Diesel After-Sales Service

Service Bulletin A–9

Technical Information to all the Owners 18.10.94
of Sulzer A 20H / AT 25H Type Diesel Engines

Heavy Fuel Oil Concept Guide

and System Adjustments for
A 20H / AT 25H Auxiliary Engines

Contents: Page

– INTRODUCTION 1

– 1. GENERAL ENGINE REQUIRE- 1

MENTS FOR OPERATION ON
HEAVY FUEL OIL

– 2. FUEL OIL SYSTEM 2

– 3. FUEL OIL PRESSURE AND 5

FLOW ADJUSTMENTS ON
AUXILIARY ENGINES

– 4. SERVICE BULLETINS 9
28.49.07.40 – Printed in Switzerland

VALID FOR
A TYPE ENGINES

New Sulzer Diesel Ltd Diesel After-Sales Service PO Box 414 CH-8401 Winterthur, Switzerland
Phone: (052) 262 80 10 (24hours) Telex: 896 659 NSDL CH Telefax: (052) 213 94 83
INTRODUCTION

The ability of modern marine auxiliary engines, such as Sulzer A 20H and AT 25H type diesel
engines, to run on the same grades of heavy fuel oil (HFO) as the ship’s main engine, has made the
introduction of the so-called ”Uni-Fuel” ship possible.

The ”Uni-Fuel” ship is characterized by several features:

All engines, both main and auxiliary, run on the same bunker fuel, i.e. HFO.

The auxiliary engines start and stop on HFO.

Marine Diesel Oil (MDO) is only used for emergency operation, for example starting with a dead
ship and flushing through fuel systems before overhaul or docking.

Blending equipment is no longer needed, thereby avoiding one of the risks of causing instability
and incompatibility by mixing two different fuels.

The information given in this Service Bulletin is supplied as a guide for the concept of the fuel oil
system for ”Uni-Fuel” ships. It also informs about the procedures necessary to adjust and equalize the
fuel oil flow rate through the auxiliary engines.

A properly designed and also correctly adjusted fuel oil system is the main parameter for
satisfactory operation with HFO.

1. GENERAL ENGINE REQUIREMENTS FOR OPERATION ON HEAVY FUEL

OIL

1.1. Auxiliary Engines – General Data

Engine Type A 20H AT 25H

Fuel Oil Requirements 380 cSt at 50C 700 cSt at 50C
ISO Class RMG35* RMH55*
Fuel Oil Viscosity at
13 – 17 cSt
Injection Pumps
Fuel Oil Service Pressure 8 – 10 bar
at Engine Inlet see section ”Fuel oil pressure and flow adjustment on
auxiliary engines”
Fuel Oil Pressure in the
3 – 5 bar
Buffer Unit
Fuel Oil Differential 3 – 4 bar
Pressure Across the Engine see section ”Fuel oil pressure and flow adjustment on
auxiliary engines”

* The fuel oil quality limit for A 20H and AT 25H auxiliary engines has lower limits than ISO
class RMG35 and RMH55 respectively for certain parameters.
For your detailed information on ”Fuel Oil Requirements (Heavy Fuel Oil)” please refer to
encolsures A–9 / 3 and 3a for A 20H auxiliary engines and A–9 / 4 and 4a for AT 25H auxiliary
engines.

For Sulzer S 20 type auxiliary engines please refer to our Service Bulletin S–4.

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1.2. Engine Starting and Stopping

Continuous operation on HFO is recommended. Changing over to MDO has to be considered only if
it becomes necessary, for example:

 To flush the engine before maintenance work.

 If booster pumps or the heating are stopped when the ship is in dry dock.

 Due to environmental requirements.

Provided the following conditions are met, Sulzer auxiliary engines can be started on heavy fuel oil:

 Cylinder cooling water is heated to 50C.

 Fuel pumps are heated by fuel oil circulation (together with trace heating on the engine, as far as it
is provided).

 Heavy fuel oil viscosity at the engine inlet must correspond with the recommended requirements.

 The engine lubricating oil is circulating (pre-lubricating pump in operation).

 The lubricating oil separator must run all the time when engine is operated on HFO. The
lubricating oil of the stand-by engine must be periodically separated.
If the above listed conditions are met, the engine can be started, stopped and started again on HFO.

1.3. Operation at Low Load

When running at low load on HFO, it is essential that the cylinder cooling water and the lubricating oil
temperatures are maintained at their service levels.
The cooling water temperature at the charge air cooler i.e. lubricating oil cooler outlet is to be
controlled at minimum 41C.
For A 20H and AT 25H type engines, the charge air has to be heated for low load operation. A central
cooling system is highly recommended for all auxiliary engines. Please also refer to the instructions
given in the Service Instruction Manual of the corresponding engine type.

2. FUEL OIL SYSTEM

2.1. General Information

The standard HFO system consists of the following three main groups:

⊕ The storage system: Bunker, settling and daily service tanks with transfer pumps.

⊕ The HFO treatment or cleaning system.

⊕ The pressurized supply system.

The design of the two first groups remains the same whether one considers an ”Uni-Fuel” system or a
fuel system which supplies only the main engine.

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We must once more, however, stress the extreme importance of correct shipboard fuel oil treatment
for the successful operation of the main and auxiliary engines running on HFO. Proper shipboard fuel
treatment must be carried out to remove sea water and abrasive particles including catalytic fines. The
key to correct fuel treatment lies in good centrifugal separation: T h e c e n t r i f u g a l s e p a r a t o rs
a r e th e m o s t i m p o r t a n t p a r t o f t h e f u e l t r e a t m e n t s y s t e m .
The use of separators of the new generation without gravity disc, meeting the requirements for future
HFO separation up to 700 cSt at 50C and making the continuous operation of the separator units
easier, is advisable. As it is usual to have a spare separator, it is of advantage to use it to improve the
separation results. For the arrangement of separators, please refer to the manufacturer’s instructions.

The effective separator throughput must be in accordance with the maximum fuel consumption of
the diesel engine plant plus a margin of about 20%.
The separators must remain in continuous operation from port to port.
The third group, and to some extent the low-pressure side downstream of the daily tanks, will be
different in the case of ”Uni-Fuel” ships. For the sake of simplicity, this part of the system, i.e. from
the daily tanks to the engine injection equipment, will henceforth be referred to as ’supply system’.

2.2. Supply System Description

Two typical systems are shown here (some differences in the lay-out of the supply system may also be
possible). Both are of the so-called pressurized fuel oil system type. Pressurized systems are now
common for all installations intended for use with lower quality HFO. They avoid problems with
’gassing’ at the high supply temperature required by high viscosity fuels to achieve the required
viscosity for injection into the engines.

2.2.1. Supply System According to Figure 1

(Please refer to enclosure A–9 / 1)

The supply system shown in Figure 1 (enclosure A–9 / 1) is mainly characterized by:

A common low-pressure system for the main and the auxiliary engines. The low-pressure feed
pump (7) delivers the fuel oil from the HFO daily tank (3) into the closed high-pressure circuit.
To prevent any water, which may be present, from boiling at the high temperature necessary
to maintain the required viscosity, the pressure in the buffer unit (11) is maintained at 3 to 5
bar. This pressure is controlled by the pressure regulating valve (9) which returns excess
fuel oil back to the feed pump suction side.

Two completely independent booster systems: One for the main engine and one for the auxiliary
engines.
The booster system for the main engine corresponds with the standard New Sulzer Diesel
arrangement: From the buffer unit (11) the highpressure booster pump (12) delivers the
fuel oil to the main engine fuel injection pumps (16) via the end heater (13), viscosimeter
(14) and the heatable duplex filter (15). The filter chamber not in use may not be heated.

The booster system for the auxiliary engines is similar to that of the main engine but, in addition
to the buffer unit (11), booster pumps (12) and the end heater (13) controlled by the viscosimeter
(14) it includes:

Manually or remotely operated three-way changeover valves (21) fitted in the fuel inlet and the
fuel outlet of each auxiliary engine.

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A small heatable and insulated mixing unit (22) at each auxiliary engine inlet.

A heatable duplex filter (23) at each auxiliary engine inlet.

Surplus fuel oil from the auxiliary engines is returned to the buffer unit through the changeover valves
(21) fitted at the outlet of each engine. This arrangement allows heated fuel oil to be circulated
through the injection pumps of the auxiliary engines when the engines are stopped and thereby
enabling them to be started on HFO.
The changeover valves (21) allow the operating mode HFO or MDO to be individually selected for
each auxiliary engine.
The manually or remotely operated three-way valve (10), in connection with the MDO booster pump
(29), makes it possible to flush the main engine with MDO, while the auxiliary engines continue to
run on HFO. This three-way valve (10), as well as the pipe in connection with the MDO booster pump
(29), can be omitted if a changeover of the operating mode of the whole plant is accepted when, for
example, flushing the main engine with MDO for maintenance purpose becomes necessary.
Should a blackout or operating failure occur, one auxiliary engine should be capable of continuing to
run without load in order to be ready to accept load as soon as the fault has been corrected. This is
achieved when the fuel is directly delivered from the MDO tank by gravity to the auxiliary engine
inlet, downstream of the changeover valves so that the fuel supply to the auxiliary engine is
independent of the positioning (HFO or MDO) of these valves.
This emergency MDO supply line is shown on Figure 1 (enclosure A–9 /1).
The minimum height between the MDO tank outlet and the crankshaft centre line of the auxiliary
engines is 8m.

2.2.2. Supply System According to Figure 2

(Please refer to enclosure A–9 / 2)

The supply system shown in Figure 2 (enclosure A–9 / 2), as compared with the previous one, shows
the minimum requirements for a ”Uni-Fuel” system.

Its main feature is a common low-pressure system, as well as a common high-pressure system,
for both the main engine and the auxiliary engines. The low-pressure system is similar to the one
of the supply system shown in Figure 1. However, the buffer unit (11) is common for the main
engine and the auxiliary engines. The pressure in the buffer unit (11) is controlled by the pressure
regulating valve (9) returning excess fuel oil back to the feed pump suction side. From the
common booster line, downstream of the end heater (13) and the viscosimeter (14), the fuel is
delivered in parallel to the main engine fuel injection pumps through the heatable duplex filter
(15) and to the auxiliary engines through the pressure-reducing valve (19).

An additional booster pump of a smaller capacity than that of the main booster pumps (12) may
be installed for harbour duty. If such an additional booster pump is installed, the end heater (13)
could be oversized for the reduced fuel oil flow. To avoid poor temperature control and excessive
temperature of the heat exchange surface of the heater, two end heaters, each with different
ratings, should be installed. One end heater only will then need to be in operation when only the
additional booster pump is running for harbour duty.

Two changeover valves (21) fitted at each auxiliary engine inlet and outlet respectively allow the
operating mode HFO or MDO to be individually selected for each auxiliary engine. From the
MDO daily tank (4) the MDO is supplied by a separate MDO booster pump (29) to the auxiliary
engines.

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Each auxiliary engine inlet is also fitted with a small mixing unit (22) and a duplex filter (23).
The changeover of the main engine operating mode from HFO to MDO, or vice versa, occurs through
the manually or remotely operated three-way valve (5). A changeover of the operating mode of the
main engine from HFO to MDO, for maintenance purpose for example will, however, mean that the
whole installation will be switched over to MDO.
Should a blackout or operating failure occur, an emergency MDO supply line as for the fuel oil supply
according to the system previously described in Figure 1 is also available.
The minimum height between the MDO daily tank outlet and the crankshaft centre lines of the
auxiliary engines is 8m.

3. FUEL OIL PRESSURE AND FLOW ADJUSTMENT ON AUXILIARY ENGINES

3.1. Fuel Oil Flow Rate Across the Auxiliary Engines

When a booster pump supplies fuel oil to several auxiliary engines, as shown in ’system 1’ and
’system 2’, it is necessary to measure and adjust the flow distribution of the fuel oil in such a way that
each auxiliary engine is supplied with the correct and equal fuel oil quantity. For this purpose the
pressure differential measured at each engine serves as reference for the flow distribution.
The pressure differential at the engine is to be measured and adjusted with the engines at stand-still
during commissioning of the fuel oil system or if later work on the fuel oil system requires a check
on the fuel oil supply to the auxiliary engines.
For A 20H and AT 25H engines, the differential pressure is measured before and after an orifice
situated at the fuel oil inlet on the free end of the engine. Quick connections are used to connect two
pressure gauges to measure the pressure before and after the orifice plate. These two pressure gauges
are only temporarily used during commissioning of the fuel system. Please refer to Figure 3 below.
Figure 3
Measurement of the Pressure Differential
for A 20H and AT 25H Engines

B
L of engine
C

C
L of crankshaft Fuel oil outlet

Temporarily connected Fuel oil inlet

pressure gauges
C
L of
crankshaft
B Pressure after orifice Pressure before orifice
Free end

The fuel flow is correct when the pressure differential (∆ pe) is approximately the same for all the
auxiliary engines and amounts to 3 – 4 bar.
3.2. Pressure and Flow Adjustment of the Fuel Oil System According to Figure 1
(Please refer to enclosure A–9 / 1)

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HFO CIRCUIT
A.1. Preliminary Conditions:

 Whole plant on MDO, threeway valve (5) in MDO position.

 Feed and booster pumps in operation.

 MDO circulates through the fuel oil systems of all engines.

 All auxiliary engines at standstill.

1. Set the pressure retaining valve (25) of each auxiliary engine to its minimum pressure
setting, the valve spring must, however, be still slightly preloaded.

2. Check and set all bypass and relief valves on:

Low pressure feed pumps (7).
Buffer unit (11), the relief valve is set at approximately 6 bar.
High pressure booster pumps (12).
Mixing unit (22).
\\ The bypass and relief valves of the low pressure feed pumps (7) and the high pressure booster
pumps (12) are normally set by the pump manufacturer and do not have to be re-adjusted
afterwards.
3. Adjust the pressure regulating valve (9) until the pressure in the buffer unit (11) is about 0.5 bar
higher than the minimum pressure required (minimum pressure in buffer unit must be 1 bar above
corresponding pressure at which any water present in the fuel could flash off to steam at the high
temperature necessary to maintain the required fuel oil viscosity). That is to partially compensate
for the pressure build up over this valve (9) when no fuel oil is consumed.

4. Adjust the pressure relief valve (20) to the minimum pressure difference (minimum spring
loading). Shut off the return line at each outlet of the auxiliary engines and pre-
adjust the pressure relief valve (20) until the pressure at the inlet of the auxiliary engines is
approximately 10 bar. This pressure has to be adjusted gradually.

5. Re-open the return line at each engine outlet and measure the pressure differential
(∆ pe) at each auxiliary engine as mentioned above. If necessary, equalize the pressure
differential (∆ pe) by means of the pressure retaining valve (25) in such a way that it will be the
same for each auxiliary engine.
At the auxiliary engines with high pressure differential (∆ pe), the pressure retaining
valve (25) should slightly throttle the fuel oil flow.
The pressure retaining valve (25) serves only for fine adjustments, it must never be
adjusted to its maximum pressure setting.
After this adjustment, it is possible that the fuel oil pressure at the inlet of the auxiliary engines has
decreased below 10 bar. This is quite in order and it should not be re-adjusted to 10 bar since the
pressure differential (∆ pe) at each auxiliary engine has been adjusted within the permissible
working range.

6. Isolate all auxiliary engines with the exception of one and measure the pressure differential
(∆ pe) at this engine. If the pressure differential (∆ pe) is above 4.5 bar, adjust it by means of
the pressure relief valve (20) until it is approximately 4.5 bar. In this condition, with all other
auxiliary engines isolated, an increase in pressure differential (∆ pe) at this engine up to 4.5
bar is in order.

6/9 Service Bulletin A–9

B.1. Final Conditions:

 Whole plant on HFO, three-way valve (5) of HFO position.

 Feed pumps and booster pumps in operation.

 Heavy fuel oil is heated to obtain the recommended viscosity.

 HFO circulates through the fuel oil systems of all engines.

 All auxiliary engines at standstill.

Repeat the measurements of the pressure differential (∆ pe) at each auxiliary engine and if necessary
adjust it as described in the afore-mentioned paragraphs A.1. point 5. and A.1. point 6.

MDO CIRCUIT
C.1. Final Conditions:

 The changeover valves (21) at each auxiliary engine inlet and outlet are changed over to the MDO
circuit.

 The MDO booster pump (29) is in operation.

 MDO circulates through the fuel oil system of all auxiliary engines.

 All auxiliary engines at standstill.

Very Important !
During commissioning of the MDO circuit, the adjustment of the pressure retaining valve (25) fitted
on each auxiliary engine must not be changed.

1. Check the bypass and relief valves on the MDO booster pumps (29).

2. Adjust the pressure relief valve (30) to minimum pressure difference (minimum spring loading).
Shut off the return line at each outlet of the auxiliary engines and pre-adjust the pressure relief
valve (30) until the pressure at the inlet of the auxiliary engines is approximately 10 bar. This
pressure has to be gradually increased.

3. Re-open the return line at each outlet of the respective engines.

Set the pressure retaining valve (31) in such a way that the MDO pressure downstream of the
three-way valve (21) is the same as the pressure after the three-way valve (21) when running on
HFO.
Measure the pressure differential (∆ pe) at each auxiliary engine. If necessary adjust the pressure
differential by means of the pressure relief and non-return valve (30).
After this adjustment, as already mentioned above in paragraph A.1. point 5., the fuel oil pressure
at the inlet of the auxiliary engines can be lower than 10 bar.

4. Isolate all auxiliary engines with the exception of one and measure the differential pressure (∆ pe)
at this engine. If the differential pressure (∆ pe) is too high, i.e. above 4.5 bar, adjust it by means of
the pressure relief and non-return valve (30) until it is approximately 4.5 bar.

3.3. Pressure and Flow Adjustment of the Fuel Oil System According to Figure 2
(Please refer to enclosure A–9 / 2)

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HFO CIRCUIT
A.2. Preliminary Conditions:

 Whole plant on MDO, three-way valve (5) on MDO position.

 Feed and booster pumps in operation.

 MDO circulates through the fuel oil systems of all engines.

 All auxiliary engines at standstill.

1. Set the pressure retaining valve (25) of each auxiliary engine to its minimum pressure setting, the
valve spring must, however, be still slightly pre-loaded.

2. Check and set all bypass and relief valves on:

 Low pressure feed pumps (7).
 Buffer unit (11), the safety valve is set at approximately 6 bar.
 High pressure booster pumps (12).
 Mixing unit (22).
The bypass and relief valves of the low pressure feed pumps (7) and the high pressure booster
pumps (12) are normally set by the pump manufacturer and do not have to be re-adjusted
afterwards.
3. Adjust the pressure regulating valve (9) until the pressure in the buffer unit (11) is about 0.5 bar
higher than the minimum pressure required (minimum pressure in buffer unit must be 1 bar above
corresponding pressure at which any water present in the fuel could flash off to steam at the high
temperature necessary to maintain the required fuel oil viscosity). That is to counteract the
tendency for the pressure build up over this valve (9) when no fuel oil is consumed.
4. Set the fuel oil pressure at the injection pump inlet of the main engine to its upper permissible
limit by means of the pressure retaining valve (17), see fuel pressure setting instructions of the
relevant engine.
5. Isolate all auxiliary engines with the exception of one and adjust the pressure reducing valve (19)
until the pressure at the inlet of this auxiliary engine is approximately 10 bar. Measure the
pressure differential (∆ pe) at this engine. If the pressure differential (∆ pe) is too high, i.e. above
4.5 bar, adjust it by means of the pressure relief valve (20) until it is approximately 4.5 bar.
6. Re-open the return line at each engine outlet of the respective engine and measure the pressure
differential (∆ pe) at each auxiliary engine as mentioned above.
If the level of the pressure differential (∆ pe) is too high or too low, first decrease or increase
respectively the fuel oil pressure to the auxiliary engines by means of the pressure reducing valve
(19).
If necessary equalize the pressure differential (∆ pe) by means of the pressure retaining valve (25)
in such a way that it is approximately the same for each auxiliary engine.
At the auxiliary engines with high pressure differential (∆ pe), the pressure retaining
valve (25) should slightly throttle the fuel oil flow.
The pressure retaining valve (25) serves only for fine adjustments, it must never be
adjusted to its maximum pressure setting.

8/9 Service Bulletin A–9

B.2. Final Conditions:

 Whole plant on HFO, three-way valve (5) of HFO position.

 Feed pumps and booster pumps in operation.

 Heavy fuel oil is heated to obtain the recommended viscosity.

 HFO circulates through the fuel oil systems of all engines.

 All auxiliary engines at standstill.

Repeat the measurements of the pressure differential (∆ pe) at each auxiliary engine and if necessary
adjust it as described in the afore-mentioned paragraph A.2. point 6.

MDO CIRCUIT
C.2. Final Conditions:

 The changeover valves (21) at each auxiliary engine inlet and outlet are changed over to the MDO
circuit.

 The MDO booster pump (29) is in operation.

 MDO circulates through the fuel oil system of all auxiliary engines.

 All auxiliary engines at standstill.

The procedures and the adjustments are the same as described under ”Very Important!” for the fuel
system according to Figure 1 (please refer to paragraph 3.2. sub-para C.1.).

4. SERVICE BULLETINS VALID FOR A -TYPE ENGINES

We have so far published the following Service Bulletins which are valid for A type engines:
A–5 dated 11.07.85 / Flushing Instructions
A–6 dated 30.10.86 / Undersized Bearings and Reconditioning of Crankshafts
A–7.1 dated 30.11.93 / Fuel Injection Nozzle Specification
A–8 dated 15.08.94 / Cylinder Liner with a Fine Thread in the Upper Part of the Bore
Should you not be in possession of the above mentioned documentation suitable for your plant, kindly
contact your local New Sulzer Diesel representative for your copy.

ENCLOSURES: as mentioned in the text

This Service Bulletin should be kept in a separate file in the control room. The respective pages or
tables of the Service Bulletin with modifications to the Operating Manual, Maintenance Manual
or Code Book should be copied and filed in the respective Manual or Book.
New Sulzer Diesel Switzerland Ltd has issued this Service Bulletin with their best knowledge and
ability. However, New Sulzer Diesel Switzerland Ltd can not take any liability for any or all
information contained in this or any other Service Bulletin.
Changes of any nature to the form and or to the content of this or any other Service Bulletin as
published by New Sulzer Diesel Switzerland Ltd, are not permitted.

9/9 Service Bulletin A–9

 FIGURE 1: UNI-FUEL OIL SYSTEM LAYOUT (DOUBLE BOOSTER MODULE)

A-9 / 1
Service Bulletin Enclosure A–9/1
 FIGURE 2: UNI-FUEL OIL SYSTEM LAYOUT (SINGLE BOOSTER MODULE)
Service Bulletin Enclosure A–9/2
Service Bulletin Enclosure A–9/3
Service Bulletin Enclosure A–9/3a
Service Bulletin Enclosure A–9/4
Service Bulletin Enclosure A–9/4a