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Description 504.26
Page 1 (2) Nomogram for Determination of CCAI Edition 02

General
08028-0D/H5250/94.08.12

Fig 1 Nomogram for determination of CCAI.

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504.26 Description
Edition 02
Nomogram for Determination of CCAI Page 2 (2)

General

Example: Ignition quality is an important fuel parameter. The

Viscosity: 180 cSt at 50°C
Density: 990 kg/m³ at 15°C
The combining straight line across density (990 kg/
m³) and viscosity (180 cSt) of a heavy fuel oil
results in CCAI (859). From CCAI, conclusions may
be derived with regard to the ignition qualities.
CCAI may be calculated with the aid of the
following formula:
CCAI = D - 141 log (log (v + 0.85)) - 81
reason why it does not appear in the international
specificationsisthattherearenostandardizedtesting
method is non-existent. Therefore, parameters
such as the Calculated Carbon Aromaticity Index
(CCAI) are resorted to as an aid which is derived
from determinable fuel parameters. According to
our experience, only a rough assessment of the
ignition quality of the heavy fuel oil is possible with
the help of this method.
However, the CCAI has become so well-known in
widespread publications that, in spite of the
reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.

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Description
Page 1 (4)
Analysis Data
Comments on Analysis Data for Fuel Oils
Carbon Residue
The carbon residue of a fuel oil indicates its
cokeforming tendency and can be used to
determine the tendency to form deposits in the
combustion chamber and gasways. The higher the
carbon residue value, the higher the fouling
tendency.
Some changes in the combustion process,
requiring adjustment of the maximum pressure,
may also be attributed to a high carbon residue
content. The value is measured by standardized
tests, such as the Conradson or Ramsbottom tests
which give similar results.
The non-vaporized residue from the carbonizing
test consists of carbonaceous material and
inorganic impurities and is expressed as
percentage weight of the fuel sample tested.
Carbon residue and asphaltenes content generally
move in parallel, both in relation to the carbon-to-
hydrogen ratio, with increasing values for a higher
ratio.
The carbon-to-hydrogen ratio and thus also the
carbon residue depends on the source of the crude
oil and the type of refinery processing used.
The effect of carbon residue is impossible to
counteract by pre-treatment of the fuel oil, as
centrifuging only influences solid inorganic
contaminants and hard asphalts, which are only
small amounts of the percentage weight called
carbon residue.
Asphaltenes
Asphaltenes is defined as the part of a fuel oil
sample which is insoluble in heptane. The content
of asphalteness is expressed as percentage weight
of the fuel oil sample tested.
Asphaltenes, which is aromatic, slow-burning,
semisolid hydrocarbon compounds dispersed in the
fuel oil, has a similar effect on the combustion
process to the carbon residue, the main impact
being fouling of gasways. The stability of the fuel oil
is related to the asphaltenes content.
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504.27
Edition 02
General
Asphaltenes also influences the lubricating
properties of the fuel oil and, in extreme cases, high
asphalteness content may lead to fuel injection
pump sticking.
Fuel oils with a high asphalteness content will have
a tendency to form sludge, especially if the water
content is also high. The asphaltenes content of a
fuel oil is influenced by pre-treatment. The heaviest
semi-solid asphaltenes, and asphaltenes bound to
water as sludge, can be separated by centrifuging.
Diesel Index
Diesel index is a calculated value to determine the
ignition quality of a fuel oil. The ignition quality is
related to the hydrocarbon composition, paraffin
being of high quality, n-heptanes of moderate
quality and aromatics of low quality.
With certain exceptions the properties of the aniline
point and the specific gravity reflect the
hydrocarbon composition of a fuel oil, and are
therefore used in the following simple formula as an
expression of ignition quality:
Diesel index = (aniline point °F x API gravity) x 0.01.
The aniline point is the lowest temperature at which
equal volumes of the fuel and aniline become just
miscible. The test relies on the fact that aromatic
hydrocarbons mix completely with aniline at
comparatively low temperatures, whereas paraffins
require considerably higher temperatures before
they are completely miscible.
A high aniline point thus indicates a highly paraffinic
fuel, and consequently a fuel oil of good ignition
quality. Similarly, a high API gravity number
denotes a low specific gravity and high paraffinicity,
and again a good ignition quality.
The diesel index provides a reasonable idea of the
ignition quality, but generally gives figures slightly
above the cetane number.
Fuel oils with poor ignition quality and a low diesel
index might in particular cause problems in starting
diesel engines and running at low load.
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02.16 - ES0 - G
504.27
Edition 02
Analysis Data
General
In addition to starting difficulties, a prolonged
ignition delay may give rise to alternations in the
maximum pressure, leading to increased
mechanical or thermal load.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling
of gasways.
Sulphur
Sulphur is present in fuel oil, mainly as organic
compounds, the amount present being expressed as
percentage weight of an oil sample tested. If free
sulphur is present it may cause corrosion in the fuel
system. The main problem caused by sulphur is low
temperature corrosion. During combustion, sulphur
oxides are produced in the form of gases. Since
humidity is also present sulphur and sulphuric acid may
be formed on components in the combustion chamber
and in the gasways, where the temperature is below that
of the dew point for sulphuric acid.
The detrimental effect of sulphur in fuel oil is
counteracted by maintaining an adequate temperature
of the combustion chamber components and by using
alkaline lubricating oil to neutralize the sulphuric acid
produced during combustion.
Vanadium and Sodium
Vanadium and sodium are constituents of the ash
content. The amounts of these are measured by
analyzing the residue from the combustion test used for
determination of the ash content. The amount of
vanadium and sodium present is expressed in ppm,
parts per million, by weight in relation to the fuel oil
sample being tested for ash content. Vanadium derives
from the crude oil itself and, being oil soluble, cannot be
removed from the fuel oil by conventional pre-treatment.
Sodium derives from the crude oil, and also from
contamination with salt water during storage and
transport of the fuel oil. Sodium is watersoluble and,
regardless of derivation, tends to combine with the water
present in the fuel oil.
Owing to its water solubility, it is possible to remove
or reduce the amount of sodium present in the fuel
oil. During combustion, corrosive ash is formed
from vanadium and sodium.
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Description
Page 2 (4)
Especially if the weight ratio of sodium to vanadium
exceeds 1:3, ash with a very low melting point and
stiction temperature is formed, giving rise to high
temperature corrosion of exhaust valves and
deposit formation in turbochargers.
It is possible to reduce the tendency for formation of
detrimental vanadium-sodium ash by effective
centrifuging, which will remove sodium salts
together with water. If a very low content of sodium
is ensured, a relatively high vanadium content
might be acceptable.
Water
The water content of fuel oil is measured by a
standardized distillation test and is expressed as
percentage volume of the sample tested. Water in
the fuel oil may lead to several detrimental effects
on the fuel oil system, and corrosion and cavitation
of fuel injection pumps and fuel valves, and cause
fouling of exhaust systems and turbochargers.
Due to its content of sodium, salt water in
combination with vanadium contributes to the
formation of low-melting corrosive ash, which
attacks exhaust valves and turbochargers. When it
disturbs the fuel atomization, water will lead to poor
combustion, resulting in higher heat load on the
combustion chamber components.
It is possible to reduce the water content of a fuel
oil primarily by centrifuging, and this should be
done to the widest possible extent in order to avoid
the detrimental effects of water in the fuel oil.
Ash
Ash content is a measure of the non-combustible
material present in the fuel oil. The ash content is
determined by a combustion test and it is
expressed as a percentage weight residue from
complete combustion of the oil sample tested.
Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to external
contamination of the fuel oil.
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Description
Page 3 (4)
Analysis Data
Ash-forming materials exist both as solid
contaminants and in soluble compounds. The solid
contaminants may lead to abrasive wear in the fuel
injection system. Ash formed during combustion
may lead to abrasive as well as corrosive wear of
combustion chamber components and give rise to
formation of detrimental deposits. It is therefore
essential, to the greatest possible extent, to reduce
the amount of ash-forming materials by centrifuging.
Solid contaminants such as sand, rust, certain
metal oxides and catalyst fines can be removed by
centrifuging, and the same goes for water-soluble
salts such as sodium.
Some of the components included in the ash content
have been found to be particularly harmful and are
therefore stated individually in the analysis data.
Silicium and Aluminium Oxides
Residual fuels produced by refineries using fluid
catalytic cracking may be contaminated by catalyst
particles in the form of silicium and aluminium
oxides. Any catalyst particles are shown by the ash
content value. Separate values for silicium oxide
content and aluminium oxide content are measured
by analyzing the ash content.
The amount of silicium and aluminium oxides is
expressed in ppm in relation to the weight of the
original fuel oil sample being tested for ash content.
As catalyst particles are very hard and abrasive,
they can cause extreme mechanical wear of the fuel
injection system, cylinder liners and piston rings.
Catalyst particles, being solid and insoluble, can be
removed from the fuel oil. The guidelines for
dimensioning the centrifuge size are based on the
fact that approx. 1/3 of the catalyst particles in
terms of weight is removed.
Viscosity
Basically viscosity is a measure of the internal
friction or resistance of a liquid to flow.
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02.16 - ES0 - G
504.27
Edition 02
General
Viscosity of Marine Gas Oil (MGO) and Marine
Diesel Oil (MDO) are expressed in centistokes (cSt)
at 40° C.
Viscosity is an important parameter in connection with
pumping, pre-treatment and injection of fuel oil, since the
possibility and efficiencyofthese processes to a large
extent depend on adequate viscosity.
Adjustmentofviscositytoadequatevaluesispossible
by takingadvantageof theinterdependence between
the temperature and viscosity index of the fuel oil.
The nominal viscosity of a fuel oil is the factor
determining the preheating temperatures necessary
to obtain adequate viscosity for pumping,
centrifuging and injection of the fuel oil, and thus
also the factor determining the capacity of the
preheating equipment in the fuel oil system.
Density
Density is defined as the mass of a unit volume and
is expressed in g/cm³ at a temperature of 15°C
(59°F).
Specific gravity is the ratio of the mass of a given
volume of liquid at 60°F (15.6°C) and the mass of
an equal volume of water at the same temperature.
For a given liquid, the specific gravity will generally
give the same numerical value as the density.
API gravity is an arbitrary scale calibrated in
degrees and related to specific gravity by the
following formula:
141.5
° API gravity = + 131.5
specific gravity/50°F
As the formula indicates, the API gravity is in
inverse proportion to density and specific gravity.
Density is an important parameter in the centrifuging
process, where separating water and water-dis-
solved impurities from the fuel oil is based on the
difference in densities. If the density of the fuel oil
approaches that of water, centrifuging thus becomes
less effective, necessitating a reduced flow rate and
therefore increased centrifuge capacity.
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504.27 Description
Edition 02
Analysis Data Page 4 (4)

General

The water separation ability of fuel oil is increased Pour Point

by preheating the fuel oil prior to centrifuging since
the densities of fuel oil and water change with the
temperature at different rates, thus making it
possible to optimize density differences.
To some extent the quality of a fuel oil can be
judged by the density, since this is directly
proportional to the carbon-to-hydrogen ratio, which
again is in direct proportion to aromativity, carbon
residue and asphaltene content, but in reverse ratio
to calorific value.
Analysis Data for Fuel Oils
The pour point is the lowest temperature at which
an oil will flow or can be poured. The pour point is
measured under specific test conditions. Fuel oil
must be stored, handled and pumped at
temperatures above the pour point to avoid wax
crystallization, which may result in precipitation in
storage tanks, blocking of filters and pipe lines and
prevention of pumpability. Normally, the pour point
of residual fuel oil does not create any problems,
since the temperature needed to reduce the
viscosity to pumpable levels will be adequately in
excess of the pour point.

Carbon Residue % weight Flash Point

Asphaltenes % weight
Diesel Index The flash point of an oil is defined as the
Engine- FIA temperature at which it gives off sufficient vapour to
Relevant Ash % weight
Properties Sulphur % weight
create an inflammable mixture with air. This mixture
Water % volume will ignite or flash under the influence of an open
Vanadium ppm flame, but will not support combustion itself. The
Sodium ppm flash point of fuel oil is normally tested by the
Silicium Oxide ppm Pensky-Martens closedup method.
Aluminium Oxide ppm

Viscosity cSt/50°C In order to provide a sufficient margin of safety from

Installation- Density
Relevant Flash Point
Properties Pour Point
Table 2 Analysis data for fuels.
g/ml fire risk during storage, handling and transportation,
°C fuel oils for shipboard use must meet the
°C
classification societies' requirements of flash point,
limited to a minimum of 60°C (140°F).

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Description 504.30
Page 1 (2)
Fuel Oil Cleaning Edition 01

Purification Recommendations
Fuel oils are always contaminated and should
therefore be cleaned thoroughly of solid as well as
liquid contaminants before use. The solid
contaminants in the fuel are mainly rust, sand, dust
and
refinerycatalysts.Liquidcontaminantsaremainlywater,
i.e. either fresh water or sea water.
The impurities can cause damage to fuel injection
pumps and fuel valves, result in increased cylinder
liner wear and cause the exhaust valve seats to
deteriorate. Increased fouling of gasways and
turbocharger blends may also result from the use of
inadequately cleaned fuel oils.
Effective cleaning can only be ensured by means of
a centrifuge. We recommend that the capacity of the
centrifuges installed be at least according to the
centrifuge maker's recommendations. To obtain
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the
fuel oil as possible and to allow the fuel oil to remain
in the centrifuge bowl for as long as possible.
Cleaning of HFO by Centrifuging
General
Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of
98°C (208°F) should be maintained in the
centrifuge oil preheater.
The fuel is kept in the centrifuge for as long as
possible by adjusting the flow rate through the
centrifuge so that it corresponds to the amount of
fuel required by the engine without excessive
recirculating. Consequently, the centrifuge should
operate for 24 hours a day except during necessary
cleaning.
Taking today's fuel qualities into consideration the
need to clean centrifuges ("shooting frequency")
should not be underestimated. Correct choice and
adjustmentoftheregulatingscrewsand/orthegravity
discs are of special importance for efficient water
removal. The centrifuge manual states the disc or
screw adjustment which should be chosen on the
basis of the specific gravity of the fuel.
Normal practice is to have at least two centrifuges
available for fuel cleaning. Results from
experimental work on centrifuges, treating today's
qualities of residual fuel, have shown that the best
cleaning effect, especially as regards removal of
catalyst fines, is achieved when the centrifuges are
operated in series, in purifier/clarifier mode.

Operating Single centrifuge as purifier.

Therefore series operation of centrifuges to ensure
options Two centrifuges in parallel. maximum safety is a fully accepted alternative to the
Two centrifuges in series.
previouslyrecommendedparalleloperation,provided the
operating capacity of each individual centrifuge can
Optimum Operating Configurations
handle the total amount of fuel required by the
engine,withoutexceedingtheflowraterecommended by
Water content Parallel operation
the centrifuge maker for the operating mode in question.
below 1 % Purifier / Purifier
Normal
conditions or
Density at 15°C Series operation
If the centrifuge capacity installed is on the low
below 0.991 Purifier + Clarifier
side, corresponding to the specific viscosity of the
fuel oil used, and if more than one centrifuge is
Water content available, parallel operation may be considered in
below 1 % Parallel operation order to obtain an even lower flow rate. However, in
view of the above results and recommendations
Extreme Density at 15°C Purifier / Purifier serious consideration should be given to installing
conditions below 0.991 new equipment in accordance with today's fuel
qualities and flow recommendations.
High content Series operation
of catalyst fines Purifier + Clarifier

Table 1. Cleaning of HFO.

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504.30 Description
Edition 01
Fuel Oil Cleaning Page 2 (2)

General

To determine centrifuging capacity we generally

advise to follow the recommendations of the Flow Rate
centrifuge maker, but the curves in fig. 1, can be Related to Rated Capacity of Centrifuge

used as a guideline. %
100

A homogenizer may be installed in the fuel oil 80

system as a supplement to the centrifuges in order 60
to homogenize possible water and sludge still 40
present in the fuel after centrifuging. 20

Separation Temperature
°F °C
212 100
194 90
176 80
158 70
140 60
122 50

104 40
100
15 25 45 75 130 cSt/80°C

Log scales 30 60 80 180 380 600 cST/50°C

200 400 600 1500 3500 6000 sec. RI/100°F

Fig. 1 Flow rate through centrifuge related to nominal

capacity of centrifuge.

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MAN-BW L23-30 H Vol-1 (Instruction)+ - Стр 9
Description
Page 1 (5)
Freshwater System Treatment
Protection against Corrosion in
Freshwater Cooling System
The engine fresh water must be carefully treated,
maintained and monitored so as to avoid corrosion
or the formation of deposits which can result in
insufficient heat transfer, it is necessary to treat the
cooling water. MAN B&W recommend that this
treatment is carried out according to the following
procedure:
– Clean the cooling water system.
– Fill up with deionized or distilled cooling
water (for example from the freshwater
generator) with corrosion inhibitor added.
– Carry out regular checks of the cooling water
system and the condition of the cooling water.
Observance of these precautions, and correct
venting of the system, will reduce service difficulties
caused by the cooling water to a minimum.
Cleaning of the Cooling Water System
Before starting the inhibition process, any existing
deposits of lime or rust, or any oil sludge, should be
removed in order to improve the heat transfer and
to ensure uniform protection of the surface by
means of the inhibitor.
The cleaning should comprise degreasing to
remove oil sludge, and descaling with acid
afterwards to remove rust and lime deposits.
Ready-mixed cleaning agents, specially made for
cleaning the cooling water system, can be obtained from
companies specializing in cooling water treatment.
These companies offer assistance and control of the
treatment in all major ports. A number of these
companies are mentioned on the enclosed list. We point
out that the directions given by them should be closely
followed. It is of particular importance to flush the system
completely after cleaning.
00.11ES1
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504.40
Edition 02
General
Cleaning agents emulsified in water as well as slightly
alkaline cleaning agents can be used for the degreasing
process, whereas ready-mixed cleaning agents which
involve the risk of fire must obviously not be used. For
descaling with acid, especially products based on amino-
sulphonic acid, citric acid, and tartaric acid are
recommendable, as these acids are usually obtainable
as solid substances, easily soluble in water, and do not
emit poisonous vapours.
The cleaning agents should not be directly
admixed, but should be dissolved in water and then
added to the cooling water system.
Normally, cleaning can be executed without any
dismantling of the engine. We point out that the
water should be circulated in the engine to achieve
the best possible result.
As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
process. The acid content of the system oil should
also be checked immediately after cleaning, and 24
hours afterwards.
Cooling Water - Inhibitors
The filling-up with cooling water and the admixture
of the inhibitor is to be carried out directly after the
cleaning in order to prevent formation of rust on the
cleaned surfaces.
Raw Water
The formation of lime stone on cylinder liners and in
cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
material.
Therefore, it is recommended that deionized or
distilled water (for example from the freshwater
generator) is used as cooling water. However, on
account of its lack of hardness, this water will be
relatively corrosive, and a corrosion inhibitor should
therefore always be added.
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504.40 Description
Freshwater System Treatment Page 2 (5)
Edition 02

General

If deionized or distilled water cannot be obtained, Checking of the Cooling Water System
normal drinking water can be used in exceptional and the Cooling Water during Service
cases. If so, the total hardness of the water must
not exceed 9° dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents sludge or deposits may form. The condition of the
are also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling
Chloride 50 ppm (50 mg/litre) spaces, these spaces or, if necessary, the entire
Chlorine 10 ppm (10 mg/litre) system should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very
There should be no sulphide and ammonia content. susceptible to corrosion, which results in heavy
Rain water must not be used, as it may be heavily formation of sludge, even if the cooling water is
contaminated. correctly inhibited. The initial descaling with acid
will, to a great extent, remove the galvanized
It should be noted that softening of water does not coating. Generally, therefore, we advise against the
reduce its sulphate and chloride contents. use of galvanized piping in the freshwater cooling
system.

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