MARINE DIESEL

(XI WEEKS)

( 4 SKS)
Departemen Teknik Sistem Perkapalan
ITS Surabaya
Fuel Oil Parameters
A conventional analysis of fuel oil includes the determination
of values for a number of parameters. Combined, these
parameters are used to provide a description of:

 pretreatment methods and procedures to ensure that,

prior to being fed to the engine, the oil satisfies the
requirements which the engine manufacturer has
specified for the fuel oil
 the prospects of using the fuel oil in the relevant engine
type without risking damage and operational snags
 as the case may be, altering the mode of operation for
the engine as necessary to minimize the probability of
damage and operational snags.
Fuel Oil Parameters
Parameters for pretreatment
The parameters that provide direct information as to the pretreatment
include:

 Density

- As the density of the fuel depends upon the density of the individual
components, fuels can have identical densities but widely varying
individual component densities. Apart from being an indicator of the
‘heaviness’ of a fuel, when measured by a hydrometer the specific
gravity can be used to calculate the quantity of fuel by weight in a
tank of given dimensions.
- The density is an important parameter for fuel oils since marine fuels
are purified before use to remove water and dirt from the oil. Since
the purifiers use centrifugal force, the oil must have a density which
is sufficiently different from water.
 Viscosity
- The viscosity of an oil is a measure of its resistance to flow which
decreases rapidly with increase in temperature. Heating is necessary
to thin the heavy fuels of high viscosity in current common use and
ease their handling.
- The viscosity determines the ability to preheat to the correct
temperature at the fuel pumps.

 Point of congelation/ pour point

- The point of congelation determines the temperature to which the fuel
must be preheated to ensure that it can be pumped. At temperatures
below the point of congelation a precipitation of wax will prevent the oil
from being pumped. The upper limit according to ISO 8217 is 300C,
but for most oil qualities the point of congelation will be lower.
- This is the lowest temperature at which an oil remains fluid and thus is
important to know for onboard handling purposes. An alternative is the
solidifying point or the highest temperature at which the oil remains
solid. It usually lies some 30C below the pour point. According to one
major engine builder, the lowest admissible temperature of the fuel
should be about 5–100C above the pour point to secure easy pumping.
 Marine Distillate Fuels
Parameter Unit Limit DMX DMA DMB DMC
Density at 15°C kg/m3 Max - 890.0 900.0 920.0
Viscosity at 40°C mm²/s Max 5.5 6.0 11.0 14.0
Viscosity at 40°C mm²/s Min 1.4 1.5 - -
Flash point °C Min 43 60 60 60
Pour point, Summer °C Max - 0 6 6
Pour point, Winter °C Max - -6 0 0

Marine Residual Fuels

RMA RMB RMD RME RMF RMG RMH RMK RMH RMK
Parameter Unit
30 30 80 180 180 380 380 380 700 700
kg/m
Density at 15°C 3 960.0 975.0 980.0 991.0 991.0 991.0 991.0 1010.0 991.0 1010.0

Viscosity at mm²
30.0 30.0 80.0 180.0 180.0 380.0 380.0 380.0 700.0 700.0
50°C /s
Flash point °C 60 60 60 60 60 60 60 60 60 60
Pour point,
°C 6 24 30 30 30 30 30 30 30 30
Summer
Pour point,
°C 0 24 30 30 30 30 30 30 30 30
Winter
 Water
- Water can be present in fuel in the form of fresh water or salt water. Contamination
with water will normally occur in transit from the oil refinery to the bunker port, or from
the bunker boat. The maximum water content according to ISO 8217 is 1%. Any
content of water in excess of 1% may cause the bunker to be returned or the price to
be reduced. Obviously, many ship owners are not interested in paying for and
receiving heavy fuel oil with about 1% content of water; therefore, as already
mentioned, the ship owners will specify additional demands or limitations relative to
the ISO 8217 standard.
- This is the amount of water in a given sample of the oil and is usually determined by
centrifuging or distillation.
- Water accompanying the fuel oil into the injection system and the cylinder may cause
coatings to be formed and give rise to corrosion, erosion and unstable and
incomplete combustion – as well as damage to fuel nozzles and fuel pumps.

 Ashes
- The ash content is an indication of the quantity of non-combustible material in the fuel
oil. The ashes also contain all sorts of contaminating solids. It is assumed that these
are removed, as far as possible, during the pretreatment consisting of settling and
extraction – and in filter systems. The upper limit for the ash content according to the
ISO 8217 standard is 0.2% by weight for heavy fuel oil, but an ash content of more
than 0.1% is considered to be high. A high ash content is an indication – particularly
in those cases where the contaminating solids can consist of catalyst residue– that
efficient pretreatment is of crucial importance to avoid excessive abrasion.
Fuel Oil Parameters
Parameters relevant to the operation of diesel
engines
 Sulphur
- This has no influence on combustion but high sulphur levels can be dangerous
because of acid formation. In recent years there has been a tendency to equate
sulphur content with cylinder liner wear, but opinions differ on this matter

 Vanadium and sodium

- Vanadium follows the crude oil and is present in residual oil after refining, whereas
sodium is in most cases the result of contamination with salt water. Vanadium
cannot be removed during pretreatment, but the sodium content can be reduced
by thorough elimination of sea water from the fuel oil. Both types lead to coating
and corrosion at high metal temperatures. The content of vanadium in fuel oil is
normally comparatively low, but values up to 600 ppm have been seen.
- Operating experience has shown that the content of sodium must not exceed 30%
of the content of vanadium, if coatings on and corrosion of the machinery
components that are associated with the combustion chamber – such as cylinder
liners, pistons, piston rings, exhaust valves, cylinder tops, and turbo-charger – are
to be avoided.
- The content of sodium is usually a function of the content of water (salt water) in
the fuel oil, 1% sea water giving ab. 150 ppm.
 Aluminium and silicon
- Aluminium and silicon are contaminating solids in the fuel oil and produce ashes. For
heavy fuel oil the ISO 8217 standard allows up to a maximum of 80 mg/kg.

 Conradson Carbon Residue (CCR)

- This is the measure of the percentage of carbon residue after evaporation of the fuel
in a closed space under control. The Conradson or coke value is a measure of the
carbon-forming propensity and thus an indication of the tendency to deposit carbon
on fuel injection nozzles.

 Cetane number
- The cetane number of a fuel is a measure of the ignition quality of the oil under the
conditions in a diesel engine. The higher the cetane number, the shorter the time
between fuel injection and rapid pressure rise.

 Calculated carbon aromaticity index (CCAI)

- The ignition quality of residual fuels is more difficult to predict than distillate fuels
because they comprise blends of many different components but the ignition quality
of such fuels may be ranked by determining the Calculated Carbon Aromaticity Index
from density and viscosity measurements. It should be noted, however, that the
ignition performance of residual fuels is mainly related to engine design and
operational factors.

 T  273 
CCAI  D  81  141Log Log (Vk  0.85)  483Log 
 323 
Nilai CCAI Kualitas Pembakaran

790 - 830 Sempurna hingga baik

830 - 850 Baik hingga sedang

850 - 870 Sedang hingga jelek

870 - 950 Jelek sekali

Specification of Fuel
Fuel type Heavy Fuel Oil Marine Diesel Oil
Density (150C) 0.978 g/cm3 0.8528 g/cm3
Flash point 740C 650C
Kinetic Viscosity 185.5 mm2/sec. 2.42 mm2/sec. (cSt)
(500C) (cSt)
Pour point -10.00C -22.50C
Residual Carbon 11.63 mass% 0.46 mass%
S 2.30 mass% 0.08 mass%
N 0.25 mass% 0.03 mass%
H2O < 0.22 Vol.% < 0.01 Vol.%
Ash Powder < 0.003 mass% < 0.001 mass%
Low Heating Value 42.927 MJ/kg 42.7 MJ/kg
 Fuel Type

Table of fuel oils

Name Alias Alias Type Chain Length

No. 1 fuel oil No. 1 distillate No. 1 diesel fuel Distillate 9-16

No. 2 fuel oil No. 2 distillate No. 2 diesel fuel Distillate 10-20

No. 3 fuel oil No. 3 distillate No. 3 diesel fuel Distillate

No. 4 fuel oil No. 4 distillate No. 4 residual fuel oil Distillate/Residual 12-70

No. 5 fuel oil No. 5 residual fuel oil Heavy fuel oil Residual 12-70

No. 6 fuel oil No. 6 residual fuel oil Heavy fuel oil Residual 20-70
Fuel Type

 No. 1 fuel oil, No. 2 fuel oil and No. 3

fuel oil
- distillate fuel oils,
- diesel fuel oils,
- light fuel oils,
- gasoil or just distillate.
Fuel Type
Gas oil refers to the process of distillation. The oil is heated,
becomes a gas and then condenses. It differentiates
distillates from residual oil (RFO).
 No. 1 is similar to kerosene and is the fraction that boils
off right after gasoline
 No. 2 is the diesel that trucks and some cars run on,
leading to the name "road diesel"
 No. 3 is a distillate fuel oil and is rarely used.
 No. 4 fuel oil is usually a blend of distillate and
residual fuel oils
 No. 5 fuel oil and No. 6 fuel oil are called residual fuel
oils (RFO) or heavy fuel oils.
No. 5 fuel oil is a mixture of No. 6 (about 75-80%) with
No. 2. No. 6 may also contain a small amount of No. 2 to
get it to meet specifications.
Fuel Type
Bunker fuel is technically any type of fuel oil used aboard
ships. It gets its name from the containers on ships and in
ports that it is stored in

 Bunker A : No. 2 fuel oil

 Bunker B is No. 4 or No. 5
 Bunker C is No. 6.
Fuel Type
In the maritime field another type of classification is used for
fuel oils:

 MGO (Marine gasoil) - roughly equivalent to No. 2 fuel oil, made

from distillate only
 MDO (Marine diesel oil) - A blend of gasoil and heavy fuel oil
 IFO (Intermediate fuel oil) A blend of gasoil and heavy fuel oil, with
less gasoil than marine diesel oil
 MFO (Medium fuel oil) - A blend of gasoil and heavy fuel oil, with
less gasoil than intermediate fuel oil
 HFO (Heavy fuel oil) - Pure or nearly pure residual oil, roughly
equivalent to No. 6 fuel oil
Fuel Injection
The essence of a diesel engine
 Air compressed in the cylinder during the
piston’s inward stroke
 Finely atomized fuel
 Ignition and combustion

Pressure in the cylinder at the end compression process is

likely to be anything up to 200 bar
Most modern medium speed engines attain 1200–1800 bar
in the injection high-pressure pipe
Fuel Injection
 Awal Ujung Nozle Awal Ujung Nozle
Penginjeksian
0 Penginjeksian

278
Nozle
0

278
Photo-sensor
0
Kamera
berkecepatan
tinggi
278
0

278
0

278
0

278
a) b)
Akhir penginjeksian bahan
bakar
Fuel Oil Treatment
 Fuel oils require treatment before passing to the engine.
This will involve storage and heating to allow separation
of water present, coarse and fine filtering to remove solid
particles and also centrifuging.
 The centrifugal separator is used to separate two liquids,
for example oil and water, or a liquid and solids as in
contaminated oil.
 Purifier : Where a centrifuge is arranged to separate two
liquids
 Clarifier : Where a centrifuge is arranged to separate
impurities and small amounts of water from oil
 The separation of impurities and water from fuel oil is
essential for good combustion.
FUEL OIL SYSTEM