principal system components for removing catalytic FCC from fuel
oils are centrifugal separators (purifiers and clarifiers), with filters, decanters,
homogenizers, settling means (draining from settling tanks and service tanks), and other
means as auxiliary equipment supporting the centrifugal separating function. The views
of the three representative manufacturers of centrifugal separators relating to the removal
of catalytic FCC using centrifugal separators and the report of the SR 218 Subcommittee
are introduced below.

1) Mitsubishi Kakoki Kaisha, Ltd.

Data prepared around 1985.
The separating efficiency of catalytic FCC is governed not only by the viscosity of fuel
oil but by multiple other factors including the petroleum refining method, but the report
shows FCC removing efficiency with one centrifugal separator is between
approximately 70 and 80%. Fig. 4.1.5.2 shows the results of experimental tests on
heavy fuel oil with a viscosity of 360 cSt at 50°C, density of 0.991 g/cm3, carried out
under conditions of the heating temperature at 98°C and volume flow rate through the
centrifugal separator of 2,300 1/h (1/4 or less of the rated capacity of 10,000 1/h). The
report claims that sufficient removal results can be obtained with ordinary C heavy fuel
-
oil if single stage purification is done by one centrifugal separator. When large
amounts of catalytic FCC or slag are expected to have become mixed in the fuel oil, the
-
report further claims that parallel operation of the service unit and the stand by unit of
centrifugal separators is desirable.
2) Westfallia Separator AG
Westfallia reports that its data claim approximately 90% of catalytic FCC was removed
by single-stage purification. Fig. 4.1.5.3 shows the results of actual ship tests on heavy
fuel oil with a viscosity of 410 cSt at 50°C, density of 1.007 g/cm3 at 15°C. The
volume flow rate through the separator was throttled to approximately 25% of the rated
flow rate . The removal rates of aluminium and silicone were 91% and 93%
respectively. The report claims that through a series of tests, approximately 90% of
catalytic FCC could be removed by a single-stage purification.
3) -
Alfa Laval Marine & Power’s views
-
Because Alfa Laval Marine & Power Inc., is a manufacturer of not only centrifugal
separators, but also filters and decanters, it claims that data on the removal of catalytic
FCC obtained from three of its product are fair and unbiassed, and reports as follows:
-
Example of removal by the pre treatment system
Fig. 4.1.5.4 shows the purification process through the pre-treatment system (settling

-63-
 tank, purifier, clarifier and filter), where the effects of the centrifugal separators are
distinct.
Differences of removal rates between centrifugal separators and filters
a) Standard centrifugal separator (HSS)
Removal rate 87% Particle size 1.5 p,
Filter
Removal rate 36% Particle size 1.5/t
b) Standard centrifugal separator (HSS)
Removal rate 75%
Decanter
Removal rate 25%
Extracted from: Prof. G. Grossmann, Technische Universitat Berlin, “ Liner Wear
and Fuel Particle Concentration, Evaluation of Shipboard Measurement”
Differences of removal rates between modes of operation of centrifugal
separators
Test fuel: 975 kg/m3 at 50°C, 235 cSt at 50°C
Removal rate by operating a single unit (%) 70
Removal rate by operating two units in series (%) 80
Removal rate by operating two units in parallel (%) 85
Expertise on removing catalytic FCC
a) Catalytic FCC is highly hydrophilic, and if water is present, particles of FCC are
taken into a water droplet as shown in Fig. 4.1.5.5. The particle size of the droplet
shown in the figure is approximately 8 fi, and such a phenomenon occurs with
catalyst particles of particle sizes ranging from 2 to 50//.
b) A centrifugal separator should, therefore, be imparted with an adequate water-
separating mechanism. If water cannot be separated sufficiently, then the removal
rate of catalytic FCC deteriorates.
c) If fuel oil is stirred, water in the fuel oil comminutes, emulsifies and becomes
difficult to separate with the centrifugal separator. The removal rate of catalytic
FCC will eventually degrade.
d) If a decanter is provided upstream of the centrifugal separator as a pre-treatment
unit, the removal rate of catalytic FCC degrades. The stirring motions caused by the
decanter help comminute water in the fuel oil and make it difficult for the separator
to remove the water content.
Method of removing catalytic FCC
Summarizing the above data, Westfallia requests paying attention to the following
points when removing catalytic FCC:
1) Prevent fuel oil from emulsifying
2) Employ a system that is highly capable of separating water content
3) Properly operate centrifugal separators
To judge the effectiveness of a fuel oil pre-treatment system for removing catalytic
FCC, there is no choice but to validate the results through tests with fuel oils available
on the market. Westfallia warns that any fuel oil that is artificially prepared by mixing
catalytic FCC can sometimes show abnormally high removal rates.
4) SR 218V Subcommittee

-64-
 Table 4.1.5.1 shows the test results of the case of fuel oil of H55 of CIMAC
(corresponding to ISO RMH 55), in which the removal rate is 80% or more.

1.53 Separation efficiency required of centrifugal separators

The data and expertise of manufacturers of centrifugal separators claim that a removal rate of
80% or more can easily be attained. However, reports from ships often indicate that there were
not much differences in aluminium and silicon contents between before and after processing
fuel oils by centrifugal separators, and abnormalities occurred in cylinder liners etc. For a fair
judgement, it is introduced that there is a view stating that data demonstrated by manufacturers
of centrifugal separators can depart from practical data, and this might be the result of false
samplings failing to represent the actual situation. Table 4.1.5.2 shows the separation
efficiencies required to reduce aluminium + silicon contents in the critical properties of bunker
fuel oil and RMH 55 of ISO 8217 to the recommended properties of fuel oil at engine inlets by
centrifugal separators. In practice, it is assumed that heavy fuel oils corresponding to RMH55
of ISO 8217 are often bunkered, and the separation efficiency required in this case is 80% or
more. Although any fuel oils corresponding to the data disclosed by manufacturers seem to be
-
problem free as far as numerical data are concerned, it is necessary to sufficiently observe the
real facts behind data and testing procedures.

O Secondary filter for 2-stroke cycle engine

• Tertiary filter for 2-stroke cycle engine
A Secondary filter for 4-stroke cycle engine
Tertiary filter for 4-stroke cycle engine
200 * A

180
160
A A
140
Vi

8 120
3
100

Atm
80 QAA ODD
O A
60 n
o o oo
A A
40
o o GA
o A o A
20

o 2 4
•
‘
6 8 10
IQ
12 14 16 18
Age of ship (Year)

. .
Fig 4.1 5.1 Mesh size of filter at main engine fuel inlet

65
 Catalytic FCC particle separation efficiency

100 1 0C

00 - fiC

3 e 60 I8' ec
1§ 40
14 C

320 l
w 20

0 1 n
ililiili
Purifier Clarifier Purifier Clarifier
|
is -
i£ 1 I 1u
t

Fueloil “ A” Fueloil “ B” .
P O . 'A * P . O .'B'

.
Fig. 4.1 5.2 Catalytic FCC particle separation efficiency (Part 1)
 After purification
it
J*
-
f .

4o | ,• Before purification
jfel
4o

SE3MV:
The m/s “ NORASIA SAMANTA” Separation efficiencies for
is equipped with a model OSB 35 and calcium
fuel oil purifiers, models OSA 20
and OSA 7 lubricating oil purifiers
and a model OSA 7 marine diesel
.
oil purifier
Hie fuel oil processing plant carried
aboard the m/s u NORASIA
SAMANTA."
Impurities 1
WM Before purification (ppm)
f - gg After purification (ppm)
*
lij Separation efficiency (%)
water, ash, silicon, aluminium, sodium, iron,
Through the programmes of this test and many other
tests using
fuel and lubricating oils containing large amounts of water,
has been proved that approximately 90%
it
of test particles
responsible for machinery failures have been
removed by single

Westfallia Separator Inc., has

-
stage purification of high performance Westfa
llia separators.
strongly promoted R &D pro-
grammes and continued co - Typical results of separation are shown in the figures above and below
.
operation with major classifi
cation societies, oil companies
- Fuel oil processed:
Viscosity: 410 cSt at 50°C
and academic organizations. Density: 1.007 kg/1 at 15°C
In the recent two year R & D -
programme conducted by Lloyd’s Before
After passing
1st stage purifkatioi
Parameter Ivy in oil purifer Separation
Register of Shipping, perfor
mance tests of the Westfallia
- purification nrovided
with aUNTTROl
system
efficiency
(%)
separators equipped with a Unitrol Water(%) 0.5 0.3 40
system were carried out for Ash(ppm) 0.085 0.042 51
various fuel oils, paying particular Silicon(ppm) 94 7 93
AIuminium(ppm) 69 6 91
attention to separation efficiency Sodium(ppm) 82 61 26
with respect to water and catalytic Iron(ppm ) 25 12 52
impurities such as aluminium and Calcium(ppm) 32 15 53
silicone. Analysis: FOBAS

. .
Fig 4.1 5.3 FCC catalyst particles separation efficie
ncy (Part 2)

-67-
100 H Sodium
Particles > Apm
901
Aluminium
80 -i

70 -

60 -

50 H

40 -

30i

20 H

10 -
0
t t t t
u b u u
<D c0 O O ca Q> c
C <* aS < bo
D
CQ a>
o o
cO
E c
CO
3
PH
s
•H
Q
o
Data: Vessel Cargo Ship
Separators: WHPX 407
Fuel: Density 982 kg/ ms , 13C Cat. cracked oil

Fig. 4.1.5.4 Amount of contamination in HFO of a fuel oil

treatment system

-68-
 Catalyst Water droplet

Fig. 4.1.5.5 Relationship between catalyst particle

and water droplet

Table 4.1.5.1 FCC catalyst particle separation efficiency

Aluminium + silicon Water Ash

< Centrifugal separator

C inlet 80 ppm 1.0 Vol % 0.15 wt %
Cu
£ Centrifugal separator
o
outlet
16 ppm .0.5 Vol % 0.12 wt %
O
PQ
Centrifugal separator
G
>> 80 ppm 1.0 Vol % 0.15 wt %
inlet
O
B
. Centrifugal separator
o 10 ppm 0.5 Vol % 0.04 wt %
© outlet

Table 4.1.5.2 Separation efficiency required

of centrifugal separators
Critical value Recommended value C at engine inlet
Critical properties
Aluminium ISO 8217 RMH55 A B in this Guidance Diesel United Mitsui Mitsubishi
+
silicon 80 30 16 7 10

Required A B 81 91 88
separation
efficiency % B C 50 77 67

-69-
1.6 Measures for Removing Catalytic FCC
Catalytic FCC with particle sizes between 10 and 2Qw tends to act as a hazardous element for
abnormalities of machinery plants, and the empirical correctness of this judgement is discussed
above, the following measures are necessary to remove catalytic FCC with particle sizes of 10(
and more.
(1) Select the type of centrifugal separator capable of removing catalytic FCC at a separation
efficiency of 80% or more at a particle size of 10%
(2) Properly manage the volume flow rate of fuel oil through a centrifugal separator with
specific relation to the rated volume flow rate (there are reports that a separation
efficiency of 80% or more is available both in the laboratory and in ships if the volume
flow rate is throttled to 1/4 or less of the rated .volume flow rate.)
(3) On the basis of expertise that catalytic FCC is hydrophilic and tends to emulsify upon
contact with water, and the removal efficiency of catalytic FCC drops as water content
increases, the following procedures are considered to remove the water content in fuel oil
as much as possible:
a) Prevent ingress of water content to fuel oil
b) Extend settling period to promote separation of water contents
c) Heat fuel oil settling tank to evaporate water content
d) Do not stir fuel oil upstream the centrifugal purifiers
(4) Provide a fine filter at engine inlet.
(5) Avoid misoperation of back-washing filter
If contamination of fuel oil by catalytic FCC is feared, the back-wash oil from the
secondary filter should not be returned to the settling tank to discharge catalytic FCC
outside the fuel oil system. The separated back wash oil should be burnt in an incinerator
-
or in equipment other than the diesel engine.
(6) Although this is not a directly useful proposal for removing catalytic FCC, it is suggested
that positive actions be taken to revise existing ISO/CIMAC requirements for controlling
the quantities of catalytic FCC in fuel oil to below the recommended property values at
the engine inlet (aluminium + silicon to be 30 ppm or less).

1.7 Countermeasures for Sludge

1.7.1 Wet sludge
-
Generally, sludge floating in heavy fuel oil is called wet sludge. Abnormalities in fuel oil pre
treatment equipment are often connected to wet sludge. Wet sludge is therefore considered to
be a source of problems in shipboard operations. There is a view that if the quantity of sludge
discharged from a centrifugal separator is equal to 1/1,000 of the volume flow rate (0.1% ), such
a phenomenon is called abnormal deposition of sludge (Mitsubishi Kakoki). In this chapter, the
composition of soft sludge, mechanism of deposition, and the meassures proposed to control
sludge deposition are described.
(1) Composition of wet sludge
Asphaltene sludge is a typical wet sludge. Asphaltene in a state of asphaltene micell (a
structure in which catalytic FCC, rust, sand and hydrocarbon compound with a high
molecular weight occupy the nucleus or central position, with asphaltene attached outside,
and hydrocarbon with a low molecular weight attached further out) disperses in colloid in
the malten (oil content), a major content of fuel oil, in a stable condition. The nucleus

-70-
 portion is hardly affected by heat, but substances outside are readily affected by heat.
(2) Formation of sludge
If asphalten micell in the malten retains its colloidal state in equilibrium, sludge is not
generated, but if this state of equilibrium in the colloidal state is broken due to heating or
mixing with other kinds of oil, coagulation and sedimentation of alphalten micell can
.
result
This asphaltene sludge settles on the bottom of a fuel oil tank or causes abnormal
deposition from a centrifugal separator and choking of an F.O. filter .
1.7.2 Stability of heavy fuel oil
(1) Blending stability
Blending stability is discussed using the criterion whether sludge is generated when two
or more different kinds of heavy fuel oil are mixed or when heavy distillates and light
distillates are mixed to adjust viscosity. Heavy fuel oil with good blending stability is one
with asphaltene micell in equilibrium in colloid that disperses well and is free from
coagulation and sedimentation. Under the current circumstances, ships engaged in
international voyages cannot avoid mixing different kinds of fuel oil due to the locations
of bunker stations.
(2) Storage stability
If heavy fuel oil is subjected to heated storage in a fuel oil tank for a long time, heavy fuel
oil which was stable at the time of blending tends to generate sludge as time passes.
Under extended heated storage, asphaltene is produced excessively and deposits as sludge
when equilibrium is lost. Such degradation of stability during heated storage is called
storage stability.

1.7.3 Method for preventing sludge from depositing

Heavy fuel oil with a high density contains 6 to 10 wt % asphaltene, and as already mentioned it
causes combustion failures and deposition of sludge. Because asphalten in a stable state cannot
be removed by centrifugal separators, the following consideration is necessary.
1) Take bunker fuel oil with low asphaltene contents
2) Do not mix different fuel oils when taking on bunker, and try to consume ail the fuel in
a tank.
3) Whenn planning to build a new ship:
a) Provide larger settling tanks and extend the settling period.
b) Provide larger inclinations for the bottom plating of the settling tank.
c) Provide two settling tanks and service tanks each to avoid mixing different fuel oils.
4) For heating fuel oil tanks, consideration should be given so that no local overheating is
caused.
5) Assuming that F.O. additives are used, a system capable of properly applying F.O.
additives should be provided.
Under agreement between shipping companies and shipbuilders, two F.O. settling tanks
.
and one F.O. service tank for a ship are often provided, but the two F.O settling tanks
and two F.O. service tanks arrangement is a rare case. The reason for providing two
F.O. settling tanks is not to avoid mixing different kinds of heavy fuel oil, but to extend
settling times to ensure sufficient separation of water. Because heavy fuel oil

-71-
 containing a large amount of water is likely to produce a large amount of wet sludge
due to reactions between water and asphaltene sludge, measures to remove water from
heavy fuel oil is as important as measures to counter catalytic FCC.
6) Heavy fuel oil has an increased sludge deposition as heating temperature rises. The
storage temperature of heavy fuel oil should, therefore, be kept as low as possible. If
heated for a long time, natural convections are caused along with the degraded rate of
sludge sedimentation.

1.7.4 Waste oil disposal

When large amounts of drain oils from centrifugal separators and waste oils from back wash -
filters are produced, a waste oil processing system needs to be provided to make up for the
shortage of capacity of incinerators, if everything is' to be incinerated, and to avoid degraded
fuel economy. A waste oil processing system basically has a sludge separation function, and
has two structural types: a decanter type and a bowl type. The bowl type waste oil processing
system can separate waste oil into fuel, water and sludge, and some shipowners claim that the
bowl type offers better sludge separation efficiency than the decanter type.

Chapter 2 Desirable Shipboard Fuel Oil Pre-treatment System

2.1 Introduction
On the basis of discussions so far on measures to remove catalytic FCC, studies have been made
-
on feasible fuel oil pre treatment systems without putting pressure on shipbuilding costs, while
avoiding the use of any unvalidated techniques.

-
2.2 Desirable fuel oil pre treatment system
Fig. 4.2.2.1 and Fig. 4.2.2.2 show desirable shipboard fuel oil processing systems. The
shipboard fuel oil processing system is based on those shown in Fig. 4.1.4.3 and Fig. 4.1.4.4 for
-
heavy fuel oil with a viscosity of 700 cSt at 50°C.
The changes in system configuration are described below:
1) Settling tank
The capacity of settling tanks was increased. To extend the settling period for heavy
fuel oil with a higher density, the capacity was increased to twice that of a settling tank
for ordinary heavy fuel oil with viscosity of 700 cSt at 50°C.
It is desirable that the capacity of the settling tank attached to the hull be such that fuel
oil contained in the tank is sufficient for approximately 24 hours of main engine
operation at the maximum continuous rating of the ship (in the case of an installed
tank, a capacity corresponding to 15 hours of main engine operation at the maximum
continuous rating is the maximum permissible in accordance with rule requirements).
The tank bottom plates were inclined to strengthen the function to removal water and
sludge.
2) Centrifugal separator
a) Employment of centrifugal separators for heavy fuel oil with a high density
b) Centrifugal separators capable of removing catalytic FCC with particle sizes of IQM
or more and a separation efficiency of 80% or more were selected. When selecting

-72-
 the centrifugal separator, ease of maintenance for satisfactorily maintaining
separating efficiency and long maintenance intervals were considered ( to satisfy
these acceptance criteria, it is necessary to obtain test data on separation efficiency
from the manufacturer of centrifugal separators, and to have sufficient advance
consultations with the manufacturer for submitting testing procedures etc.).
c) Centrifugal separators are to be capable of being operated in series or in parallel.
The capacity is to be such that approximately 1/4 of the rated volume flow rate of
heavy fuel oil through the centrifugal separator is sufficient for normal operation of
the main engine plant.
d) The installation location of the centrifugal separator is to be as close to the settling
tank as possible, and consideration is given to avoid stirring fuel oil and to avoid
fluctuations of flow speed upstream from the centrifugal separator.
3) Secondary filter
a) Automatic back-wash secondary filter is to be employed.
b) The absolute mesh opening of filter elements was set at 10# ~ 50 ju, but it is
desirable that the absolute mesh opening of the filter element of the secondary filter
be good for removing hazardous particles (here, the absolute mesh opening of 10#).
c) -
Arrangements were made to transfer back washed oil to the sludge tank for
disposition.
d) A tertiary filter that filters out the catalytic FCC detected in the fuel immediately
before the engine inlet was provided. Because $0 % or more of catalytic FCC with
a particle size of 10# or more can be removed by the centrifugal separator and the
secondary filter, this tertiary filter was used for removing catalytic FCC, which
cannot be removed by the centrifugal separator.

-73-
 DECK FILLING
4

ab. ab. ab.

8CTC arc 4TC
24hr

T
t

40-60 I
i MESH

j
I
TEMP.
CONT. V . 4 •R
i
-ty-\
?•
-
? ‘

0
H.F.O.
TRANS.P

FILTER
16-32MESH
.

PURIFIER

i
+ FROM
OIL PAM
»1^ *3— i

FROM AUTO BACKWASH 'FILTER

<S?
F .0. SLUDGE T . F.Q, DRAIN T . F . O. OVERFLOW T.

Fig. 4.2 2.1 Desirable fuel oil pre-treatment system

P

(Fuel oil transfer/purification systems)

 60 MESH

cc
#
eg M/E F.O.
.<
u SUPPLY P.
DI
CD U

<R> M / E F.O.
BOOST .P .

F.O. KTR .

tf
y\

//
MAIN
ENGINE
\\ -
3
FILTER
-
3 5M
*
.
\
TO
F O.
VISCOSITY CONTROLLER

AUTO BACKWASH
-
!3 t 7cSr

TYPE FILTER 10 M 50 M -
SLUDGE T,

Fig. 4.2.2.2 Desirable fuel oil pre-treatment system

(Fuel oil supply/circulation systems)

-75 -
Chapter 3 Responding to Fuel Oils Not Conforming to
Specifications

3.1 Introduction
Even if abnormalities are likely to occur when using the bunker heavy fuel oil that does not
-
conform to the required specifications (catalytic FCC is responsive to the F.O. pre treatment
systems described in the previous chapter) and is not responsive to an F.O. pre-treatment
system, it is necessary to take alternative measures through means available means on board a
ship, such as special engine operating procedures and application of F.O. additives. This
chapter proposes shipboard measures to be taken in response to cases in which bunker heavy
fuel oil that does not conform to the required specifications is consumed for inevitable reasons
arising from the current bunkering situation.

32 Responding to Fuel Oils Not Conforming to Specifications

3.2.1 Optimum engine operating procedures
-
For five fuel property items viscosity, asphaltene, vanadium, sulphur and CCAI bunker -
heavy fuel oil not conforming to specifications might respond for certtain degrees for a certain
period if operating procedures of the engine are optimized.

3.2.2 Optimum fuel oil pre-treatment procedures

The properties of bunker heavy fuel oil that are responsive for a certain period by optimizing the
-
F.O. pre treatment system are density, viscosity, alumina, silica, sodium, sludge and water
contents.

3.2J Dilution by blending good quality fuel oil

Basically, blending stability of individual fuel oils need to be correctly identified because
different fuel oils are to be blended. None of the procedures to test the blending stability of two
types of fuel oil is suitable for shipboard operations, therefore, there is no alternative but to rely
on a simplified testing unit. Furthermore, there is the viewpoint that test results can be
misinterpreted. The latest view is that dillution with good quality fuel oil should not be
attempted in a “ happy go lucky ” manner. The large amount of good quality fuel oil required to
be kept in stock for implementing this procedure is an economic demerit. As a result, today it is
considered wise to consume all unblended fuel oil not conforming to the required specifications
by applying suitable F.O. additives.
If it is confirmed, however, that fuel oil not conforming to specifications is free from blending
stability problems, the only problem that cannot be solved by the dilution procedure is water
content. Many experts have pointed out that a slight improvement can be expected if fuel oil
not conforming to specifications is diluted with good quality fuel even for difficulties associated
with aluminium + silicon.

3.2.4 Application of fuel oil additives

F.O. additives are divided into the following product groups by function:
(1) Sludge dispersant
(2) Oil/water separator
(3) Combustion accelerator

-76-
(4) Corrosion inhibitor
(5) Mildew-proofing agent
(6) Low temperature fluidity improver

3.2.5 Responding to fuel oiis not conforming to specifications in summary

Responding to fuel oils that are not conforming to specifications is shown at Table 4.3.2.I.

-77-
Table 4.3.2.1 Response to fuel oils outside the specification
Optimum engine Optimum fuel oil Application of
operating method -
pre treatment method fuel oil additives
Density When the density is 996
kg/m’ or more,the separator
is to be used asa clarifier.
Viscosity The heating temperature The heating temperature
for fuel oil is to be raised. for fuel oil is to be raised.
Carbon residue
Sulphur See 2.4.2. Apply corrosion
inhibitor.
Ash
Vanadium The cylinder cooling Apply corrosion
water temperature and the inhibitor.
exhaust gas temperature
are to be lowered.
Sodium Drain the settling tank.
Aluminium + silicon The fuel oil flow rate
through the separator is to
be throttled (1/3 to 1/4 of
the rated flow rate).
Two units of separator are
to be operated in parallel .
A tertiary filter is to be
provided.
Sediment
Water Drain the settling tank. Apply oil water
Operate the centrifugal dispersant.
-
separator.
Flash point
Pour point Apply a low tempera-
ture fluidity improver.
Asphaltene The feeding rate of Apply fuel oil additives.
cylinder oil is to be
increased.
The cylinder cooling
water temperature and the
exhaust gas temperature
are to be raised.
Operation at a low load
is to be avoided.
CCAI The feed rate of cylinder
oil is to be increased.
The cylinder cooling
water temperature and
the exhaust gas tempera
ture are to be raised.
-
The fuel injection timing
is to be optimized. The
engine output is to be
deceased.
Sludge The feed rate of cylinder The blowing frequency Apply sludge disper -
oil is to be increased. of the centrifugal separa sant.
tor is to be increased.
-
-78-
 Part 5 Concluding Summary

5.1 Detrimental Elements in Fuel Oil

The results of the investigation on abnormalities in machinery plants assumed to have been
caused by harmful elements in fuel oils suggest the following four.
1) Sulphur contents (mainly responsible for low temperature corrosion wear)
2) Catalysis FCC (responsible for abrasive wear)
3) Asphaltene (responsible for combustion abnormalities and sludge deposition)
4) Vanadium (responsible for high temperature corrosion)

5.2 Sulphur Contents

(1) It is highly likely that sulphur content will be subjected to a global capping of 5 wt %, and
1.5 wt % in special areas under the Regulation for Exhaust Gas Emission concerning the
Prevention of Atmospheric Air Pollution now under deliberation at IMO.
(2) At such time as development of diesel engines is accelerated towards higher power output,
it will be necessary to consider the effects of the sulphur content of fuel oil, including low
temperature corrosion caused by sulphur rich fuel oil represented by 5 wt %, chemical
compounds formed by cumbustion of sulphur and resultant fouling of turbochargers,
deterioration of engine performance and environmental pollution caused by sulphur
oxides in exhaust gases.

S 3 Catalytic FCC
(1) Serious machinery failures occurring in two-stroke cycle low speed engines are caused by
catalytic FCC (alumina A1203 + silica Si02) contained in the heavy fuel oil produced by
fluid cat crackers.
(2) Catalytic FCC causes excessive abrasive wear in piston rings and cylinder liners of diesel
engines.
(3) The particle size of catalytic FCC captured and embedded in the sliding surfaces of diesel
engines often ranges from 10 to 20M, which is the most critical range. Catalytic FCC with
particle sizes from 3 to 5[i can cause abnormalities in the top areas of cylinder liner where
there is a thin cylinder oil film.
(4) A cylinder liner whose surface is roughened by abrasive wear due to catalytic FCC can
often develop low temperature corrosion.
(5) If a cylinder liner fails due to catalytic FCC and is left unattended, abnormalities will
continue for a long time. Although there are several reports of successful cases of cured
sliding surface, delicate and difficult work is inevitable and there is no guarantee that the
reconditioned parts are really cured.
(6) The contents of catalytic FCC are determined by measuring the element weights of
aluminium and silicon. It is, however, necessary to take precautions that the actual weight
of catalytic FCC is much larger than the measured element weights of aluminium and
silicon.

5.4 Asphaltene
(1) Asphaltene is flame retardant with a longer burning period, and flames from asphaltene

-79-
 close to sliding surfaces of cylinder liner evaporate and burn off cylinder oil.
(2) Due to the poor combustibility of asphaltene , unburnt carbon and soot tend to be
.
generated As a result, excessive wear to piston rings and cylinder liners is induced.
(3) Fuel oil with an asphaltene content of 6.5 wt % or more tends to cause combustion
failures.

5.5 Vanadium
(1) There are no reports that vanadium has directly caused abnormalities in piston rings and
cylinder liners.
(2) High temperature corrosion occurs mainly in exhaust valves, which are the high
temperature parts of diesel engines.
Both asphaltene and vanadium are contained in crude oil, and are not the reform
substances that can be dealt with by an F.O. pre- treatment system. These fuel properties,
therefore, are to be specified as permissible critical values for bunkering, and it is
proposed to restrict asphaltene to 8 wt %, vanadium to 150 ppm (300 ppm may be
considered depending on engine models).

5.6 Desirable Fuel Oil Properties

(1) The desirable properties of fuel oil are those recommended fuel properties at engine inlets.
The provision of recommended fuel properties at engine inlets was created to secure the
reliability of diesel engines for the first time as a consequence of a common recognition of
the need to specify a guideline for the properties of fuel oil at engine inlets by diesel
-
engine builders. Two of the three famous manufacturers of 2 stroke cycle low speed
diesel engines in the world have agreed to the recommendation. This is considered to be
significant as the recommendation is likely to spread overseas through the licensees.
Common to all engine models, the following fuel properties were found to have departed
far from the requirements of RMH55 of ISO 8217.
a) Sum of aluminium and silicon, serving as a guide for the contents of catalytic FCC
was set at 1/5 or less (this can be 1/10 or less) of the requirements of RMH55 of
ISO 8217.
b) Vanadium content was set at 1/4 or below of RMH55 in ISO 8217.
c) Sulphur content was set at 3.5 wt % or below.
(2) To make the proposed desirable fuel properties widely accepted, it is indispensable to
consolidate the fuel oil supply network, and for this reason, actions should be taken to
revise the existing ISO standard and CIMAC.

5.7 Properties of Marine Fuel Oils Currently in Circulation in the Market

(1) The properties of marine heavy fuel oils currently in circulation were identified for both
domestic and overseas bunker supplies (including bonded bunker fuel oils). It was
clarified that the properties of marine fuel oils bunkered overseas were much inferior to
their domestic counterparts. However, none were found to be outside the ISO standard.
In this sense, it may be said that the ISO standard plays its part as a quality standard.

5.8 Problems related to Bunkering as Currently Practiced Problems related to current

bunkering were investigated.

-80-
(1) Fuel oils, when shipped from refineries, meet the quality requirements of ISO and JIS etc.
However, fuel quality and properties are assumed to change when the fuel oils are
transferred to the suppliers’ base, where different fuel oils are blended. Fuel properties
then become untraceable.
(2) In many cases, exchanges of valid agreements in transactions for bunkering between
shipping companies and bunker suppliers are omitted.
(3) Preparation of a Technical Report on bunkering marine fuel oils based on Singapore
Bunker Procedures is now underway at ISO TC28/SC6, and the contents of the Report
were introduced.

5.9 Fuel Oil Sampling Systems

The representative sampling systems for bunker heavy fuel oils, which are indispensable for
solving any disputes over quality assurance for heavy fuel oils were introduced. Within the
scope of the investigations, very few Japanese ships are equipped with sampling systems
regardless of type, but in contrast, ships of foreign registry are equipped with such systems.

5.10 Fuel Oil Analyzers

Simplified fuel oil analyzers already in service and those under development, which are readily
carried on board ships and are easy to handle were introduced. There are fuel oil samplers that
can analyze basic property items such as water content and viscosity, and those capable of
measuring additional property items of asphaltene, catalytic FCC (aluminium and silicon
elements) and blending stability. From the viewpoint of preventing abnormalities in machinery
plants, fuel oil samplers capable of measuring catalytic FCC (aluminium and silicon elements),
asphaltene, vanadium, sodium, sulphur and water to reasonable degrees should be carried.

5.11 Shipboard Fuel Oil Processing Systems

-
(1) Investigations were made on existing shipboard F.O. pre treatment systems for bunker
fuel oils with a viscosity of 380 cSt at 50°C and another, fuel oil grade with a viscosity of
700 cSt at 50°C, whereby the basic arrangements and the operating procedures of fuel oil
tanks, filters, centrifugal separators, F.O. heaters, and other optional items were clearly
defined.
(2) The specifications of filters and centrifugal separators considered to be effective for
removing catalytic FCC were proposed.
1) Specifications of filters
a) Mesh openings are to be specified as absolute mesh openings. The absolute mesh
opening was specified as 10n, which is presently technically feasible for handling
catalytic FCC.
b) In the case of back-wash type filters, those with a high back-wash capacity in a
single operation (excellent pressure differential recovery) are to be selected.
c) To improve the capture rate of catalytic FCC, better results can be obtained if the
tertiary filter is placed on the secondary side (the FO circulation side) as has been

2)
proved by conventional practice .
Specifications of centrifugal separators
a) The target particle size of catalytic FCC is to be set at 10/t, and the FCC removal
rate of centrifugal separators is to be set at least at 80% or more. The reported

-81-
 disagreement between the FCC removal rate of centrifugal separators made public
by manufacturers and the rate measured on board ships is assumed to have been
caused mainly by differences in sampled oils. It is, therefore, necessary for
shipbuilders to sufficiently check data FCC removal rates whenever centrifugal
separators are chosen.
b) Catalytic FCC is highly hydrophilic and is readily emulsified. If the volume of
water in fuel oil is large, the FCC removal rate of a centrifugal separator
deteriorates, and hence efforts should be made to remove as much water as possible
from fuel oil.
3) To complement the functions of centrifugal separators and secondary precision filters
for capturing catalytic FCC, a tertiary precision filter with a nominal mesh opening of
5 fi or thereabouts is sometimes provided at the engine inlet. Against the claimed
advantage of such an arrangement as an effective means to remove catalytic FCC,
many experts point out that running costs involved are prohibitive. Some demand that
- -
pressure differential back wash type filters with an absolute mesh opening of 10/r or
less be developed.
-
(3) Back washing
-
Many systems are designed to return back wash oil to settling tanks, but catalytic FCC
cannot be discharged outside the fuel system loop by this arrangement. The basic
principle to be observed is not to return back-wash oils to settling tanks.
(4) Measures to counter sludge
Abnormalities in machinery plants caused by fuel properties are, in many cases,
connected to wet sludge. The representative wet sludge is asphaltene sludge. The
following measures are suggested for controlling the generation of asphaltene sludge:
a) Try to take on bunker fuel oil with as little asphaltene as possible.
b) Avoid mixing different fuel oils when taking on bunker, and consume all of the „
existing fuel oil. There are to be two F.O. settling tanks and F.O. service tanks each,
and precautions are to be taken to avoid mixing different fuel oils.

5.12 Desirable Fuel Oil Pre-treatment Systems

-
A desirable F.O. pre treatment system has been proposed for heavy fuel oils of the grade with a
viscosity of 700 cSt at 50°C contaminated by catalytic FCC. The key system features are as
follows:
a) To ensure greater effects from settling fuel oil, the capacity of the F.O. settling tank
is to be two times the ordinary tank capacity for fuel oil with a viscosity of 700 cSt
at 50°C. In the case of F.O. settling tanks fitted to the hull, it is desirable for the
capacity to be sufficient for the main engine fuel consumption of 24 hours at the
maximum continuous rating (in the case of installed tanks, it is desirable for the
capacity to be sufficient for main engine consumption of 15 hours at the maximum
continuous rating under the rule requirements). An inclination and a weir are to be
provided on the tank bottom for draining sludge.
b) -
Centrifugal separators are to be for treating high density fuel oils, and to be
designed for specifications permitting separation of 80% or more of catalytic FCC
with a particle size of 10/r. Easy maintenance for proper FCC separating
performance is another essential requirement.

-82-
 Centrifugal separators are to be capable of being operated in isolation, in series or in
parallel, and each separator is to be capable of processing fuel oil for the main
.
engine at approximately 1/4 of the rated capacity Centrifugal separators are to be
installed as close to the F.O. settling tank as possible, and stirring of fuel oil and
changes of fuel oil flow rate upstream are to be minimized.
c) The secondary filters are to be of the automatic back -wash type, and the
specifications of filter elements are to have absolute mesh openings as close as
.
possible to the particle size of catalytic FCC An absolute mesh opening of 10/* is
desirable.
d) Back-wash oils are to be led to the sludge tank for processing in an incinerator .
0 To capture catalytic FCC with a particle size of 10ju or less, a tertiary precision filter
is to be provided immediately before the engine inlet.

5.13 Responding to Fuel Oils Not Conforming to Specifications

When any heavy fuel oil not conforming to the required specifications is supplied, the ship will
have to use such a fuel oil for a considerable time. In this connection, responding to the
situation by optimizing the operating particulars of the diesel engine (cooling water
temperature, exhaust gas temperatures etc.), optimizing the fuel oil pre-treatment procedure,
using F.O. additives, diluting with good quality fuel oil, etc., were proposed.

-83-
 Concluding Remarks
-
The situation involving marine 2 stroke cycle low speed diesel engines is such that fuel oils
mixed with waste oils of automotive lubricating oils and industrial lubricating oil are
sometimes bunkered. However, these waste oils cannot be left unattended. Setting aside the
proverb saying that “ Money is the key that opens all doors,” the conventional specifications of
the heaviest fuel oil, which have been reluctantly accepted by the community of manufacturers
of diesel engines, have been improved to the higher specifications in this Guidance in a form
that is close to unanimous agreement.
For the current situation of ocean-going ships engaged in international voyages, in which they
have to take on bunker fuel oils of widely varying specifications, proposals are also made in this
Guidance for an F.O. pre treatment system to be incorporated in a diesel engine plant, which is
-
capable of purifying and filtering such bunker fuel oils of questionable quality. It is considered
that bunker fuel oils heavily characterized by local petroleum refining processes can be
successfully purified and filtered, in most cases, to the recommended fuel properties at engine
inlets through the proposed systems. Very few opinions are found that the quality of marine
heavy fuel oils in the future will be improved. To eliminate local characteristics of bunker fuel
oil supplies and to apply brakes for stopping further degradation of fuel oil quality, it seems to
be very important to modify international mechanisms such as ISO standard and CIMAC.
In spite of the complex and conflicting interests surrounding each committee member who
-
participated in the meetings of this Committee, there were down-to earth discussions and
sincere deliberation towards the common theme of establishing viable measures to counter
degrading marine fuel oils. The Secretariat of this Committee will be satisfied if the
achievements and understanding obtained through the meetings of this Committee help build a
consensus in the prospective work of revising the existing ISO standard in Japan, in addition to
the satisfaction obtained from completing this Guidance. Before concluding this Guidance, we
can add that the Society provides fuel oil analysis services. The system and organization of the
Society have been consolidated given the circumstances of fuel oils today and in response to
growing demand, and our services are available to users.

-84-
GUIDANCE FOR MEASURES TO COPE WITH
DEGRADED MARINE HEAVY
1996

Printed and published in December 1996

Published by mm
NIPPON KAIJI KYOKAI
.
4-7, KIOI-GHO CHIYODA-KU,
0
* % * t£ £102
T
TOKYO 102, JAPAN. TEL : 03- 3230- 1201 (ft)
TEL: +81-3-3230- 1201 FAX : 03- 5226- 2012
FAX: +81-3-5226-2012

Copyright, ©1996 by NIPPON KADI KYOKAI

Primed in Japan